WO2021197441A1 - Procédé et système de commande de récupération d'énergie et véhicule - Google Patents

Procédé et système de commande de récupération d'énergie et véhicule Download PDF

Info

Publication number
WO2021197441A1
WO2021197441A1 PCT/CN2021/084998 CN2021084998W WO2021197441A1 WO 2021197441 A1 WO2021197441 A1 WO 2021197441A1 CN 2021084998 W CN2021084998 W CN 2021084998W WO 2021197441 A1 WO2021197441 A1 WO 2021197441A1
Authority
WO
WIPO (PCT)
Prior art keywords
energy recovery
slip rate
vehicle speed
vehicle
recovery torque
Prior art date
Application number
PCT/CN2021/084998
Other languages
English (en)
Chinese (zh)
Inventor
胡志敏
刘宝
侯文涛
高天
田福刚
陈玉封
刁红宾
郑飞
Original Assignee
长城汽车股份有限公司
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 长城汽车股份有限公司 filed Critical 长城汽车股份有限公司
Publication of WO2021197441A1 publication Critical patent/WO2021197441A1/fr

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • 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
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/46—Drive Train control parameters related to wheels
    • B60L2240/461—Speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present disclosure relates to the field of automobile technology, and in particular to an energy recovery control method, system and vehicle.
  • the motor can be used to drive the vehicle, or when the vehicle is decelerating, by turning on the energy recovery function, the motor generates electricity to generate torque in the opposite direction to slow the vehicle, and at the same time, it can recover the kinetic energy of the vehicle and extend the driving range of the vehicle. .
  • ABS anti-lock braking system
  • the present disclosure aims to provide an energy recovery control method, system, and vehicle to solve the problem of wheel lock and drag when the existing new energy sources perform energy recovery on wet and slippery roads, which affects the driving safety of the vehicle. problem.
  • An energy recovery control method applied to a vehicle, the vehicle including a motor, wherein the method includes:
  • the actual energy recovery torque of the motor is adjusted.
  • the recovery torque adjustment mechanism When the recovery torque adjustment mechanism is in an active state, according to a preset rule, the actual energy recovery torque of the motor is reduced.
  • the current vehicle speed and current wheel speed of the vehicle are acquired during the energy recovery process of the motor, and the wheel slip rate is determined according to the current vehicle speed and the current wheel speed Before, it also included:
  • the motor is triggered to perform energy recovery.
  • the target vehicle state information includes the current vehicle speed, accelerator pedal opening, and brake pedal opening of the vehicle.
  • determining the basic energy recovery torque according to the target vehicle status information includes:
  • the basic energy recovery torque is determined according to the current vehicle speed.
  • the vehicle stores a first correspondence relationship between a brake pedal opening degree and energy recovery torque, and a second correspondence relationship between vehicle speed and energy recovery torque;
  • determining the basic energy recovery torque according to the target vehicle state information includes:
  • the current vehicle speed is greater than or equal to the first vehicle speed threshold, and the brake pedal opening degree and the accelerator pedal opening degree are both 0, then the current vehicle speed and the second corresponding relationship are used to determine The basic energy recovery torque.
  • the energy recovery torque increases as the opening of the brake pedal increases
  • the energy recovery torque increases as the vehicle speed increases, and when the vehicle speed is greater than or equal to the second vehicle speed threshold , The energy recovery torque decreases as the vehicle speed increases; wherein the second vehicle speed threshold value is greater than the first vehicle speed threshold value, and the second vehicle speed threshold value is less than or equal to the turning point vehicle speed value, and the turning point vehicle speed value In the external characteristic curve of the motor, the vehicle speed value when the motor changes from a constant torque state to a constant power state.
  • Another objective of the embodiments of the present disclosure is to provide an energy recovery control system, which is applied to a vehicle, the vehicle includes a motor, and the system includes:
  • the first determining module during the energy recovery process of the motor, obtains the current vehicle speed and the current wheel speed of the vehicle, and determines the wheel slip rate according to the current vehicle speed and the current wheel speed;
  • the control module is used to adjust the actual energy recovery torque of the motor according to the wheel slip rate.
  • the vehicle is preset with a recovery torque adjustment mechanism;
  • the control module includes:
  • the first control unit is configured to control the recovery torque adjustment mechanism to be in an active state if the wheel slip rate is greater than or equal to a first slip rate threshold;
  • the second control unit is configured to control the recovery torque adjustment mechanism to be in a closed state if the wheel slip rate is less than or equal to a second slip rate threshold; wherein, the second slip rate threshold is less than the first slip rate threshold.
  • the third control unit is configured to control the recovery torque adjustment mechanism to maintain the current state if the wheel slip rate is greater than the second slip rate threshold and less than the first slip rate threshold;
  • the fourth control unit is configured to reduce the actual energy recovery torque of the motor according to a preset rule when the recovery torque adjustment mechanism is in an active state.
  • system further includes:
  • the acquisition module is used to acquire the status information of the target vehicle
  • the second determination module is configured to determine the basic energy recovery torque according to the target vehicle state information if it is determined that energy recovery is required according to the target vehicle state information;
  • the trigger module is used to trigger the motor to perform energy recovery according to the basic energy recovery torque.
  • the target vehicle state information includes the current vehicle speed, accelerator pedal opening, and brake pedal opening of the vehicle.
  • the second determining module includes:
  • the first determining unit is configured to determine the basic energy recovery torque according to the brake pedal opening degree if it is detected that the brake pedal opening degree is greater than or equal to the first opening degree threshold;
  • the second determining unit is configured to determine the basic energy according to the current vehicle speed if it is monitored that the current vehicle speed is greater than or equal to the first vehicle speed threshold, and the brake pedal opening degree and the accelerator pedal opening degree are both 0 Recover the torque.
  • the vehicle stores a first correspondence relationship between a brake pedal opening degree and energy recovery torque, and a second correspondence relationship between vehicle speed and energy recovery torque;
  • the first determining unit is specifically configured to determine the basis according to the brake pedal opening degree and the first correspondence relationship if the brake pedal opening degree is greater than or equal to the first opening degree threshold. Energy recovery torque;
  • the second determining unit is specifically configured to: if the current vehicle speed is greater than or equal to the first vehicle speed threshold, and the brake pedal opening degree and the accelerator pedal opening degree are both 0, then according to the current vehicle speed and The second corresponding relationship determines the basic energy recovery torque.
  • the energy recovery torque increases as the opening of the brake pedal increases
  • the energy recovery torque increases as the vehicle speed increases
  • the vehicle speed is greater than or equal to the second vehicle speed Threshold value
  • the energy recovery torque decreases as the vehicle speed increases
