WO2018019120A1 - 车辆及其滑行能量回馈控制系统和方法、扭矩调节装置 - Google Patents

车辆及其滑行能量回馈控制系统和方法、扭矩调节装置 Download PDF

Info

Publication number
WO2018019120A1
WO2018019120A1 PCT/CN2017/092420 CN2017092420W WO2018019120A1 WO 2018019120 A1 WO2018019120 A1 WO 2018019120A1 CN 2017092420 W CN2017092420 W CN 2017092420W WO 2018019120 A1 WO2018019120 A1 WO 2018019120A1
Authority
WO
WIPO (PCT)
Prior art keywords
feedback torque
coasting
vehicle
feedback
torque
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.)
Ceased
Application number
PCT/CN2017/092420
Other languages
English (en)
French (fr)
Inventor
何智广
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.)
BYD Co Ltd
Original Assignee
BYD Co Ltd
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 BYD Co Ltd filed Critical BYD Co Ltd
Publication of WO2018019120A1 publication Critical patent/WO2018019120A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Images

Classifications

    • 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
    • B60W30/18072—Coasting
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
    • 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
    • B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed

Definitions

  • the present application belongs to the technical field of vehicles, and in particular, to a vehicle glide energy feedback control system, a vehicle and energy feedback torque adjustment device using the control system, and a vehicle glide energy feedback control method.
  • Energy feedback is an effective technical measure to improve the driving efficiency of the vehicle and extend the driving range.
  • Energy feedback includes vehicle braking energy feedback and coasting energy feedback.
  • the coasting feedback strength for the taxi energy feedback is usually controlled according to the optimal coasting feedback torque curve calibrated by each manufacturer, or the intensity level of the coasting feedback is set in the multimedia system.
  • the present application aims to solve at least one of the technical problems in the related art to some extent.
  • the present application needs to provide a vehicle glide energy feedback control system, which can adjust the glide feedback strength, is more flexible, and is convenient to operate.
  • the present application also proposes a vehicle using the gliding energy feedback control system, and an energy feedback torque adjusting device and a vehicle gliding energy feedback control method.
  • the vehicle glide energy feedback control system proposed in one aspect of the present application includes: an energy feedback torque adjustment device, a motor and a controller.
  • the energy feedback torque adjustment device includes a setting module for receiving an operation command of a user and outputting a basic feedback torque setting signal, and an adjustment module for receiving an operation instruction of the user and outputting a variable additional feedback torque adjustment signal.
  • the controller is configured to obtain a basic coasting feedback torque according to the basic feedback torque setting signal when the vehicle is in the coasting energy feedback control mode, obtain a current additional coasting feedback torque according to the current additional feedback torque adjustment signal, and The basic coasting feedback torque and the current additional coasting feedback torque perform coasting energy feedback control of the motor.
  • the vehicle glide energy feedback control system of the present application can set basic slippage through the energy feedback torque adjusting device
  • the torque strength is set, and a variable additional coasting torque can be set according to the specific road condition to adjust the feedback torque.
  • the controller performs the sliding energy feedback control on the motor according to the basic coasting torque strength and the additional coasting torque, compared to the best sliding in the related art.
  • the feedback torque curve is used for the sliding energy feedback control.
  • the control system of the present application can adjust the coasting energy feedback torque in real time to maximize the sliding energy feedback; and can be adjusted in real time by operating the adjustment module, compared to setting the coasting feedback in the multimedia system. Level strength, more convenient and more flexible.
  • the vehicle of another aspect of the present application includes the above-described coasting energy feedback control system.
  • the vehicle of the embodiment of the present application by the above-described sliding energy feedback control system, is more convenient for the driver to adjust the coasting energy feedback intensity in real time, so that the sliding energy feedback is maximized.
  • an energy feedback torque adjustment apparatus includes: a setting module for receiving an operation instruction of a user and outputting a basic feedback torque setting signal; and an adjustment module for receiving an operation instruction of the user and Outputting a variable additional feedback torque adjustment signal; the basic feedback torque setting signal and the additional feedback torque adjustment signal are transmitted to a controller of the vehicle to cause the controller to set a signal and the additional according to the basic feedback torque
  • the feedback torque adjustment signal performs coasting energy feedback control on the motor.
  • the energy feedback torque adjusting device of the embodiment of the present application can facilitate the driver to adjust the sliding energy feedback strength in real time through the setting module and the adjusting module, and is more flexible and more real-time, and provides support for maximizing the sliding energy feedback.
  • a vehicle coasting energy feedback control method includes the following steps: receiving a user's operation command and outputting a basic feedback torque setting signal and a variable additional when the vehicle is in the coasting energy feedback control mode. Retrieving a torque adjustment signal; obtaining a basic coasting feedback torque according to the basic feedback torque setting signal; obtaining a current additional coasting feedback torque according to the current additional feedback torque adjustment signal; according to the basic coasting feedback torque and the current additional coasting feedback Torque performs coasting energy feedback control of the motor of the vehicle.
  • the driver can set the basic coasting torque intensity, and according to the specific road condition, the variable additional coasting torque can be set to adjust the feedback torque, and then according to the basic coasting torque strength and the additional coasting torque pair.
  • the motor performs the sliding energy feedback control.
  • the optimal sliding feedback torque curve is used for the sliding energy feedback control.
  • the control method of the present application can adjust the sliding energy feedback torque in real time to maximize the sliding energy feedback; and the sliding feedback torque Real-time control is possible, which is more convenient and more flexible than setting the level of the taxi feedback in the multimedia system.
  • FIG. 1 is a block diagram of a vehicle glide energy feedback control system in accordance with one embodiment of the present application
  • FIG. 2 is a block diagram of a vehicle glide energy feedback control system in accordance with another embodiment of the present application.
  • FIG. 3 is a schematic diagram of a basic coasting energy feedback torque curve in accordance with an embodiment of the present application.
  • FIG. 4 is a schematic view showing the installation of an energy feedback torque adjusting device according to an embodiment of the present application.
  • FIG. 5 is a schematic diagram of an energy feedback torque adjustment device in accordance with another embodiment of the present application.
  • FIG. 6 is a block diagram of a vehicle in accordance with one embodiment of the present application.
  • FIG. 7 is a block diagram of an energy feedback torque adjustment device in accordance with an embodiment of the present application.
  • FIG. 8 is a flowchart of a method for controlling vehicle gliding energy feedback according to an embodiment of the present application
  • FIG. 9 is a flow chart of a method of vehicle glide energy feedback control in accordance with an embodiment of the present application.
  • the control system 100 includes an energy feedback torque adjustment device 10, a motor 20, and a controller 30.
  • the energy feedback torque adjustment device 10 includes a setting module 11 and an adjustment module 12.
  • the setting module 11 is configured to receive an operation instruction of the user and output a basic feedback torque setting signal.
  • the basic feedback torque can be understood as the torque as a base value to control the motor output when the coasting feedback control is performed.
  • the setting module 11 can be a knob or other form of button or trigger unit. The driver can select a basic coasting feedback strength level curve by operating the setting module 11 according to driving habits, or directly input information to set corresponding basic coasting torque information.
  • the adjustment module 12 is configured to receive an operation command of the user and output a variable additional feedback torque adjustment signal. For example, the adjustment module 12 can be configured to be automatically reset or instantly adjustable.
  • the driver can adjust the coasting energy feedback by operating the adjustment module 12 according to the specific conditions of the up and down ramp in the road condition or the possible taxiing distance. Intensity, and during the coasting feedback control, the additional feedback torque adjustment signal is variable, so that the effect of adjusting the feedback torque in real time is more flexible.
  • the controller 30 When the vehicle is in the coasting energy feedback control mode, the controller 30 is configured to obtain a basic coasting feedback torque according to the basic feedback torque setting signal, obtain the current additional coasting feedback torque according to the current additional feedback torque adjustment signal, and according to the basic coasting feedback torque and The current additional coasting feedback torque performs coasting energy feedback control on the motor. That is to say, when the coasting energy feedback control is performed, the controller 30 controls the motor 20 to perform power generation feedback with the basic coasting feedback torque, and at the same time adjusts according to the current additional coasting feedback torque, for example, when it is not far ahead, it is red light.
  • the vehicle when the vehicle is in a long downhill condition, when the depth of the accelerator pedal is less than the preset depth, the vehicle is considered to be in a coasting state, and the driver can obtain the variable additional coasting feedback torque by operating the adjustment module 12, thereby realizing feedback in real time.
  • the torque is adjusted to enhance the gliding energy feedback instead of the light brake function for speed control and maximum energy recovery. It can be understood that the control of the energy feedback of the motor 20 is based on the specific power transmission system of the vehicle, and the charge feedback control of the battery is realized according to a specific configuration.
  • the basic coasting torque strength can be set by the energy feedback torque adjusting device 10, and the variable additional coasting torque can be set according to the specific road condition to adjust the feedback torque, and the controller 30 according to the basic The coasting torque strength and the additional coasting torque perform the coasting energy feedback control of the motor 20, and the control system 100 of the present application can adjust the coasting energy feedback torque in real time, compared to the sliding performance feedback control using the optimal coasting feedback torque curve in the related art.
  • the gliding energy feedback is maximized; and the real-time control can be performed by operating the adjustment module 12, which is more convenient and more flexible than setting the level of the gliding feedback in the multimedia system.
  • the control system 100 further includes a vehicle controller 40.
  • the vehicle controller 40 is configured to acquire a vehicle operating state parameter, and determine a current operating condition of the vehicle according to a vehicle operating state parameter, and control the vehicle to enter a coasting energy feedback control mode when the vehicle is in a taxiing condition, for example, for a hybrid vehicle,
  • the current vehicle speed is greater than the preset vehicle speed
  • the depth of the brake pedal is zero
  • the depth of the accelerator pedal is less than the preset depth, for example 10%
  • the current gear is the D range
  • the vehicle is not in the cruise control mode
  • the vehicle is in anti-lock braking system.
  • the vehicle When in the non-operating state, the vehicle is considered to be in the taxiing condition to control the vehicle to enter the throttle throttle feedback control mode. Then, in the coasting energy feedback control mode, the controller 30 is configured to perform power generation feedback control on the motor 20 according to the basic coasting feedback torque and the current additional coasting feedback torque, and adjust the coasting energy feedback torque in real time to maximize the coasting energy feedback.
  • the control system 100 further includes a speed detector 50.
  • the speed detector 50 is used to detect the current vehicle speed of the vehicle.
  • the controller 30 is specifically configured to acquire a basic feedback torque curve according to the basic feedback torque setting signal, and obtain a basic coasting feedback torque according to the current vehicle speed of the vehicle and the basic feedback torque curve.
  • the basic coasting feedback torque level can be set by the setting module 11, as shown in FIG. 3, the sliding condition can be divided into a strong sliding, a medium sliding, and a weak sliding, which are set to three by the setting module 11 such as a sliding feedback level knob.
  • the driver can select the output coasting feedback torque level according to the driving habit or the specific road condition operation setting knob.
  • the controller 30 can obtain the middle sliding feedback torque curve according to the output signal of the setting module 11. As shown in FIG. 3, the corresponding basic coasting feedback torque is obtained according to the current vehicle speed of the vehicle and the mid-skid feedback torque curve.
  • the control system 100 also includes a battery manager 60.
  • the battery manager 60 is configured to obtain the maximum feedback torque that the motor 20 and the battery can withstand under the current operating conditions according to the current state of charge of the battery of the vehicle and the output of the motor 20, that is, comprehensively consider the current state of charge of the battery and the actual capacity of the motor. To signal the charging demand.
  • the controller 30 calculates the current additional feedback torque adjustment signal, the basic coasting feedback torque, and the maximum feedback torque.
  • the previous additional coasting feedback torque can be obtained according to the corresponding relationship of the three under the corresponding working conditions.
  • the controller 30 when the maximum feedback torque is greater than the basic coasting feedback torque, the controller 30 is configured to obtain the current additional coasting feedback torque according to the following formula:
  • B is the current additional coasting feedback torque
  • A is the basic coasting feedback torque
  • T max is the maximum feedback torque that the motor 20 and the battery can withstand under the current operating conditions
  • V is the current additional feedback torque adjustment signal
  • V max is the adjustment The maximum additional feedback torque adjustment signal that the module 12 can output, wherein the additional coasting feedback adjustment signal V output by the adjustment module 12 is variable, and thus the obtained coasting feedback torque is also changed, so that during the coasting energy feedback control, The coasting feedback torque is adjusted in real time to maximize energy feedback.
  • the controller 30 After obtaining the basic coasting feedback torque and the additional coasting feedback torque, the controller 30 is configured to obtain the total demand feedback torque based on the basic coasting feedback torque, the maximum feedback torque, and the current additional coasting feedback torque, and feedback the torque to the motor according to the total demand. Perform sliding energy feedback control. Specifically, when performing the coasting feedback control, it is necessary to consider the actual situation of the battery and the motor.
  • the sum of the maximum feedback torque of the battery and the motor 20 and the additional coasting feedback torque under the current working condition can be selected as the total demand feedback torque, and when the basic coasting feedback torque is smaller than the maximum feedback torque of the battery and the motor 20 under the current working condition.
  • the sum of the basic coasting feedback torque and the additional coasting feedback torque can be used as the total demand feedback torque.
  • the controller 30 is configured to obtain a total demand feedback torque according to the following formula:
  • T is the total demand feedback torque
  • A is the basic coasting feedback torque
  • T max is the maximum feedback torque that the motor 20 and the battery can withstand under the current operating conditions
  • B is the current additional coasting feedback torque.
  • the control system 100 of the embodiment of the present application based on the basic coasting energy feedback torque, and through the variable addition
  • the coasting feedback torque adjusts the coasting energy torque so that the sliding energy feedback can be maximized.
  • the energy feedback torque adjustment device 10 can be designed as an adjustment lever dedicated to adjusting the coasting feedback strength.
  • the energy feedback torque adjustment device 10 includes steering as shown in FIGS. 4 and 5.
  • the setting module 11 and the adjustment module 12 described above are disposed on the lever and the joystick.
  • the joystick may be disposed under the steering wheel of the vehicle. As shown in FIG. 4, the joystick is disposed at the lower right of the steering wheel, and during operation, the driver can select by right hand.
  • the setting module 11 is non-resettable and the adjusting module 12 is automatically resettable.
  • the adjusting module 12 may include, but is not limited to, an automatic resetting damping member such as an automatic resetting type damping knob.
  • an automatic resetting damping member such as an automatic resetting type damping knob.
  • a variable additional coasting feedback torque can be output.
  • the setting module 11 and the adjustment module 12 are arranged in the form of a knob, and the driver can set the basic coasting torque strength and select the additional coasting by rotating the knob.
  • the feedback torque can adjust the total demand feedback torque in real time during the sliding energy feedback control to maximize the energy feedback.
  • the controller 30 collects the basic feedback torque setting signal output by the driver-selected setting module 11 on the operating lever and the additional feedback torque adjustment signal output by the adjustment module 12, thereby obtaining the corresponding basic feedback torque according to the basic feedback torque setting signal.
  • the intensity curve outputs the basic coasting feedback torque A.
  • the current additional feedback torque adjustment signal V and the demand feedback torque under the current operating condition that is, the maximum feedback torque T max of the motor 20
  • the current additional coasting is calculated according to the above formula (1).
  • the torque B is fed back, and then the total demand feedback torque is calculated according to the above formula (2), and the motor 20 is subjected to power generation feedback control according to the total demand feedback torque.
  • the vehicle of another embodiment of the present application is as shown in FIG. 6 , and the vehicle 1000 includes the glide energy feedback control system 100 of the above aspect.
  • the vehicle 1000 further includes Other structural systems of energy feedback control belong to the prior art and will not be described again here.
  • the vehicle 1000 of the embodiment of the present application by the above-described gliding energy feedback control system 100, is more convenient for the driver to adjust the gliding energy feedback intensity in real time, so that the gliding energy feedback is maximized.
  • the energy feedback torque adjustment device 10 includes a setting module 11 and an adjustment module 12.
  • the setting module 11 is configured to receive an operation instruction of the user and output a basic feedback torque setting signal.
  • the adjustment module 12 is configured to receive an operation command of the user and output a variable additional feedback torque adjustment signal.
  • the feedback torque setting signal and the additional feedback torque adjustment signal are transmitted to a controller of the vehicle to cause the controller to perform coasting energy feedback control of the motor according to the basic feedback torque setting signal and the additional feedback torque adjustment signal.
  • the energy feedback torque adjustment device 10 of the embodiment of the present application can facilitate the driver to adjust the coasting energy feedback strength in real time through the setting module 11 and the adjustment module 12, which is more flexible and more real-time, and provides support for maximizing the sliding energy feedback.
  • the energy feedback torque adjustment device 10 can be designed to adjust the adjustment of the coasting feedback intensity.
  • the lever in one embodiment of the present application, as shown in FIG. 4, the energy feedback torque adjustment device 10 includes a joystick on which the above-described setting module 11 and adjustment module 12 are disposed.
  • the joystick may be disposed under the steering wheel of the vehicle.
  • the joystick is disposed at the lower right of the steering wheel, and during operation, the driver can select by right hand.
  • the setting module 11 is non-resettable and the adjusting module 12 is automatically resettable.
  • the adjusting module 12 may include, but is not limited to, an automatic resetting damping member such as an automatic resetting type damping knob.
  • an automatic resetting damping member such as an automatic resetting type damping knob.
  • a variable additional coasting feedback torque can be output.
  • the setting module 11 and the adjustment module 12 are arranged in the form of a knob, and the driver can set the basic coasting torque strength and select the additional coasting by rotating the knob.
  • the feedback torque can adjust the total demand feedback torque in real time during the sliding energy feedback control to maximize the energy feedback.
  • FIG. 8 is a flowchart of a method for controlling vehicle glide energy feedback according to an embodiment of the present application. As shown in FIG. 8, the control method includes:
  • the following steps are used to determine whether the vehicle is in the coasting energy feedback control mode, specifically, acquiring the vehicle operating state parameter; determining the current operating condition of the vehicle according to the vehicle operating state parameter; when the vehicle is in the taxiing condition Control the vehicle into the coasting energy feedback control mode.
  • the driver can select a basic coasting feedback strength level curve by operating the setting module of the energy feedback torque adjustment device according to driving habits, or directly input information to set corresponding basic coasting torque information; in the embodiment of the present application, the basic sliding line is selected.
  • the driver can adjust the coasting energy feedback strength by operating the energy adjustment module of the torque adjustment device according to the specific conditions of the up and down ramp in the road condition or the possible taxiing distance, and in the coasting feedback control process.
  • the additional feedback torque adjustment signal is variable, so that the effect of adjusting the feedback torque in real time is more flexible.
  • the basic feedback torque curve is acquired based on the basic feedback torque setting signal, and the basic coasting feedback torque is obtained based on the current vehicle speed of the vehicle and the basic feedback torque curve.
  • the maximum feedback torque that the motor and the battery can withstand under current operating conditions are obtained, and then the current additional feedback torque adjustment signal, the basic coasting feedback torque, and the maximum feedback torque are calculated according to the current additional feedback torque adjustment signal and the maximum feedback torque.
  • Additional coasting feedback torque Specifically, the current additional coasting feedback torque can be obtained according to the corresponding relationship of the three under the corresponding working conditions.
  • T max is the maximum feedback torque that the motor and battery can withstand under the current operating conditions
  • V is the current additional feedback torque adjustment signal
  • V max is the maximum additional feedback torque adjustment signal that can be output.
  • the total demand feedback torque is calculated based on the basic coasting feedback torque, the maximum feedback torque that the motor and battery can withstand under current operating conditions, and the additional coasting feedback torque. For example, when the basic coasting feedback torque is greater than the maximum feedback torque that the motor and battery can withstand under the current operating conditions, in order to consider the safety of charging the battery, the maximum and additional coasting feedback that the motor and battery can withstand under the current operating conditions can be selected. The sum of the torques is used as the total demand feedback torque, and when the basic coasting feedback torque is considered to be less than the maximum feedback torque that the motor and the battery can withstand under the current operating conditions, in order to consider the actual capacity of the motor 20, the basic taxiing can be performed. The sum of the feedback torque and the additional coasting feedback torque is used as the total demand feedback torque. In a specific embodiment of the present application, the total demand feedback torque is calculated according to the following formula:
  • T is the total demand feedback torque
  • A is the basic coasting feedback torque
  • T max is the maximum feedback torque that the motor and battery can withstand under the current operating conditions
  • B is the current additional coasting feedback torque.
  • the motor is subjected to coasting energy feedback control based on the total demand feedback torque.
  • the driver can set the basic coasting torque intensity, and according to the specific road condition, the variable additional coasting torque can be set to adjust the feedback torque, and then according to the basic coasting torque strength and the additional coasting torque pair.
  • the motor performs the coasting energy feedback control.
  • the optimal coasting feedback torque curve is used for the coasting energy feedback control.
  • the control method of the present application can adjust the coasting energy feedback torque in real time to maximize the sliding energy feedback and the coasting feedback torque. Real-time control is possible, which is more convenient and more flexible than setting the level of the taxi feedback in the multimedia system.
  • FIG. 9 is a flowchart of a method for controlling vehicle glide energy feedback according to an embodiment of the present application. As shown in FIG. 9, the method includes:
  • step S901 Determine whether the vehicle is in the coasting energy feedback control mode, and if yes, perform step S902, step S903, and step S904, respectively.
  • step S907 it is judged whether the vehicle exits the coasting energy feedback control mode, and if so, the process ends, otherwise, the process returns to step S901.
  • the vehicle glide energy feedback control method of the embodiment of the present application adjusts the total glide energy torque in real time through the variable additional glide feedback torque, which is more real-time and flexible, and can achieve the glide energy feedback. Maximize.
  • any process or method description in the flowcharts or otherwise described herein may be understood to include one or more steps for implementing a particular logic function or process. Modules, segments or portions of code of executable instructions, and the scope of the preferred embodiments of the application includes additional implementations, which may not be in the order shown or discussed, including in a substantially simultaneous manner depending on the functionality involved. The functions are performed in the reverse order, which should be understood by those skilled in the art to which the embodiments of the present application pertain.
  • a "computer-readable medium” can be any apparatus that can contain, store, communicate, propagate, or transport a program for use in an instruction execution system, apparatus, or device, or in conjunction with the instruction execution system, apparatus, or device.
  • computer readable media include the following: electrical connections (electronic devices) having one or more wires, portable computer disk cartridges (magnetic devices), random access memory (RAM), Read only memory (ROM), erasable editable read only memory (EPROM or flash memory), fiber optic devices, and portable compact disk read only memory (CDROM).
  • the computer readable medium may even be a paper or other suitable medium on which the program can be printed, as it may be optically scanned, for example by paper or other medium, followed by editing, interpretation or, if appropriate, other suitable The method is processed to obtain the program electronically and then stored in computer memory.
  • portions of the application can be implemented in hardware, software, firmware, or a combination thereof.
  • multiple steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system.
  • a suitable instruction execution system For example, if implemented in hardware, as in another embodiment, it can be implemented by any one or combination of the following techniques well known in the art: having logic gates for implementing logic functions on data signals. Discrete logic circuit, ASIC with suitable combinational logic gate, Programmable Gate Array (PGA), now Field programmable gate array (FPGA), etc.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