  • the second vehicle speed threshold value is greater than the first vehicle speed threshold value
  • the second vehicle speed threshold value is less than or equal to the turning point vehicle speed value
  • the turning point The vehicle speed value is the vehicle speed value when the motor is changed from a constant torque state to a constant power state in the external characteristic curve of the motor.
  • Another object of the present disclosure is to provide a vehicle including an electric motor, wherein the vehicle further includes the energy recovery control system as described above.
  • the energy recovery control method, system and vehicle described in the present disclosure have the following advantages:
  • the current vehicle speed and the current wheel speed of the vehicle are obtained, and the wheel slip rate is determined according to the current vehicle speed and the current wheel speed; and then the wheel slip rate is adjusted according to the wheel slip rate.
  • the wheel slip rate is also considered, and the actual energy recovery torque of the motor can be dynamically adjusted according to the wheel slip rate, which can avoid the wheel lock due to excessive energy recovery torque, and ensure The braking performance of the vehicle is improved, and the driving safety of the vehicle is improved, thereby solving the problem that the wheel lock and drag phenomenon are prone to occur when the existing new energy is used for energy recovery on wet and slippery roads, which affects the driving safety of the vehicle.
  • FIG. 1 is a schematic flow chart of the energy recovery control method proposed by an embodiment of the disclosure
  • FIG. 2 is a schematic diagram of a first correspondence between energy recovery torque and brake pedal opening in an embodiment of the disclosure
  • FIG. 3 is a schematic diagram of a second correspondence between energy recovery torque and vehicle speed in an embodiment of the disclosure
  • Figure 4 is a schematic flow chart of the energy recovery control method proposed in a preferred embodiment of the present disclosure
  • FIG. 5 is an execution flow chart of the energy recovery control method proposed by an embodiment of the disclosure.
  • Fig. 6 is a control principle diagram of the energy recovery control method proposed by an embodiment of the disclosure.
  • FIG. 7 is a schematic structural diagram of an energy recovery control system proposed by an embodiment of the disclosure.
  • FIG. 8 schematically shows a block diagram of a computing processing device for executing the method according to the present disclosure.
  • Fig. 9 schematically shows a storage unit for holding or carrying program codes for implementing the method according to the present disclosure.
  • FIG. 1 shows a schematic flowchart of an energy recovery control method provided by an embodiment of the present disclosure.
  • the energy recovery control method provided by the embodiment of the present disclosure is applied to a vehicle, and the vehicle includes a motor. Including steps S100-S200.
  • the energy recovery control method provided by the embodiments of the present disclosure is applicable to a new energy vehicle, which includes a motor and a battery electrically connected to the motor; wherein the motor can be driven by the battery to rotate to drive the vehicle to travel; When the vehicle needs to decelerate or brake, the motor can also charge the battery after converting part of the kinetic energy of the vehicle into electrical energy through magnetoelectricity, so as to store the converted electrical energy in the battery, thereby achieving the purpose of energy recovery;
  • the above-mentioned battery is not only used to supply power to the above-mentioned motor and other electric components of the vehicle, but also used to store the electric energy generated when the motor performs energy recovery.
  • the above-mentioned motor includes a driving motor and a generator mechanically connected to the above-mentioned driving motor, and both the above-mentioned driving motor and the generator are electrically connected to the above-mentioned battery.
  • Step S100 In the process of energy recovery of the motor, the current vehicle speed and the current wheel speed of the vehicle are obtained, and the wheel slip rate is determined according to the current vehicle speed and the current wheel speed.
  • the above-mentioned energy recovery process refers to the use of a motor to convert a part of the kinetic energy during braking or deceleration of the vehicle into electrical energy through magnetoelectricity, which is stored in the power battery, and at the same time, a certain braking resistance is generated on the motor.
  • the direction of the braking resistance is opposite to the rotation direction of the motor, so the vehicle can be braked and decelerated.
  • the aforementioned braking resistance is specifically realized by braking torque, which is also energy recovery torque.
  • step S100 whether the wheel lock phenomenon occurs can be reflected by the relationship between the vehicle speed and the wheel speed. Therefore, it is necessary to obtain the current vehicle speed and the current wheel speed of the vehicle. Among them, when the wheel is not locked, the vehicle speed and wheel speed should be equal; and if the vehicle speed is greater than the wheel speed, it means that the phenomenon of wheel drag and lock has occurred.
  • the relationship between vehicle speed and wheel speed can be expressed by wheel slip rate.
  • the aforementioned wheel slip rate can be calculated according to the following formula:
  • s is the wheel slip rate
  • v is the vehicle speed
  • ⁇ is the wheel speed
  • r is the wheel rolling radius
  • Step S200 Adjust the actual energy recovery torque of the motor according to the wheel slip rate.
  • step S200 because the magnitude of the wheel slip rate reflects the relationship between the current vehicle speed and the current wheel speed of the vehicle, it can be determined whether the wheel has dragged or locked according to the above wheel slip rate, and then When the wheels are about to lock up and slip, the actual energy recovery torque of the motor during energy recovery can be adjusted to adjust the braking resistance generated on the motor, that is, to adjust the strength of the vehicle to decelerate and brake.
  • the wheel locks up, indicating that the braking resistance generated by the energy recovery torque on the motor exceeds the friction provided by the surface of the wheel; and the actual energy recovery when the motor is adjusted for energy recovery Torque makes the braking resistance generated on the motor less than or equal to the friction provided by the surface of the wheel, thereby improving the situation of wheel slip due to excessive energy recovery torque.
  • the energy recovery control method described in the present disclosure has the following advantages:
  • the current vehicle speed and the current wheel speed of the vehicle are obtained, and the wheel slip rate is determined according to the current vehicle speed and the current wheel speed; and then the wheel slip rate is adjusted according to the wheel slip rate.
  • the wheel slip rate is also considered, and the actual energy recovery torque of the motor can be dynamically adjusted according to the wheel slip rate, which can avoid the wheel lock due to excessive energy recovery torque, and ensure The braking performance of the vehicle is improved, and the driving safety of the vehicle is improved, thereby solving the problem that the wheel lock and drag phenomenon are prone to occur when the existing new energy is used for energy recovery on wet and slippery roads, which affects the driving safety of the vehicle.
  • the energy recovery control method provided by the embodiment of the present disclosure further includes steps S101 to S103 before the above step S100.
  • Step S101 Obtain target vehicle status information.
  • the target vehicle state information is state information used to determine whether the vehicle is required for energy recovery.
  • the aforementioned target vehicle state information may include current vehicle speed, accelerator pedal opening, and brake pedal opening.
  • the accelerator pedal opening degree reflects whether the driver needs the motor to continue to drive the vehicle. If it is determined based on the accelerator pedal opening degree that the driver does not need the motor to continue driving the vehicle, the motor can be controlled for energy recovery; and the speed of the vehicle reflects the current kinetic energy of the vehicle It also reflects the amount of torque that can be used for energy recovery, so it can be determined whether it is necessary to control the motor for energy recovery, so the current speed of the vehicle needs to be obtained; the brake pedal opening reflects the driver's deceleration and braking According to the demand, if it is determined that the driver needs to decelerate and brake the vehicle according to the opening of the brake pedal, the motor can be controlled for energy recovery.
  • Step S102 If it is determined that energy recovery is required according to the target vehicle state information, then determine the basic energy recovery torque according to the target vehicle state information.
  • the foregoing basic energy recovery torque is the initial torque of the motor for energy recovery.
  • the target vehicle status information is used to determine the initial torque of the motor for energy recovery, so that the initial torque triggers the motor to turn on for energy recovery.
  • Step S103 According to the basic energy recovery torque, trigger the motor to perform energy recovery.
  • step S103 according to the basic energy recovery torque strength determined in the above step S102, the motor is triggered to cut the magnetic induction line to perform energy recovery, and the kinetic energy of the vehicle is converted into electric energy and stored in the battery.
  • the target vehicle state information is monitored to determine whether energy recovery is needed, and when energy recovery is required, the target vehicle state information determines the basic energy recovery torque, and triggers the motor to perform energy recovery based on the basic energy recovery torque.
  • step S102 includes steps S201 to S202.
  • Step S201 If it is detected that the brake pedal opening degree is greater than or equal to the first opening degree threshold, the basic energy recovery torque is determined according to the brake pedal opening degree.
  • the first opening threshold is the brake pedal opening threshold for determining whether energy recovery is required.
  • the brake pedal opening is greater than or equal to the first opening threshold, it is determined that energy recovery is required, and at the same time
  • the opening degree of the brake pedal reflects the intensity of the driver's need to control the deceleration and braking of the vehicle
  • the basic recovery torque used to trigger the motor for energy recovery can be determined according to the opening degree of the brake pedal.
  • Step S202 If it is monitored that the current vehicle speed is greater than or equal to the first vehicle speed threshold, and the brake pedal opening degree and the accelerator pedal opening degree are both 0, determine the basic energy recovery torque according to the current vehicle speed.
  • the first vehicle speed threshold is the vehicle speed threshold for determining whether energy recovery is required.
  • the current vehicle speed is greater than or equal to the first vehicle speed threshold, if the driver does not step on the brake pedal and releases the accelerator pedal, This means that the driver does not need the motor to continue to drive the vehicle, so it is determined that energy recovery is required.
  • the size of the basic recovery torque used to trigger the motor to perform energy recovery can be determined according to the current vehicle speed.
  • the driver’s driving demand is determined by monitoring the brake pedal opening, the current vehicle speed and the accelerator pedal opening, thereby determining whether energy recovery is required, and when energy recovery is required, according to the system
  • the opening degree of the movable pedal determines the basic energy recovery torque, or determines the basic energy recovery torque according to the current vehicle speed, so as to trigger the electric motor to perform energy recovery.
  • the vehicle stores a first correspondence between the brake pedal opening and the energy recovery torque, and a second correspondence between the vehicle speed and the energy recovery torque;
  • step S201 specifically includes:
  • the above step S202 specifically includes: if the current vehicle speed is greater than or equal to the first vehicle speed threshold, and the brake pedal opening degree and the accelerator pedal opening degree are both 0, then according to the current vehicle speed and the The second corresponding relationship determines the basic energy recovery torque.
  • the pedal opening and the first corresponding relationship can quickly determine the basic energy recovery torque; by storing the second corresponding relationship between the vehicle speed and the energy recovery torque, it can be monitored that the current vehicle speed is greater than or equal to the first vehicle speed threshold , And when the opening degree of the brake pedal and the opening degree of the accelerator pedal are both 0, the basic energy recovery torque is quickly determined according to the current vehicle speed and the second corresponding relationship.
  • the energy recovery torque increases as the opening degree of the brake pedal increases. Because the greater the opening of the brake pedal, the greater the braking intensity required by the driver. Therefore, as the brake pedal is stepped deeper, the corresponding energy recovery torque is greater, which can match the driving habits and satisfy the driver. Actual demand.
  • FIG. 2 shows a schematic diagram of a first corresponding relationship between the energy recovery torque and the opening of the brake pedal.
  • M represents the first opening threshold
  • N represents the second opening threshold, which is the brake pedal opening corresponding to when the motor reaches the maximum energy recovery torque.
  • the energy recovery torque increases as the vehicle speed increases, and when the vehicle speed is greater than or equal to the second vehicle speed Threshold value, the energy recovery torque decreases as the vehicle speed increases; wherein the second vehicle speed threshold value is greater than the first vehicle speed threshold value, and the second vehicle speed threshold value is less than or equal to the turning point vehicle speed value, and the turning point
  • the vehicle speed value is the vehicle speed value when the motor changes from a constant torque state to a constant power state in the external characteristic curve of the motor.
  • the above-mentioned external characteristic curve represents the corresponding relationship between the output power and output torque of the motor and the vehicle speed.
  • the actual output power and actual output torque of the motor can be determined at different vehicle speeds.
  • the actual output power and actual output torque are the maximum energy recovery available power and maximum energy recovery of the motor for energy recovery. Available torque.
  • the drive motor is in a constant torque state at this time;
  • the vehicle speed when the vehicle speed increases until the output power of the motor reaches its maximum power value is the second vehicle speed threshold; after that, as the vehicle speed continues to increase, the output torque of the motor begins to decrease, and its output power remains at the maximum power value.
  • the drive motor is in a constant power state at this time.
  • the external characteristic curve needs to be set through experiments in advance. Because of the difference in performance between vehicles, different vehicles need to be configured with different external characteristic curves.
  • the energy recovery torque increases as the vehicle speed increases, and when the vehicle speed is greater than or equal to the second vehicle speed threshold, the energy The recovery torque decreases with the increase of the vehicle speed, which can match the change of the maximum energy recovery available torque of the motor, and set the corresponding basic energy recovery torque for the motor to more fully recover the kinetic energy of the vehicle.