一种车辆滑行能量回馈控制系统。该控制系统包括能量回馈扭矩调节装置（10）、电机（20）和控制器（30）。能量回馈扭矩调节装置（10）包括设置模块（11）和调节模块（12），设置模块（11）接收用户的操作指令并输出基本回馈扭矩设置信号；调节模块（12）接收用户的操作指令并输出可变的附加回馈扭矩调节信号；控制器（30）用于在车辆处于滑行能量回馈控制模式时，根据基本回馈扭矩设置信号获得基本滑行回馈扭矩，根据当前的附加回馈扭矩调节信号获得当前的附加滑行回馈扭矩，根据基本滑行回馈扭矩和当前的附加滑行回馈扭矩对电机（20）进行滑行能量回馈控制。还包括一种车辆、能量回馈扭矩调节装置和车辆滑行能量回馈控制方法。

Description

车辆及其滑行能量回馈控制系统和方法、扭矩调节装置
相关申请的交叉引用
本申请基于申请号为201610597457.4、申请日为2016年7月26日的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本申请属于车辆技术领域，尤其涉及一种车辆滑行能量回馈控制系统，采用该控制系统的车辆和能量回馈扭矩调节装置，以及一种车辆滑行能量回馈控制方法。
背景技术
能量回馈是一种可以提高车辆的行驶效率、延长续驶里程的有效技术措施。能量回馈包括车辆制动能量回馈和滑行能量回馈。目前，对于滑行能量回馈的滑行回馈强度通常是根据各个厂家匹配标定出的最佳滑行回馈扭矩曲线来控制，或者在多媒体系统中设置滑行回馈的强度等级。
发明内容
本申请旨在至少在一定程度上解决相关技术中的技术问题之一。
为此，本申请需要提出一种车辆滑行能量回馈控制系统，该控制系统可以调节滑行回馈强度，更加灵活，操作方便。
本申请还提出一种采用该滑行能量回馈控制系统的车辆，以及提出一种能量回馈扭矩调节装置和车辆滑行能量回馈控制方法。
为了解决上述问题，本申请一方面提出的车辆滑行能量回馈控制系统，包括：能量回馈扭矩调节装置，电机和控制器。所述能量回馈扭矩调节装置包括：设置模块，用于接收用户的操作指令并输出基本回馈扭矩设置信号；调节模块，用于接收用户的操作指令并输出可变的附加回馈扭矩调节信号。所述控制器用于在车辆处于滑行能量回馈控制模式时，根据所述基本回馈扭矩设置信号获得基本滑行回馈扭矩，根据当前的所述附加回馈扭矩调节信号获得当前的附加滑行回馈扭矩，以及根据所述基本滑行回馈扭矩和所述当前的附加滑行回馈扭矩对所述电机进行滑行能量回馈控制。
本申请的车辆滑行能量回馈控制系统，通过能量回馈扭矩调节装置可以设置基本的滑 行扭矩强度，并且根据具体路况可以设置可变的附加滑行扭矩以调节回馈扭矩，控制器根据基本滑行扭矩强度和附加滑行扭矩对电机进行滑行能量回馈控制，相较于相关技术中采用最佳滑行回馈扭矩曲线进行滑行能量回馈控制，本申请的控制系统可以实时调节滑行能量回馈扭矩，达到滑行能量回馈最大化；并且可以通过操作调节模块进行实时调节，相较于在多媒体系统中设置滑行回馈的等级强度，更加方便，更加灵活。
为了解决上述问题，本申请另一方面的车辆包括上述的滑行能量回馈控制系统。
本申请实施例的车辆，通过上述的滑行能量回馈控制系统，更加方便驾驶员实时地调节滑行能量回馈强度，使得滑行能量回馈得到最大化。
为了解决上述问题，本申请再一方面提出的能量回馈扭矩调节装置，包括：设置模块，用于接收用户的操作指令并输出基本回馈扭矩设置信号；和调节模块，用于接收用户的操作指令并输出可变的附加回馈扭矩调节信号；所述基本回馈扭矩设置信号和所述附加回馈扭矩调节信号传输至车辆的控制器，以使所述控制器根据所述基本回馈扭矩设置信号和所述附加回馈扭矩调节信号对所述电机进行滑行能量回馈控制。
本申请实施例的能量回馈扭矩调节装置，通过设置模块和调节模块可以方便驾驶员实时调节滑行能量回馈强度，更加灵活，更加实时，为滑行能量回馈达到最大化提供支持。
为了解决上述问题，本申请又一方面提出的车辆滑行能量回馈控制方法，包括以下步骤：当车辆处于滑行能量回馈控制模式时，接收用户的操作指令并输出基本回馈扭矩设置信号和可变的附加回馈扭矩调节信号；根据所述基本回馈扭矩设置信号获得基本滑行回馈扭矩；根据当前的附加回馈扭矩调节信号获得当前的附加滑行回馈扭矩；根据所述基本滑行回馈扭矩和所述当前的附加滑行回馈扭矩对所述车辆的电机进行滑行能量回馈控制。
本申请实施例的车辆滑行能量回馈控制方法，驾驶员可以设置基本的滑行扭矩强度，并且根据具体路况可以设置可变的附加滑行扭矩以调节回馈扭矩，继而根据基本滑行扭矩强度和附加滑行扭矩对电机进行滑行能量回馈控制，相较于相关技术中采用最佳滑行回馈扭矩曲线进行滑行能量回馈控制，本申请的控制方法可以实时调节滑行能量回馈扭矩，达到滑行能量回馈最大化；并且滑行回馈扭矩可以进行实时控制，相较于在多媒体系统中设置滑行回馈的等级强度，更加方便，更加灵活。
附图说明
图1是根据本申请的一个实施例的车辆滑行能量回馈控制系统的框图；
图2是根据本申请的另一个实施例的车辆滑行能量回馈控制系统的框图；
图3是根据本申请的一个具体实施例的基本滑行能量回馈扭矩曲线示意图；
图4是根据本申请的一个具体实施例的能量回馈扭矩调节装置的安装示意图；
图5是根据本申请的另一个具体实施例的能量回馈扭矩调节装置的示意图；
图6是根据本申请的一个实施例的车辆的框图；
图7是根据本申请的一个实施例的能量回馈扭矩调节装置的框图；
图8是根据本申请的一个实施例的车辆滑行能量回馈控制方法的流程图；以及
图9是根据本申请的一个具体实施例的车辆滑行能量回馈控制方法的流程图。
具体实施方式
下面详细描述本申请的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本申请，而不能理解为对本申请的限制。
下面参照附图描述根据本申请实施例提出的车辆滑行能量回馈控制系统和控制方法、车辆以及能量回馈扭矩调节装置。
图1是根据本申请的一个实施例的车辆滑行能量回馈控制系统的框图。如图1所示，该控制系统100包括能量回馈扭矩调节装置10、电机20和控制器30。
能量回馈扭矩调节装置10包括设置模块11和调节模块12。设置模块11用于接收用户的操作指令并输出基本回馈扭矩设置信号。基本回馈扭矩可以理解为在进行滑行回馈控制时该扭矩作为基值来控制电机输出。设置模块11可以是旋钮式或者其他形式的按键或触发单元。驾驶员可以根据驾驶习惯通过操作设置模块11选择基本的滑行回馈强度等级曲线，或者直接输入信息来设置对应基本滑行扭矩信息。调节模块12用于接收用户的操作指令并输出可变的附加回馈扭矩调节信号。例如，调节模块12可以通过设置成自动复位式或者即时可调式。在本申请的实施例中，在选择基本的滑行回馈强度等级的基础上，驾驶员可以根据路况中上下坡道的具体情况或者可能滑行距离等具体情况，通过操作调节模块12来调节滑行能量回馈强度，并且在滑行回馈控制过程中，附加回馈扭矩调节信号是可变的，从而达到实时调节回馈扭矩的效果，更加灵活。
在车辆处于滑行能量回馈控制模式时，控制器30用于根据基本回馈扭矩设置信号获得基本滑行回馈扭矩，根据当前的附加回馈扭矩调节信号获得当前的附加滑行回馈扭矩，以及根据基本滑行回馈扭矩和当前的附加滑行回馈扭矩对电机进行滑行能量回馈控制。即言，在进行滑行能量回馈控制时，控制器30以基本滑行回馈扭矩控制电机20进行发电回馈，同时，根据当前的附加滑行回馈扭矩进行调节，例如，当遇到前面不远处为红灯或者车辆处于长下坡路况时，此时油门踏板的深度小于预设深度认为车辆处于滑行状态，驾驶员通过操作调节模块12，控制器30可以获得可变的附加滑行回馈扭矩，进而可以实时对回馈 扭矩进行调节，以加强滑行能量回馈，代替轻制动功能，实现车速控制以及最大的能量回收。可以理解的是，电机20实现能量回馈的控制基于车辆具体的动力传动系统，根据具体构成实现对电池的充电回馈控制。
本申请实施例的车辆滑行能量回馈控制系统100，通过能量回馈扭矩调节装置10可以设置基本的滑行扭矩强度，并且根据具体路况可以设置可变的附加滑行扭矩以调节回馈扭矩，控制器30根据基本滑行扭矩强度和附加滑行扭矩对电机20进行滑行能量回馈控制，相较于相关技术中采用最佳滑行回馈扭矩曲线进行滑行能量回馈控制，本申请的控制系统100可以实时调节滑行能量回馈扭矩，达到滑行能量回馈最大化；并且可以通过操作调节模块12进行实时控制，相较于在多媒体系统中设置滑行回馈的等级强度，更加方便，更加灵活。
在本申请的实施例中，如图2所示，该控制系统100还包括整车控制器40。整车控制器40用于获取车辆运行状态参数，并根据车辆运行状态参数判断车辆的当前运行工况，在车辆处于滑行工况时控制车辆进入滑行能量回馈控制模式，例如，对于混合动力汽车，在当前车速大于预设车速、制动踏板的深度为零、油门踏板的深度小于预设深度例如10％、当前挡位为D挡、车辆未处于巡航控制模式且车辆的防抱死制动系统处于未工作状态时，认为车辆处于滑行工况则控制车辆进入松油门的滑行能量回馈控制模式。继而，在滑行能量回馈控制模式下，控制器30用于根据基本滑行回馈扭矩和当前的附加滑行回馈扭矩对电机20进行发电回馈控制，实时调节滑行能量回馈扭矩，使得滑行能量回馈达到最大化。
具体来说，如图2所示，该控制系统100还包括速度检测器50。速度检测器50用于检测车辆的当前车速。控制器30具体用于根据基本回馈扭矩设置信号获取基本回馈扭矩曲线，并根据车辆的当前车速和基本回馈扭矩曲线获得基本滑行回馈扭矩。换句话说，可以通过设置模块11设置基本滑行回馈扭矩等级，如图3所示，可以将滑行情况划分为强滑行、中滑行和弱滑行，通过设置模块11例如滑行回馈等级旋钮设置为三个挡位，驾驶员可以根据驾驶习惯或者具体路况操作设置旋钮选择输出滑行回馈扭矩等级，例如选择二挡对应输出中滑行，则控制器30可以根据设置模块11的输出信号获得中滑行回馈扭矩曲线如图3所示，进而根据车辆的当前车速和中滑行回馈扭矩曲线获得对应的基本滑行回馈扭矩。
下面对附加滑行回馈扭矩的获得过程进行说明。
具体地说，如图2所示，该控制系统100还包括电池管理器60。电池管理器60用于根据车辆的电池的当前荷电状态和电机20的输出获得当前工况下电机20和电池可承受的最大回馈扭矩，即综合考虑电池的当前荷电状态以及电机的实际能力来发出充电需求信号。控制器30根据当前的附加回馈扭矩调节信号、基本滑行回馈扭矩和该最大回馈扭矩计算当 前的附加滑行回馈扭矩。具体地，可以根据三者在相应工况下的对应关系来获得当前的附加滑行回馈扭矩。
根据本申请的一个具体实施例，在最大回馈扭矩大于基本滑行回馈扭矩时，控制器30用于根据以下公式获得当前的附加滑行回馈扭矩：
Figure PCTCN2017092420-appb-000001
其中，B为当前的附加滑行回馈扭矩，A为基本滑行回馈扭矩，Tmax为当前工况下电机20和电池可承受的最大回馈扭矩，V为当前的附加回馈扭矩调节信号，Vmax为调节模块12可输出的最大附加回馈扭矩调节信号，其中，调节模块12输出的附加滑行回馈调节信号V是可变的，因而获得的滑行回馈扭矩也是变化的，从而在滑行能量回馈控制过程中，可以实时对滑行回馈扭矩进行调节，达到能量回馈的最大化。
或者，在最大回馈扭矩小于或等于基本滑行回馈扭矩时，B＝0，即直接以基本滑行回馈扭矩控制电机20进行发电回馈。
在获得基本滑行回馈扭矩和附加滑行回馈扭矩之后，控制器30用于根据基本滑行回馈扭矩、最大回馈扭矩和当前的附加滑行回馈扭矩获得总的需求回馈扭矩，并根据总的需求回馈扭矩对电机进行滑行能量回馈控制。具体地，在进行滑行回馈控制时，需要考虑电池和电机的实际情况，例如，在基本滑行回馈扭矩大于当前工况下电池和电机20的最大回馈扭矩时，为了考虑对电池充电的安全性，则可以选择当前工况下电池和电机20的最大回馈扭矩与附加滑行回馈扭矩的和值作为总的需求回馈扭矩，而在基本滑行回馈扭矩小于当前工况下电池和电机20的最大回馈扭矩时，则为了考虑电机20的实际能力，则可以将基本滑行回馈扭矩和附加滑行回馈扭矩的和值作为总的需求回馈扭矩。
在本申请的一个具体实施例中，控制器30用于根据以下公式获得总的需求回馈扭矩：
T＝min(A,Tmax)+B,(2)
其中，T为总的需求回馈扭矩，A为基本滑行回馈扭矩，Tmax为当前工况下电机20和电池可承受的最大回馈扭矩，B为当前的附加滑行回馈扭矩。对于上述公式(2)，其中，A是驾驶员根据经验设定的，Tmax通过电池管理器60计算获得，从安全和当前工况下电机20的实际能力考虑，选择A和Tmax中的较小的值，并将该值与实时的附加滑行回馈扭矩的和作为总的需求回馈扭矩，通过附加滑行回馈扭矩实时调节以达到滑行能量回馈的最大化。
继而，根据总的需求回馈扭矩控制电机20进行发电回馈运行，实现滑行能量回馈控制，可以看出本申请实施例的控制系统100，基于基本滑行能量回馈扭矩，并通过可变的附加 滑行回馈扭矩对滑行能量扭矩进行调节，从而可以达到滑行能量回馈的最大化。
在实际操作中，能量回馈扭矩调节装置10可以设计为专门用于调节滑行回馈强度的调节杆，在本申请的一个实施例中，参照图4和5所示，能量回馈扭矩调节装置10包括操纵杆，操纵杆上设置上述的设置模块11和调节模块12。具体地，为了方便实时操作，操纵杆可以设置在车辆的方向盘的下方，如图4中所示，操纵杆设置在方向盘的右下方，在操作时，驾驶员通过右手即可进行选择。其中，设置模块11为不可复位式而调节模块12为可自动复位式，在本申请的一个实施例中，调节模块12可以包括但不限于自动复位式阻尼构件例如自动复位式阻尼旋钮，因而，操作调节模块12之后可以输出可变的附加滑行回馈扭矩，如图5所示，设置模块11和调节模块12以旋钮的形式设置，驾驶员通过旋转该旋钮可以设置基本滑行扭矩强度和选择附加滑行回馈扭矩，在滑行能量回馈控制时可以实时调节总的需求回馈扭矩，达到能量回馈的最大化。
概括来说，控制器30采集操作杆上驾驶员选择的设置模块11输出的基本回馈扭矩设置信号和调节模块12输出的附加回馈扭矩调节信号，进而根据基本回馈扭矩设置信号获得对应的基本回馈扭矩强度曲线，输出基本滑行回馈扭矩A，根据当前的附加回馈扭矩调节信号V和当前工况下的需求回馈扭矩即电机20的最大回馈扭矩Tmax，根据上述的公式(1)计算当前的附加滑行回馈扭矩B，进而根据上述公式(2)计算总的需求回馈扭矩，并根据总的需求回馈扭矩对电机20进行发电回馈控制。
基于上述方面实施例的车辆滑行能量回馈控制系统，本申请另一方面实施例的车辆如图6所示，该车辆1000包括上述方面的滑行能量回馈控制系统100,当然，车辆1000还包括可以实现能量回馈控制的其他结构系统，属于现有技术，在这里不再赘述。
本申请实施例的车辆1000，通过上述的滑行能量回馈控制系统100，更加方便驾驶员实时地调节滑行能量回馈强度，使得滑行能量回馈得到最大化。
下面参照附图描述根据本申请再一方面实施例的能量回馈扭矩调节装置。
如图7所示，该能量回馈扭矩调节装置10包括设置模块11和调节模块12。
设置模块11用于接收用户的操作指令并输出基本回馈扭矩设置信号。调节模块12用于接收用户的操作指令并输出可变的附加回馈扭矩调节信号。本回馈扭矩设置信号和附加回馈扭矩调节信号传输至车辆的控制器，以使控制器根据基本回馈扭矩设置信号和附加回馈扭矩调节信号对电机进行滑行能量回馈控制。
本申请实施例的能量回馈扭矩调节装置10，通过设置模块11和调节模块12可以方便驾驶员实时调节滑行能量回馈强度，更加灵活，更加实时，为滑行能量回馈达到最大化提供支持。