  • FIG. 3 shows a schematic diagram of the second correspondence between the energy recovery torque and the vehicle speed.
  • P represents the first vehicle speed threshold
  • Q represents the second vehicle speed threshold.
  • the vehicle is preset with a recovery torque adjustment mechanism; the above step S200 includes steps S211 to S214.
  • Step S211 If the wheel slip rate is greater than or equal to the first slip rate threshold, control the recovery torque adjustment mechanism to be in an active state.
  • step S211 because the difference between the vehicle speed and the wheel speed has reached a certain condition, it indicates that the wheels have slipped or locked, that is, the energy recovery torque needs to be adjusted, so it is necessary to set a wheel slip rate.
  • the threshold that is, the above-mentioned first slip rate threshold.
  • the recovery torque adjustment mechanism is activated to make the recovery The torque adjustment mechanism is active.
  • Step S212 If the wheel slip rate is less than or equal to a second slip rate threshold, control the recovery torque adjustment mechanism to be in a closed state; wherein the second slip rate threshold is less than the first slip rate Threshold.
  • the second slip rate threshold is the slip rate threshold used to determine the stop of adjusting the motor for energy recovery torque adjustment.
  • the wheel slip rate is less than or equal to the second slip rate threshold, it means that there is no need to The energy recovery torque of the motor is adjusted according to the wheel slip rate, and thus the recovery torque adjustment mechanism is closed, so that the recovery torque adjustment mechanism is in a closed state.
  • a slip rate buffer zone can be set between the first slip rate threshold and the second slip rate threshold, so that the wheel slip rate is at the first slip rate.
  • Step S213 If the wheel slip rate is greater than the second slip rate threshold and less than the first slip rate threshold, control the recovery torque adjustment mechanism to maintain the current state.
  • step S213 that is, when the wheel slip rate is between the second slip rate threshold and the first slip rate threshold, it indicates that the wheel slip rate state that activates the recovery torque adjustment mechanism in the off state has not been reached, It also fails to reach the wheel slip rate state where the activated recovery torque adjustment mechanism is turned off, so the original state of the recovery torque adjustment mechanism is not changed, that is, the recovery torque adjustment mechanism is controlled to maintain its current state.
  • the embodiment of the present disclosure reserves a certain slip rate buffer zone for the activation of the recovery torque adjustment mechanism, and the slip rate buffer zone is the first slip rate threshold and the second slip rate threshold. The difference between. If the wheel slip rate meets the higher entry condition of greater than the first slip rate threshold, the recovery torque adjustment mechanism is activated at this time, and in the activated state, the current wheel slip rate is allowed to be lower than the first slip rate As long as the entry condition of the rate threshold is not lower than the exit condition of the second slip rate threshold, the recovery torque adjustment mechanism remains active.
  • the recovery torque adjustment mechanism is in the off state at this time, and in the off state, the wheel slip rate is allowed to be higher than the second slip rate threshold. As long as the exit condition of the preset rate of change is not higher than the exit condition of the first preset rate of change, the recovery torque adjustment mechanism remains closed.
  • Step S214 When the recovery torque adjustment mechanism is in an active state, reduce the actual energy recovery torque of the motor according to a preset rule.
  • step S214 when the recovery torque adjustment mechanism is activated, it indicates that the wheel slip rate is too large, and the wheels are locked or slipped. Therefore, it is necessary to reduce the actual energy of the motor for energy recovery according to the preset rule.
  • the torque is recovered to reduce the amount of braking resistance generated on the motor until the wheel slip rate is reduced to the exit condition of the recovery torque adjustment mechanism, that is, the wheel slip rate is less than the second slip rate threshold, that is, the wheel slip rate is less than the second slip rate threshold.
  • the braking resistance generated is less than or equal to the friction provided by the surface of the wheel, thereby improving the wheel slip due to excessive energy recovery torque.
  • the wheel slip rate is less than the second slip rate threshold, indicating that there is no wheel slip phenomenon, and therefore there is no need to reduce the actual motor performance according to the preset rules. Energy recovery torque.
  • the foregoing preset rule may specifically be a preset step length, that is, each time the actual energy recovery torque of the motor is reduced by the preset step length, and then the current wheel slip rate is obtained to determine the state of the recovery torque adjustment mechanism; If the recovery torque adjustment mechanism is in an active state, continue to reduce the actual energy recovery torque of the motor by a preset step length until the wheel slip rate is adjusted so that the recovery torque adjustment mechanism is in a closed state.
  • the aforementioned preset step length may be 5Nm, which may be specifically set according to the actual conditions of the motor and the vehicle.
  • FIG. 4 shows a schematic flow chart of an energy recovery control method provided by a preferred embodiment of the present disclosure, applied to a vehicle, applied to a vehicle, the vehicle includes a motor, and the vehicle is preset with a recovery torque adjustment Mechanism, the vehicle stores a first correspondence between the brake pedal opening and the energy recovery torque, and a second correspondence between the vehicle speed and the energy recovery torque, wherein the method includes steps S401 to S409.
  • Step S401 Obtain target vehicle state information, where the target vehicle state information includes the current vehicle speed, accelerator pedal opening, and brake pedal opening of the vehicle.
  • step S401 reference may be made to the detailed description of step S101, which will not be repeated here.
  • Step S402 If the brake pedal opening degree is greater than or equal to a first opening degree threshold, determine the basic energy recovery torque according to the brake pedal opening degree and the first corresponding relationship.
  • step S402 reference may be made to the detailed description of step S201, which will not be repeated here.
  • Step S403 If the current vehicle speed is greater than or equal to the first vehicle speed threshold, and the brake pedal opening degree and the accelerator pedal opening degree are both 0, determine according to the current vehicle speed and the second correspondence relationship The base energy recovers torque.
  • step S403 reference may be made to the detailed description of step S202, which will not be repeated here.
  • Step S404 According to the basic energy recovery torque, trigger the motor to perform energy recovery.
  • step S404 reference may be made to the detailed description of step S103, which will not be repeated here.
  • Step S405 In the process of energy recovery of the motor, obtain the current vehicle speed and the current wheel speed of the vehicle, and determine the wheel slip rate according to the current vehicle speed and the current wheel speed.
  • step S40 reference may be made to the detailed description of step S100, which will not be repeated here.
  • Step S406 If the wheel slip rate is greater than or equal to the first slip rate threshold, control the recovery torque adjustment mechanism to be in an active state.
  • step S406 reference may be made to the detailed description of step S211, which will not be repeated here.
  • Step S407 If the wheel slip rate is less than or equal to a second slip rate threshold, control the recovery torque adjustment mechanism to be in a closed state; wherein the second slip rate threshold is less than the first slip rate Threshold.
  • step S406 reference may be made to the detailed description of step S212, which will not be repeated here.
  • Step S408 If the wheel slip rate is greater than the second slip rate threshold and less than the first slip rate threshold, control the recovery torque adjustment mechanism to maintain the current state.
  • step S406 reference may be made to the detailed description of step S213, which will not be repeated here.
  • Step S409 When the recovery torque adjustment mechanism is in an active state, reduce the actual energy recovery torque of the motor according to a preset rule.
  • step S406 reference may be made to the detailed description of step S214, which will not be repeated here.
  • the energy recovery control method described in the embodiments of the present disclosure has the following advantages:
  • the recovery torque adjustment mechanism Preset the recovery torque adjustment mechanism in the vehicle in advance, and then in the process of energy recovery by the generator, obtain the current vehicle speed and current wheel speed and determine the wheel slip rate, and determine the recovery torque adjustment mechanism according to the wheel slip rate. Status, and then adjust the actual energy recovery torque of the motor according to the status of the recovery torque adjustment mechanism. Because when controlling the motor for energy recovery, the basic energy recovery torque determined by the target vehicle state information is considered, and the recovery torque adjustment mechanism determined by the wheel slip rate is introduced, and the recovery torque adjustment mechanism has a higher activation.
  • the condition and a lower exit condition can not only dynamically adjust the actual energy recovery torque of the motor according to the wheel slip rate, avoid the situation of wheel lock due to excessive energy recovery torque, but also prevent the critical state of the wheel being locked , There is a situation where the state of the recovery torque adjustment mechanism is frequently switched.
  • FIG. 5 shows an execution flow chart of the energy recovery control method proposed by an embodiment of the present disclosure.
  • step S501 the motor is triggered to perform energy recovery through the target vehicle status information such as the accelerator pedal and the brake pedal, and then step S502 is entered;
  • step S502 the motor is first controlled to perform energy recovery according to normal logic, that is, the motor is controlled to perform energy recovery according to the basic energy recovery torque determined by the target vehicle status information;
  • step S503 the wheel speed and vehicle speed are used to detect whether the wheel is about to enter the locked state, that is, whether the wheel slip rate exceeds the first slip rate threshold; if yes, go to step S504, otherwise, go to step S507;
  • step S504 the energy recovery torque of the control motor is reduced by X Nm, where X is the preset step size; then step S505 is entered;
  • step S505 according to whether the wheel slip rate is lower than the second slip rate threshold, it is determined whether the wheel has been out of the locked state, if the wheel is still in the locked state, return to step S504 to continue to control the energy of the motor
  • the recovered torque is reduced by X Nm; in step S505, if it is determined that the wheel has been out of the locked state, then step S506 is entered;
  • step S506 the current actual energy recovery torque of the motor is no longer reduced, and the motor is controlled to perform energy recovery according to the adjusted energy recovery torque in step S505;
  • step S507 the motor is directly controlled to perform energy recovery based on the basic energy recovery torque determined by the target vehicle status information.
  • FIG. 6 shows the control principle diagram of the energy recovery control method proposed by the embodiment of the present disclosure.
  • the above-mentioned control method is jointly completed by the man-machine interface module 61, the vehicle speed acquisition module 62, the basic recovery torque calculation module 63, the wheel slip rate calculation module 64, the recovery torque adjustment module 65 and the recovery torque response module 66.
  • the man-machine interface module 61 is used to obtain the driver's action information to identify and determine the accelerator opening and the brake pedal opening; the vehicle speed collection module 62 is used to collect the current vehicle speed; the basic recovery torque calculation module 63 is It is used to obtain the basic energy recovery torque by querying the preset energy recovery torque table without considering the wheel slip rate; the wheel slip rate calculation module 64 is used to calculate the wheel slip according to the current vehicle speed and the current wheel speed.
  • the recovery torque adjustment module 65 is used to adjust the basic energy recovery torque according to the vehicle slip rate; and the recovery torque response module 66 is used to specifically control the motor to perform energy recovery according to the energy recovery torque adjusted by the recovery torque adjustment module 65.
  • FIG. 5 shows an energy recovery control system proposed by an embodiment of the present disclosure. Schematic diagram of the structure, the system includes:
  • the first determining module 10 obtains the current vehicle speed and the current wheel speed of the vehicle during the energy recovery process of the motor, and determines the wheel slip rate according to the current vehicle speed and the current wheel speed;
  • the control module 20 is configured to adjust the actual energy recovery torque of the motor according to the wheel slip rate.
  • the first determining module 10 obtains the current vehicle speed and the current wheel speed of the vehicle, and determines the wheels according to the current vehicle speed and the current wheel speed. Slip rate; and then the control module 20 adjusts the actual energy recovery torque of the motor according to the wheel slip rate.
  • the wheel slip rate is also considered, and the actual energy recovery torque of the motor can be dynamically adjusted according to the wheel slip rate, which can avoid the wheel lock due to excessive energy recovery torque, and ensure The braking performance of the vehicle is improved, and the driving safety of the vehicle is improved, thereby solving the problem that the wheel lock and drag phenomenon are prone to occur when the existing new energy is used for energy recovery on wet and slippery roads, which affects the driving safety of the vehicle.
  • the vehicle is preset with a recovery torque adjustment mechanism;
  • the control module 20 includes:
  • the first control unit is configured to control the recovery torque adjustment mechanism to be in an active state if the wheel slip rate is greater than or equal to a first slip rate threshold;
  • the second control unit is configured to control the recovery torque adjustment mechanism to be in a closed state if the wheel slip rate is less than or equal to a second slip rate threshold; wherein, the second slip rate threshold is less than the first slip rate threshold.
  • the third control unit is configured to control the recovery torque adjustment mechanism to maintain the current state if the wheel slip rate is greater than the second slip rate threshold and less than the first slip rate threshold;
  • the fourth control unit is configured to reduce the actual energy recovery torque of the motor according to a preset rule when the recovery torque adjustment mechanism is in an active state.
  • system further includes:
  • the acquisition module is used to acquire the status information of the target vehicle
  • the second determination module is configured to determine the basic energy recovery torque according to the target vehicle state information if it is determined that energy recovery is required according to the target vehicle state information;
  • the trigger module is used to trigger the motor to perform energy recovery according to the basic energy recovery torque.
  • the target vehicle state information includes the current vehicle speed, accelerator pedal opening, and brake pedal opening of the vehicle.
  • the second determining module includes:
  • the first determining unit is configured to determine the basic energy recovery torque according to the brake pedal opening degree if it is detected that the brake pedal opening degree is greater than or equal to the first opening degree threshold;
  • the second determining unit is configured to determine the basic energy according to the current vehicle speed if it is monitored that the current vehicle speed is greater than or equal to the first vehicle speed threshold, and the brake pedal opening degree and the accelerator pedal opening degree are both 0 Recover the torque.
  • the vehicle stores a first correspondence between the brake pedal opening and the energy recovery torque, and a second correspondence between the vehicle speed and the energy recovery torque;
  • the first determining unit is specifically configured to determine the basis according to the brake pedal opening degree and the first correspondence relationship if the brake pedal opening degree is greater than or equal to the first opening degree threshold. Energy recovery torque;
  • the second determining unit is specifically configured to: if the current vehicle speed is greater than or equal to the first vehicle speed threshold, and the brake pedal opening degree and the accelerator pedal opening degree are both 0, then according to the current vehicle speed And the second corresponding relationship to determine the basic energy recovery torque.
  • the energy recovery torque increases as the opening of the brake pedal increases
  • the energy recovery torque increases as the vehicle speed increases, and when the vehicle speed is greater than or equal to the second vehicle speed threshold , The energy recovery torque decreases as the vehicle speed increases; wherein the second vehicle speed threshold value is greater than the first vehicle speed threshold value, and the second vehicle speed threshold value is less than or equal to the turning point vehicle speed value, and the turning point vehicle speed value In the external characteristic curve of the motor, the vehicle speed value when the motor changes from a constant torque state to a constant power state.
  • Another object of the present disclosure is to provide a vehicle including an electric motor, wherein the vehicle further includes the energy recovery control system as described above.
  • the energy recovery control control system, the vehicle and the foregoing energy recovery control method have the same advantages over the prior art, and will not be repeated here.
  • the generator obtains the current vehicle speed and current wheel speed during the energy recovery process, and according to the current vehicle speed and the current wheel speed, Determine the wheel slip rate; then adjust the actual energy recovery torque of the motor according to the wheel slip rate.
  • the wheel slip rate is also considered, and the actual energy recovery torque of the motor can be dynamically adjusted according to the wheel slip rate, which can avoid the wheel lock due to excessive energy recovery torque, and ensure The braking performance of the vehicle is improved, and the driving safety of the vehicle is improved, thereby solving the problem that the wheel lock and drag phenomenon are prone to occur when the existing new energy is used for energy recovery on wet and slippery roads, which affects the driving safety of the vehicle.
  • the device embodiments described above are merely illustrative.
  • the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in One place, or it can be distributed to multiple network units. Some or all of the modules may be selected according to actual needs to achieve the objectives of the solutions of the embodiments. Those of ordinary skill in the art can understand and implement it without creative work.
  • the various component embodiments of the present disclosure may be implemented by hardware, or by software modules running on one or more processors, or by a combination of them.
  • a microprocessor or a digital signal processor (DSP) may be used in practice to implement some or all of the functions of some or all of the components in the computing processing device according to the embodiments of the present disclosure.
  • DSP digital signal processor
  • the present disclosure can also be implemented as a device or device program (for example, a computer program and a computer program product) for executing part or all of the methods described herein.
  • Such a program for realizing the present disclosure may be stored on a computer-readable medium, or may have the form of one or more signals.
  • Such a signal can be downloaded from an Internet website, or provided on a carrier signal, or provided in any other form.
  • FIG. 8 shows a computing processing device that can implement the method according to the present disclosure.
  • the computing processing device traditionally includes a processor 1010 and a computer program product in the form of a memory 1020 or a computer readable medium.
  • the memory 1020 may be an electronic memory such as flash memory, EEPROM (Electrically Erasable Programmable Read Only Memory), EPROM, hard disk, or ROM.
  • the memory 1020 has a storage space 1030 for executing program codes 1031 of any method steps in the above methods.
  • the storage space 1030 for program codes may include various program codes 1031 respectively used to implement various steps in the above method. These program codes can be read from or written into one or more computer program products.
  • Such computer program products include program code carriers such as hard disks, compact disks (CDs), memory cards, or floppy disks.
  • Such a computer program product is usually a portable or fixed storage unit as described with reference to FIG. 9.
  • the storage unit may have storage segments, storage spaces, etc. arranged similarly to the memory 1020 in the computing processing device of FIG. 8.
  • the program code can be compressed in an appropriate form, for example.
  • the storage unit includes computer-readable code 1031', that is, code that can be read by a processor such as 1010, which, when run by a computing processing device, causes the computing processing device to execute the method described above. The various steps.
  • any reference signs placed between parentheses should not be constructed as a limitation to the claims.
  • the word “comprising” does not exclude the presence of elements or steps not listed in the claims.
  • the word “a” or “an” preceding an element does not exclude the presence of multiple such elements.
  • the present disclosure can be realized by means of hardware including several different elements and by means of a suitably programmed computer. In the unit claims listing several devices, several of these devices may be embodied in the same hardware item. The use of the words first, second, and third, etc. do not indicate any order. These words can be interpreted as names.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Un procédé de commande de récupération d'énergie comprend : pendant un processus de récupération d'énergie réalisé par un moteur, l'acquisition d'une vitesse de véhicule actuelle et d'une vitesse de roue actuelle d'un véhicule et la détermination d'une vitesse de glissement de roue en fonction de la vitesse de véhicule actuelle et de la vitesse de roue actuelle (S100) ; et le réglage, en fonction de la vitesse de glissement de roue, d'un couple de récupération d'énergie réel du moteur (S200). Sont également divulgués un système de commande de récupération d'énergie, un véhicule, un appareil de traitement informatique, un programme informatique et un support lisible par ordinateur. Dans le procédé, une vitesse de glissement de roue est prise en considération dans un processus de commande d'un moteur pour réaliser une récupération d'énergie, de sorte qu'un couple de récupération d'énergie réel du moteur peut être ajusté de manière dynamique en fonction de la vitesse de glissement de roue, ce qui permet d'empêcher qu'une roue ne se bloque en raison d'un couple de récupération d'énergie excessivement important et de garantir une performance de freinage du véhicule.
PCT/CN2021/084998 2020-04-02 2021-04-01 Procédé et système de commande de récupération d'énergie et véhicule WO2021197441A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202010256836.3 2020-04-02
CN202010256836.3A CN113492682B (zh) 2020-04-02 2020-04-02 一种能量回收控制方法、系统及车辆