在实际操作中，能量回馈扭矩调节装置10可以设计为专门用于调节滑行回馈强度的调 节杆，在本申请的一个实施例中，如图4所示，能量回馈扭矩调节装置10包括操纵杆，操纵杆上设置上述的设置模块11和调节模块12。具体地，为了方便实时操作，操纵杆可以设置在车辆的方向盘的下方，如图4中所示，操纵杆设置在方向盘的右下方，在操作时，驾驶员通过右手即可进行选择。其中，设置模块11为不可复位式而调节模块12为可自动复位式，在本申请的一个实施例中，调节模块12可以包括但不限于自动复位式阻尼构件例如自动复位式阻尼旋钮，因而，操作调节模块12之后可以输出可变的附加滑行回馈扭矩，参照图5所示，设置模块11和调节模块12以旋钮的形式设置，驾驶员通过旋转该旋钮可以设置基本滑行扭矩强度和选择附加滑行回馈扭矩，在滑行能量回馈控制时可以实时调节总的需求回馈扭矩，达到能量回馈的最大化。
下面参照附图描述根据本申请又一方面实施例的车辆滑行能量回馈控制方法。
图8是根据本申请的一个实施例的车辆滑行能量回馈控制方法的流程图，如图8所示，该控制方法包括：
S1，当车辆处于滑行能量回馈控制模式时，接收用户的操作指令并输出基本回馈扭矩设置信号和可变的附加回馈扭矩调节信号。
在本申请的实施例中，根据以下步骤判断车辆是否处于滑行能量回馈控制模式，具体地，获取车辆运行状态参数；根据车辆运行状态参数判断车辆的当前运行工况；当车辆处于滑行工况时控制车辆进入滑行能量回馈控制模式。
驾驶员可以根据驾驶习惯通过操作能量回馈扭矩调节装置的设置模块选择基本的滑行回馈强度等级曲线，或者直接输入信息来设置对应基本滑行扭矩信息；在本申请的实施例中，在选择基本的滑行回馈强度等级的基础上，驾驶员可以根据路况中上下坡道的具体情况或者可能滑行距离等具体情况，通过操作能量回馈扭矩调节装置的调节模块来调节滑行能量回馈强度，并且在滑行回馈控制过程中，附加回馈扭矩调节信号是可变的，从而达到实时调节回馈扭矩的效果，更加灵活。
S2，根据基本回馈扭矩设置信号获得基本滑行回馈扭矩。
在本申请的一个实施例中，根据基本回馈扭矩设置信号获取基本回馈扭矩曲线，并根据车辆的当前车速和基本回馈扭矩曲线获得基本滑行回馈扭矩。
S3，根据当前的附加回馈扭矩调节信号获得当前的附加滑行回馈扭矩。
在本申请的一个实施例中，获取当前工况下所述电机和所述电池可承受的最大回馈扭矩，进而，根据当前的附加回馈扭矩调节信号、基本滑行回馈扭矩和该最大回馈扭矩计算当前的附加滑行回馈扭矩。具体地，可以根据三者在相应工况下的对应关系来获得当前的附加滑行回馈扭矩。
根据本申请的一个具体实施例，当最大回馈扭矩大于基本滑行回馈扭矩时，根据以下 公式计算附加滑行回馈扭矩：
Figure PCTCN2017092420-appb-000002
其中，B为当前的附加滑行回馈扭矩，Tmax为当前工况下电机和电池可承受的最大回馈扭矩，V为当前的附加回馈扭矩调节信号，Vmax为可输出的最大附加回馈扭矩调节信号。
或者，当最大回馈扭矩小于或等于基本滑行回馈扭矩时，B＝0，即直接以基本滑行回馈扭矩控制电机进行发电回馈。
S4，根据基本滑行回馈扭矩和当前的附加滑行回馈扭矩对车辆的电机进行滑行能量回馈控制。
具体地，根据基本滑行回馈扭矩、当前工况下电机和电池可承受的最大回馈扭矩和附加滑行回馈扭矩计算总的需求回馈扭矩。例如，在基本滑行回馈扭矩大于当前工况下电机和电池可承受的最大回馈扭矩时，为了考虑对电池充电的安全性，则可以选择当前工况下电机和电池可承受的最大与附加滑行回馈扭矩的和值作为总的需求回馈扭矩，而在考虑基本滑行回馈扭矩小于当前工况下电机和所述电池可承受的最大回馈扭矩时，则为了考虑电机20的实际能力，则可以将基本滑行回馈扭矩和附加滑行回馈扭矩的和值作为总的需求回馈扭矩。在本申请的一个具体实施例中，根据以下公式计算所述总的需求回馈扭矩：
T＝min(A,Tmax)+B,(2)
其中，T为总的需求回馈扭矩，A为基本滑行回馈扭矩，Tmax为当前工况下电机和电池可承受的最大回馈扭矩，B为当前的附加滑行回馈扭矩。
继而，根据总的需求回馈扭矩对所述电机进行滑行能量回馈控制。
本申请实施例的车辆滑行能量回馈控制方法，驾驶员可以设置基本的滑行扭矩强度，并且根据具体路况可以设置可变的附加滑行扭矩以调节回馈扭矩，继而根据基本滑行扭矩强度和附加滑行扭矩对电机进行滑行能量回馈控制，相较于相关技术中采用最佳滑行回馈扭矩曲线进行滑行能量回馈控制，本申请的控制方法可以实时调节滑行能量回馈扭矩，达到滑行能量回馈最大化，并且滑行回馈扭矩可以进行实时控制，相较于在多媒体系统中设置滑行回馈的等级强度，更加方便，更加灵活。
基于上述说明，图9是根据本申请的一个具体实施例的车辆滑行能量回馈控制方法的流程图，如图9所示，该方法包括：
S901，判断车辆是否处于滑行能量回馈控制模式，如果是，则分别进行步骤S902、步骤S903和步骤S904。
S902，计算基本滑行回馈扭矩A。
S903，计算附加滑行回馈扭矩B。
S904，计算当前工况下的电机和电池可承受的最大回馈扭矩Tmax。
S905，计算总回馈扭矩，例如根据公式(2)计算获得总的需求回馈扭矩。
S906，根据总的需求回馈扭矩控制电机进行回馈发电。
S907，判断车辆是否退出滑行能量回馈控制模式，如果是，则结束，否则，返回步骤S901。
可以看出本申请实施例的车辆滑行能量回馈控制方法，基于基本滑行能量回馈扭矩，并通过可变的附加滑行回馈扭矩对总的滑行能量扭矩进行实时调节，更加实时灵活，可以达到滑行能量回馈的最大化。
需要说明的是，在本说明书的描述中，流程图中或在此以其他方式描述的任何过程或方法描述可以被理解为，表示包括一个或更多个用于实现特定逻辑功能或过程的步骤的可执行指令的代码的模块、片段或部分，并且本申请的优选实施方式的范围包括另外的实现，其中可以不按所示出或讨论的顺序，包括根据所涉及的功能按基本同时的方式或按相反的顺序，来执行功能，这应被本申请的实施例所属技术领域的技术人员所理解。
在流程图中表示或在此以其他方式描述的逻辑和/或步骤，例如，可以被认为是用于实现逻辑功能的可执行指令的定序列表，可以具体实现在任何计算机可读介质中，以供指令执行系统、装置或设备(如基于计算机的系统、包括处理器的系统或其他可以从指令执行系统、装置或设备取指令并执行指令的系统)使用，或结合这些指令执行系统、装置或设备而使用。就本说明书而言，"计算机可读介质"可以是任何可以包含、存储、通信、传播或传输程序以供指令执行系统、装置或设备或结合这些指令执行系统、装置或设备而使用的装置。计算机可读介质的更具体的示例(非穷尽性列表)包括以下：具有一个或多个布线的电连接部(电子装置)，便携式计算机盘盒(磁装置)，随机存取存储器(RAM)，只读存储器(ROM)，可擦除可编辑只读存储器(EPROM或闪速存储器)，光纤装置，以及便携式光盘只读存储器(CDROM)。另外，计算机可读介质甚至可以是可在其上打印所述程序的纸或其他合适的介质，因为可以例如通过对纸或其他介质进行光学扫描，接着进行编辑、解译或必要时以其他合适方式进行处理来以电子方式获得所述程序，然后将其存储在计算机存储器中。
应当理解，本申请的各部分可以用硬件、软件、固件或它们的组合来实现。在上述实施方式中，多个步骤或方法可以用存储在存储器中且由合适的指令执行系统执行的软件或固件来实现。例如，如果用硬件来实现，和在另一实施方式中一样，可用本领域公知的下列技术中的任一项或他们的组合来实现：具有用于对数据信号实现逻辑功能的逻辑门电路的离散逻辑电路，具有合适的组合逻辑门电路的专用集成电路，可编程门阵列(PGA)，现 场可编程门阵列(FPGA)等。
本技术领域的普通技术人员可以理解实现上述实施例方法携带的全部或部分步骤是可以通过程序来指令相关的硬件完成，所述的程序可以存储于一种计算机可读存储介质中，该程序在执行时，包括方法实施例的步骤之一或其组合。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
尽管上面已经示出和描述了本申请的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本申请的限制，本领域的普通技术人员在本申请的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (24)