Publications (1)

Publication Number Publication Date
WO2021197441A1 true WO2021197441A1 (fr) 2021-10-07

Family

ID=77929832

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2021/084998 WO2021197441A1 (fr) 2020-04-02 2021-04-01 Procédé et système de commande de récupération d'énergie et véhicule

Country Status (2)

Country Link
CN (1) CN113492682B (fr)
WO (1) WO2021197441A1 (fr)

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113928130A (zh) * 2021-10-29 2022-01-14 东风越野车有限公司 电动汽车车轮控制方法及设备
CN114407676A (zh) * 2022-01-29 2022-04-29 重庆长安新能源汽车科技有限公司 用于强滑行能量回收的扭矩控制方法及其系统、车辆
CN114932811A (zh) * 2022-05-30 2022-08-23 重庆金康赛力斯新能源汽车设计院有限公司 一种能量回收方法、装置、设备及存储介质
CN115123164A (zh) * 2022-06-23 2022-09-30 北京京深深向科技有限公司 防抱死控制方法、装置及电子设备、存储介质
CN115320407A (zh) * 2022-09-14 2022-11-11 广州汽车集团股份有限公司 车辆控制方法和车辆控制装置
CN115366855A (zh) * 2022-09-22 2022-11-22 浙江吉利控股集团有限公司 一种防抱死制动系统的控制方法、装置及电子设备
CN115447550A (zh) * 2022-10-17 2022-12-09 中国第一汽车股份有限公司 电子助力制动系统的工作方法、装置、设备和存储介质
CN115675101A (zh) * 2022-12-22 2023-02-03 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
CN116080408A (zh) * 2023-01-09 2023-05-09 上海拿森汽车电子有限公司 一种滑行能量回收的控制方法、设备、存储介质
CN117183750A (zh) * 2023-11-01 2023-12-08 小米汽车科技有限公司 车辆能量回收中的扭矩控制方法及相关产品
CN117445697A (zh) * 2023-12-06 2024-01-26 小米汽车科技有限公司 车辆的电机扭矩控制方法、装置、车辆及介质

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112829604A (zh) * 2021-02-07 2021-05-25 的卢技术有限公司 一种电动车的abs制动实现方法
WO2024065592A1 (fr) * 2022-09-30 2024-04-04 华为技术有限公司 Procédé et appareil de commande de véhicule

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20080044944A (ko) * 2006-11-17 2008-05-22 현대자동차주식회사 전기자동차용 회생제동 제어 방법
CN102745181A (zh) * 2011-04-18 2012-10-24 株式会社万都 车辆制动系统及其控制方法
CN105270368A (zh) * 2014-06-17 2016-01-27 株式会社万都 制动牵引力控制系统及其控制方法
CN107000607A (zh) * 2014-12-08 2017-08-01 日产自动车株式会社 制动力驱动力控制装置以及制动力驱动力控制方法
CN108099615A (zh) * 2016-11-24 2018-06-01 现代自动车株式会社 控制电动车辆的制动的系统和方法
CN109955727A (zh) * 2017-12-22 2019-07-02 现代自动车株式会社 用于施加车辆的滑行再生扭矩的系统和方法

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104808812B (zh) * 2015-04-29 2019-05-31 联想(北京)有限公司 一种信息处理方法及装置
CN106364369B (zh) * 2016-11-08 2019-07-05 潍柴动力股份有限公司 纯电动汽车工作模式的切换控制方法及装置
CN108583292A (zh) * 2018-04-25 2018-09-28 北京新能源汽车股份有限公司 一种汽车能量回收的控制方法、整车控制器及电动汽车
CN109398097B (zh) * 2018-10-16 2020-09-11 北京新能源汽车股份有限公司 车轮制动力矩控制方法、装置及制动能量回收控制系统
CN109484198A (zh) * 2018-12-19 2019-03-19 奇瑞汽车股份有限公司 一种电动汽车能量回收方法
CN110385997B (zh) * 2019-06-26 2021-03-26 江铃汽车股份有限公司 一种能量回收方法及系统
CN110696791B (zh) * 2019-11-21 2020-08-21 安徽江淮汽车集团股份有限公司 电动汽车能量回收控制方法、装置、设备及存储介质