  1. 一种车辆滑行能量回馈控制系统，其特征在于，包括：
    能量回馈扭矩调节装置，所述能量回馈扭矩调节装置包括：
    设置模块，用于接收用户的操作指令并输出基本回馈扭矩设置信号；
    调节模块，用于接收用户的操作指令并输出可变的附加回馈扭矩调节信号；
    电机；
    控制器，所述控制器用于在车辆处于滑行能量回馈控制模式时，根据所述基本回馈扭矩设置信号获得基本滑行回馈扭矩，并根据当前的所述附加回馈扭矩调节信号获得当前的附加滑行回馈扭矩，以及根据所述基本滑行回馈扭矩和所述当前的附加滑行回馈扭矩对所述电机进行滑行能量回馈控制。
  2. 如权利要求1所述的车辆滑行能量回馈控制系统，其特征在于，还包括：
    速度检测器，用于检测所述车辆的当前车速；
    所述控制器还用于根据所述基本回馈扭矩设置信号获取基本回馈扭矩曲线，并根据所述车辆的当前车速和所述基本回馈扭矩曲线获得所述基本滑行回馈扭矩。
  3. 如权利要求1或2所述的车辆滑行能量回馈控制系统，其特征在于，还包括：
    电池管理器，所述电池管理器用于根据所述车辆的电池的当前荷电状态和所述电机的输出获得当前工况下所述电机和所述电池可承受的最大回馈扭矩，所述控制器用于根据所述当前的附加回馈扭矩调节信号、所述基本滑行回馈扭矩和所述最大回馈扭矩获得所述当前的附加滑行回馈扭矩。
  4. 如权利要求3所述的车辆滑行能量回馈控制系统，其特征在于，所述控制器还用于根据所述基本滑行回馈扭矩、所述最大回馈扭矩和所述当前的附加滑行回馈扭矩获得总的需求回馈扭矩，并根据所述总的需求回馈扭矩对所述电机进行滑行能量回馈控制。
  5. 如权利要求1-4中任一项所述的车辆滑行能量回馈控制系统，其特征在于，还包括：
    整车控制器，所述整车控制器用于获取车辆运行状态参数，并根据所述车辆运行状态参数判断所述车辆的当前运行工况，在所述车辆处于滑行工况时控制所述车辆进入所述滑行能量回馈控制模式。
  6. 如权利要求3-5中任一项所述的车辆滑行能量回馈控制系统，其特征在于，所述控制器还用于在所述最大回馈扭矩大于所述基本滑行回馈扭矩时，根据以下公式获得所述当前的附加滑行回馈扭矩：
    Figure PCTCN2017092420-appb-100001
    其中，B为所述当前的附加滑行回馈扭矩，A为所述基本滑行回馈 扭矩，Tmax为当前工况下所述电机和所述电池可承受的最大回馈扭矩，V为所述当前的附加回馈扭矩调节信号，Vmax为所述调节模块可输出的最大附加回馈扭矩调节信号；或者，在所述最大回馈扭矩小于或等于所述基本滑行回馈扭矩时，B＝0。
  7. 如权利要求4或5所述的车辆滑行能量回馈控制系统，其特征在于，所述控制器还用于根据以下公式获得所述总的需求回馈扭矩：
    T＝min(A,Tmax)+B,其中，T为所述总的需求回馈扭矩，A为基本滑行回馈扭矩，Tmax为当前工况下所述电机和所述电池可承受的最大回馈扭矩，B为所述当前的附加滑行回馈扭矩。
  8. 如权利要求1-7中任一项所述的车辆滑行能量回馈控制系统，其特征在于，所述能量回馈扭矩调节装置包括操纵杆，所述操纵杆上设置所述设置模块和所述调节模块。
  9. 如权利要求8所述的车辆滑行能量回馈控制系统，其特征在于，所述操纵杆设置在所述车辆的方向盘的下方。
  10. 如权利要求9所述的车辆滑行能量回馈控制系统，其特征在于，所述调节模块为自动复位式。
  11. 如权利要求8所述的车辆滑行能量回馈控制系统，其特征在于，所述调节模块包括自动复位式阻尼旋钮。
  12. 一种车辆，其特征在于，包括如权利要求1-11任一项所述的滑行能量回馈控制系统。
  13. 一种能量回馈扭矩调节装置，其特征在于，包括：
    设置模块，用于接收用户的操作指令并输出基本回馈扭矩设置信号；和
    调节模块，用于接收用户的操作指令并输出可变的附加回馈扭矩调节信号；
    所述基本回馈扭矩设置信号和所述附加回馈扭矩调节信号传输至车辆的控制器，以使所述控制器根据所述基本回馈扭矩设置信号和所述附加回馈扭矩调节信号对所述电机进行滑行能量回馈控制。
  14. 如权利要求13所述的能量回馈扭矩调节装置，其特征在于，所述能量回馈扭矩调节装置包括操纵杆，所述操纵杆上设置所述设置模块和所述调节模块。
  15. 如权利要求14所述的能量回馈扭矩调节装置，其特征在于，所述操纵杆设置在所述车辆的方向盘的下方。
  16. 如权利要求15所述的能量回馈扭矩调节装置，其特征在于，所述调节模块为自动复位式。
  17. 如权利要求14所述的能量回馈扭矩调节装置，其特征在于，所述调节模块包括自 动复位式阻尼旋钮。
  18. 一种车辆滑行能量回馈控制方法，其特征在于，包括以下步骤：
    当车辆处于滑行能量回馈控制模式时，接收用户的操作指令并输出基本回馈扭矩设置信号和可变的附加回馈扭矩调节信号；
    根据所述基本回馈扭矩设置信号获得基本滑行回馈扭矩；
    根据当前的附加回馈扭矩调节信号获得当前的附加滑行回馈扭矩；以及
    根据所述基本滑行回馈扭矩和所述当前的附加滑行回馈扭矩对所述车辆的电机进行滑行能量回馈控制。
  19. 如权利要求18所述的车辆滑行能量回馈控制方法，其特征在于，根据所述基本回馈扭矩设置信号获得基本滑行回馈扭矩，进一步包括：
    根据所述基本回馈扭矩设置信号获取基本回馈扭矩曲线；以及
    根据所述车辆的当前车速和所述基本回馈扭矩曲线获得所述基本滑行回馈扭矩。
  20. 如权利要求18或19所述的车辆滑行能量回馈控制方法，其特征在于，根据当前的所述附加回馈扭矩调节信号获得当前的附加滑行回馈扭矩，包括：
    获得当前工况下所述电机和所述车辆的电池可承受的最大回馈扭矩；
    根据所述当前的附加回馈扭矩调节信号、所述基本滑行回馈扭矩和所述最大回馈扭矩计算所述当前的附加滑行回馈扭矩。
  21. 如权利要求20所述的车辆滑行能量回馈控制方法，其特征在于，
    当所述最大回馈扭矩大于所述基本滑行回馈扭矩时，根据以下公式获得所述附加滑行回馈扭矩：
    Figure PCTCN2017092420-appb-100002
    其中，B为所述当前的附加滑行回馈扭矩，Tmax为当前工况下所述电机和所述电池可承受的最大回馈扭矩，V为所述当前的附加回馈扭矩调节信号，Vmax为最大附加回馈扭矩调节信号；或者，
    当所述最大回馈扭矩小于或等于所述基本滑行回馈扭矩时，B＝0。
  22. 如权利要求20所述的车辆滑行能量回馈控制方法，其特征在于，根据所述基本滑行回馈扭矩和所述当前的附加滑行回馈扭矩对所述车辆的电机进行滑行能量回馈控制，包括：
    根据所述基本滑行回馈扭矩、所述最大回馈扭矩和所述附加滑行回馈扭矩计算总的需求回馈扭矩；以及
    根据所述总的需求回馈扭矩对所述电机进行滑行能量回馈控制。
  23. 如权利要求22所述的车辆滑行能量回馈控制方法，其特征在于，根据以下公式获 得所述总的需求回馈扭矩：
    T＝min(A,Tmax)+B,其中，T为所述总的需求回馈扭矩，A为基本滑行回馈扭矩，Tmax为当前工况下所述电机和所述电池可承受的最大回馈扭矩，B为所述当前的附加滑行回馈扭矩。
  24. 如权利要求18-23中任一项所述的车辆滑行能量回馈控制方法，其特征在于，还包括：
    获取车辆运行状态参数；
    根据所述车辆运行状态参数判断所述车辆的当前运行工况；以及
    当所述车辆处于滑行工况时控制所述车辆进入所述滑行能量回馈控制模式。
PCT/CN2017/092420 2016-07-26 2017-07-10 车辆及其滑行能量回馈控制系统和方法、扭矩调节装置 Ceased WO2018019120A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201610597457.4A CN107650909B (zh) 2016-07-26 2016-07-26 车辆及其滑行能量回馈控制系统和方法、扭矩调节装置
CN201610597457.4 2016-07-26

Publications (1)

Publication Number Publication Date
WO2018019120A1 true WO2018019120A1 (zh) 2018-02-01

Family

ID=61016271

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2017/092420 Ceased WO2018019120A1 (zh) 2016-07-26 2017-07-10 车辆及其滑行能量回馈控制系统和方法、扭矩调节装置

Country Status (2)

Country Link
CN (1) CN107650909B (zh)
WO (1) WO2018019120A1 (zh)

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110450641A (zh) * 2019-08-21 2019-11-15 上海英恒电子有限公司 一种汽车制动能量回收方法、装置和电动汽车
CN111143940A (zh) * 2019-12-19 2020-05-12 宁波吉利汽车研究开发有限公司 车辆滑行能量回收的触发方法、装置、电子设备及存储介质
CN111845364A (zh) * 2020-07-23 2020-10-30 天津易鼎丰动力科技有限公司 一种纯电动汽车回馈力矩根据减速度调整的方法
CN111959294A (zh) * 2020-08-31 2020-11-20 重庆长安新能源汽车科技有限公司 能量回收扭矩退出的控制方法、系统、车辆及存储介质
CN113119974A (zh) * 2019-12-31 2021-07-16 北京新能源汽车股份有限公司 一种车辆驾驶控制方法、系统及车辆
CN113135096A (zh) * 2020-01-17 2021-07-20 北京配天技术有限公司 一种电动车能量管理控制方法及系统、计算机存储介质
CN113844272A (zh) * 2021-08-24 2021-12-28 江铃汽车股份有限公司 一种能量回收模式参数化的线形调节控制方法及其系统
CN114211965A (zh) * 2021-12-29 2022-03-22 东风华神汽车有限公司 缓速控制方法、装置、设备及可读存储介质
CN114683860A (zh) * 2020-12-30 2022-07-01 观致汽车有限公司 用于车辆能量回收的制动方法、装置及具有其的车辆
CN114987483A (zh) * 2020-09-18 2022-09-02 浙江吉利控股集团有限公司 电动车辆的滑行回馈自适应降级控制方法及控制系统
CN116442793A (zh) * 2023-03-08 2023-07-18 岚图汽车科技有限公司 一种电动汽车改善能量回馈受限的控制系统及方法