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20080044944A (ko) * 2006-11-17 2008-05-22 현대자동차주식회사 전기자동차용 회생제동 제어 방법
CN102745181A (zh) * 2011-04-18 2012-10-24 株式会社万都 车辆制动系统及其控制方法
CN105270368A (zh) * 2014-06-17 2016-01-27 株式会社万都 制动牵引力控制系统及其控制方法
CN107000607A (zh) * 2014-12-08 2017-08-01 日产自动车株式会社 制动力驱动力控制装置以及制动力驱动力控制方法
CN108099615A (zh) * 2016-11-24 2018-06-01 现代自动车株式会社 控制电动车辆的制动的系统和方法
CN109955727A (zh) * 2017-12-22 2019-07-02 现代自动车株式会社 用于施加车辆的滑行再生扭矩的系统和方法

Cited By (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113928130A (zh) * 2021-10-29 2022-01-14 东风越野车有限公司 电动汽车车轮控制方法及设备
CN113928130B (zh) * 2021-10-29 2023-09-15 东风越野车有限公司 电动汽车车轮控制方法及设备
CN114407676A (zh) * 2022-01-29 2022-04-29 重庆长安新能源汽车科技有限公司 用于强滑行能量回收的扭矩控制方法及其系统、车辆
CN114407676B (zh) * 2022-01-29 2023-05-23 重庆长安新能源汽车科技有限公司 用于强滑行能量回收的扭矩控制方法及其系统、车辆
CN114932811A (zh) * 2022-05-30 2022-08-23 重庆金康赛力斯新能源汽车设计院有限公司 一种能量回收方法、装置、设备及存储介质
CN114932811B (zh) * 2022-05-30 2024-04-09 重庆金康赛力斯新能源汽车设计院有限公司 一种能量回收方法、装置、设备及存储介质
CN115123164A (zh) * 2022-06-23 2022-09-30 北京京深深向科技有限公司 防抱死控制方法、装置及电子设备、存储介质
CN115123164B (zh) * 2022-06-23 2024-04-12 北京京深深向科技有限公司 防抱死控制方法、装置及电子设备、存储介质
CN115320407A (zh) * 2022-09-14 2022-11-11 广州汽车集团股份有限公司 车辆控制方法和车辆控制装置
CN115320407B (zh) * 2022-09-14 2023-09-29 广州汽车集团股份有限公司 车辆控制方法和车辆控制装置
CN115366855A (zh) * 2022-09-22 2022-11-22 浙江吉利控股集团有限公司 一种防抱死制动系统的控制方法、装置及电子设备
CN115447550A (zh) * 2022-10-17 2022-12-09 中国第一汽车股份有限公司 电子助力制动系统的工作方法、装置、设备和存储介质
CN115675101A (zh) * 2022-12-22 2023-02-03 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
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
CN116080408A (zh) * 2023-01-09 2023-05-09 上海拿森汽车电子有限公司 一种滑行能量回收的控制方法、设备、存储介质
CN116080408B (zh) * 2023-01-09 2024-03-26 上海拿森汽车电子有限公司 一种滑行能量回收的控制方法、设备、存储介质
CN117183750A (zh) * 2023-11-01 2023-12-08 小米汽车科技有限公司 车辆能量回收中的扭矩控制方法及相关产品
CN117445697A (zh) * 2023-12-06 2024-01-26 小米汽车科技有限公司 车辆的电机扭矩控制方法、装置、车辆及介质

Also Published As

Publication number Publication date
CN113492682B (zh) 2023-03-14
CN113492682A (zh) 2021-10-12

Similar Documents

Publication Publication Date Title
WO2021197441A1 (fr) Procédé et système de commande de récupération d'énergie et véhicule
JP5253873B2 (ja) ハイブリッド車両の運転者要求トルクの制御方法
JP5472028B2 (ja) モータトルク制御装置
CN108928238B (zh) 一种制动能量回收方法及电动汽车
CN111976500B (zh) 扭矩滤波方法、扭矩滤波装置和车辆
CN103764431A (zh) 车辆的制动力控制装置
JP6605031B2 (ja) 電気車両移動方向検出
US20230256835A1 (en) Method for torque control of electric vehicle on slippery road surface, and terminal device
CN107972531A (zh) 一种电动汽车复合踏板的控制方法、装置和电子设备
CN114248630A (zh) 一种电动汽车的防溜坡驻车控制方法、整车控制器、介质
CN114906107A (zh) 一种车辆的二级制动辅助及多段式减速扭矩控制系统
CN106427665B (zh) 一种电动汽车复合踏板的控制方法、装置和电子设备
US10071651B2 (en) Torque control apparatus and method for drive motor
WO2021139710A1 (fr) Procédé et dispositif de commande de stationnement, unité de commande de véhicule et véhicule à énergie nouvelle
WO2021169633A1 (fr) Procédé de commande de récupération d'énergie, système, et véhicule
WO2021204262A1 (fr) Procédé et système de détermination de puissance disponible électrique pure, et véhicule
CN114987476A (zh) 一种自适应巡航工况下的减速度控制系统、方法、设备及存储介质
JP6770555B2 (ja) ブレーキランプ制御装置および車両
RU2754011C1 (ru) Способ и устройство управления троганием транспортного средства
WO2023210440A1 (fr) Dispositif de commande de véhicule électrique
JP2019196138A (ja) 自動車の走行制御装置
JP3651271B2 (ja) 車両速度制御装置
TWI822182B (zh) 車輛操控方法、車輛及非暫時性電腦可讀儲存媒體
CN115416499A (zh) 转矩分配方法、电子设备、车辆动力系统和车辆
CN114523856A (zh) 车辆控制方法、装置、存储介质及车辆

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: 21781354

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: 21781354

Country of ref document: EP

Kind code of ref document: A1