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113306405A (zh) * 2020-02-26 2021-08-27 北京新能源汽车股份有限公司 一种能量回收方法、装置、车辆及设备
CN113415167A (zh) * 2021-07-30 2021-09-21 重庆电子工程职业学院 用于混合动力汽车的能量回收系统及方法
CN115583158B (zh) * 2022-10-27 2024-04-12 安徽华菱汽车有限公司 一种能量回馈扭矩控制方法、装置、设备及可读存储介质
CN115675101B (zh) * 2022-12-22 2024-04-26 上汽红岩汽车有限公司 一种新能源重卡滑行回馈扭矩调节控制方法
CN116494955B (zh) * 2023-05-25 2025-08-05 重庆赛力斯凤凰智创科技有限公司 基于低附工况的车辆稳定性控制方法、装置及新能源汽车
CN118387099A (zh) * 2023-06-08 2024-07-26 比亚迪股份有限公司 车辆能量回收方法及装置

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102470871A (zh) * 2009-09-29 2012-05-23 Zf腓德烈斯哈芬股份公司 用于控制和/或调节自动变速器的方法
JP5348034B2 (ja) * 2010-03-17 2013-11-20 トヨタ自動車株式会社 車両の制御装置
CN103863330A (zh) * 2012-12-12 2014-06-18 现代自动车株式会社 车辆驾驶控制系统和方法
CN104417557A (zh) * 2013-09-09 2015-03-18 比亚迪股份有限公司 一种车辆的滑行回馈控制系统及其控制方法
CN104494599A (zh) * 2014-01-30 2015-04-08 比亚迪股份有限公司 车辆及其的滑行回馈控制方法
JP5760958B2 (ja) * 2011-11-02 2015-08-12 トヨタ自動車株式会社 ハイブリッド車両用動力伝達装置の制御装置

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3657902B2 (ja) * 2001-10-16 2005-06-08 本田技研工業株式会社 車両用動力伝達装置
JP4831172B2 (ja) * 2009-01-16 2011-12-07 株式会社デンソー 内燃機関の自動停止始動制御装置
CN102490722B (zh) * 2011-12-28 2014-08-20 重庆长安汽车股份有限公司 一种汽车滑行能量回收方法及系统
CN105437962B (zh) * 2014-09-26 2018-09-11 比亚迪股份有限公司 混合动力汽车及其能量回馈控制方法和动力传动系统

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102470871A (zh) * 2009-09-29 2012-05-23 Zf腓德烈斯哈芬股份公司 用于控制和/或调节自动变速器的方法
JP5348034B2 (ja) * 2010-03-17 2013-11-20 トヨタ自動車株式会社 車両の制御装置
JP5760958B2 (ja) * 2011-11-02 2015-08-12 トヨタ自動車株式会社 ハイブリッド車両用動力伝達装置の制御装置
CN103863330A (zh) * 2012-12-12 2014-06-18 现代自动车株式会社 车辆驾驶控制系统和方法
CN104417557A (zh) * 2013-09-09 2015-03-18 比亚迪股份有限公司 一种车辆的滑行回馈控制系统及其控制方法
CN104494599A (zh) * 2014-01-30 2015-04-08 比亚迪股份有限公司 车辆及其的滑行回馈控制方法

Cited By (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110450641B (zh) * 2019-08-21 2022-10-28 上海英恒电子有限公司 一种汽车制动能量回收方法、装置和电动汽车
CN110450641A (zh) * 2019-08-21 2019-11-15 上海英恒电子有限公司 一种汽车制动能量回收方法、装置和电动汽车
CN111143940A (zh) * 2019-12-19 2020-05-12 宁波吉利汽车研究开发有限公司 车辆滑行能量回收的触发方法、装置、电子设备及存储介质
CN111143940B (zh) * 2019-12-19 2023-10-27 宁波吉利汽车研究开发有限公司 车辆滑行能量回收的触发方法、装置、电子设备及存储介质
CN113119974A (zh) * 2019-12-31 2021-07-16 北京新能源汽车股份有限公司 一种车辆驾驶控制方法、系统及车辆
CN113119974B (zh) * 2019-12-31 2022-09-23 北京新能源汽车股份有限公司 一种车辆驾驶控制方法、系统及车辆
CN113135096A (zh) * 2020-01-17 2021-07-20 北京配天技术有限公司 一种电动车能量管理控制方法及系统、计算机存储介质
CN111845364A (zh) * 2020-07-23 2020-10-30 天津易鼎丰动力科技有限公司 一种纯电动汽车回馈力矩根据减速度调整的方法
CN111845364B (zh) * 2020-07-23 2023-08-01 天津易鼎丰动力科技有限公司 一种纯电动汽车回馈力矩根据减速度调整的方法
CN111959294A (zh) * 2020-08-31 2020-11-20 重庆长安新能源汽车科技有限公司 能量回收扭矩退出的控制方法、系统、车辆及存储介质
CN114987483A (zh) * 2020-09-18 2022-09-02 浙江吉利控股集团有限公司 电动车辆的滑行回馈自适应降级控制方法及控制系统
CN114683860A (zh) * 2020-12-30 2022-07-01 观致汽车有限公司 用于车辆能量回收的制动方法、装置及具有其的车辆
CN113844272A (zh) * 2021-08-24 2021-12-28 江铃汽车股份有限公司 一种能量回收模式参数化的线形调节控制方法及其系统
CN114211965A (zh) * 2021-12-29 2022-03-22 东风华神汽车有限公司 缓速控制方法、装置、设备及可读存储介质
CN114211965B (zh) * 2021-12-29 2024-03-01 东风华神汽车有限公司 缓速控制方法、装置、设备及可读存储介质
CN116442793A (zh) * 2023-03-08 2023-07-18 岚图汽车科技有限公司 一种电动汽车改善能量回馈受限的控制系统及方法

Also Published As

Publication number Publication date
CN107650909A (zh) 2018-02-02
CN107650909B (zh) 2020-02-21

Similar Documents

Publication Publication Date Title
WO2018019120A1 (zh) 车辆及其滑行能量回馈控制系统和方法、扭矩调节装置
CN107839684B9 (zh) 车辆行驶控制装置
JP6551349B2 (ja) 車両走行制御装置
EP3166103B1 (en) Vehicle sound generator apparatus and method for controlling the same
CN105035087B (zh) 混合动力电动车辆优选的模式
US8560143B2 (en) Method and system for adjusting a pedal map
CN109572438B (zh) 电动汽车及其再生制动控制方法、装置
US20220089174A1 (en) Apparatus and method of virtualizing characteristics of internal-combustion-engine vehicle in electric vehicle
JP6526667B2 (ja) ハイブリッド車両の動的減速制御
CN101835654A (zh) 基于蓄电池充电状态的混合动力牵引链驱动方法
US20140372012A1 (en) Adaptive control of motor vehicle powertrain
CN110979018A (zh) 车辆及其控制方法和装置、电子设备、存储介质
KR101543077B1 (ko) 친환경 차량의 모터 시스템 제어 장치 및 방법
US20090242294A1 (en) Electric drive vehicle
CN106364331B (zh) 用于车辆的再生控制装置
CN104002679A (zh) 车用控制装置
KR20140114948A (ko) 운전자의 장기 운전 성향을 판단하는 장치 및 방법
JP2008011609A (ja) 電気駆動車両
WO2019024402A1 (zh) 复合制动方法、装置和自适应巡航控制器
WO2020153145A1 (ja) 車両制御方法及び車両制御装置
CN107985312B (zh) 一种电动车起动方法及电动车
US8606473B2 (en) Electrically assisted variable-K control
CN105460002A (zh) 防止车辆溜坡的方法和装置
US20240400017A1 (en) Assisted pedal drive
CN106352070A (zh) 用于控制车辆的缓速行驶的方法

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 17833423

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 17833423

Country of ref document: EP

Kind code of ref document: A1