WO2021217796A1 - 一种电动车进行能量回收的方法 - Google Patents
一种电动车进行能量回收的方法 Download PDFInfo
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- WO2021217796A1 WO2021217796A1 PCT/CN2020/095685 CN2020095685W WO2021217796A1 WO 2021217796 A1 WO2021217796 A1 WO 2021217796A1 CN 2020095685 W CN2020095685 W CN 2020095685W WO 2021217796 A1 WO2021217796 A1 WO 2021217796A1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
- B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
- B62M6/40—Rider propelled cycles with auxiliary electric motor
- B62M6/45—Control or actuating devices therefor
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- 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
-
- 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
- B60L2200/00—Type of vehicles
- B60L2200/46—Vehicles with auxiliary ad-on propulsions, e.g. add-on electric motor kits for bicycles
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- 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 invention relates to the field of motor vector control, in particular to a method for energy recovery of an electric vehicle.
- two-wheeled electric vehicles With the increasing depletion of non-renewable resources such as petroleum and the deterioration of the atmospheric environment, two-wheeled electric vehicles have been loved by people for their small, fast, green and low-pollution characteristics, and have quickly become one of the necessary means of transportation for people to travel.
- the low energy density of the battery results in the generally low endurance of two-wheeled electric vehicles. How to efficiently recover and use renewable energy to increase the range has become the focus of research on two-wheeled electric vehicles.
- the existing energy recovery strategy of two-wheel electric vehicles is mainly through the driver operating the brake handle switch or letting the motor work in the state of generating electricity when the vehicle is in a free sliding state. In this way, energy is recovered into the energy storage device.
- the energy recovery method of this strategy has the disadvantages that the recovery efficiency is low, and the driver cannot control the energy recovery power and braking intensity.
- the purpose of the present invention is to solve the above-mentioned problems and provide a simple and quick method for energy recovery of electric vehicles.
- a method for energy recovery of an electric vehicle includes the following steps:
- the current handlebar target torque T** is calculated by the handlebar-torque control algorithm
- the current target braking torque T is calculated by the speed-torque control algorithm
- step S1 includes the following steps:
- step S2 includes the following steps:
- step S21 Determine whether the energy recovery enable flag F1 is set. If the energy recovery enable flag F1 is not set, set the effective interval of the handlebar drive as the energy recovery exit threshold L0 to the maximum handlebar opening value L3.
- the motor obtains a positive torque through the current driving torque Map, and the vehicle enters the accelerating state from a standstill or decelerating state; if the energy recovery enable flag F1 is set, the effective range of the brake is set as the energy recovery exit threshold L0 ⁇
- the preset threshold value of the handlebar L1, the effective interval of the handlebar drive is the preset threshold value L1 of the handlebar to the maximum handlebar opening value L3, and then step S22 is executed;
- step S22 Determine whether the handlebar opening L is greater than the preset threshold value L1 of the handlebar. If the handlebar opening L is greater than the preset threshold value L1 of the handlebar, the motor obtains a positive torque through the current driving torque Map, and the vehicle continues to maintain Moving forward, if the handlebar opening L is less than the handlebar preset threshold value L1, step S23 is executed;
- L0 is the energy recovery exit threshold
- L is the handle opening obtained by sampling
- Tmax is the maximum braking torque of the motor
- step S3 includes the following steps:
- step S31 Determine whether the current steering handle target torque T** is greater than 0. If the current steering handle target torque T** is greater than 0, the vehicle continues to move forward. If the current steering handle target torque T** is less than 0, energy Regenerative braking, execute step S32;
- Step S32 Judge whether the motor speed n is greater than the lower speed limit n1. If the motor speed n is less than the lower speed limit n1, the current target braking torque T is 0; if the motor speed n is greater than the lower speed limit n1, Step S33 is executed;
- step S33 Determine whether the motor speed n is greater than the upper limit n2 of the speed. If the speed n of the motor is greater than the upper limit n2, the current target braking torque T is equal to the current target torque T**. If the limit value is n2, go to step S34;
- T is the current target braking torque
- T** is the current target torque of the steering handle
- n is the speed of the motor obtained by sampling
- n1 is the lower limit of the speed
- n2 is the upper limit of the speed.
- the braking current or braking current command has the same implementation effect as the braking torque or braking torque command used in this embodiment, and the electromagnetic torque is calculated
- the formula is:
- T e is the electromagnetic torque of the motor
- Is the rotor flux generated by the permanent magnet
- i d and i q are the dq-axis currents
- L d and L q are the direct-axis inductance and quadrature-axis inductance, respectively.
- the present invention obtains the handle opening state of the electric vehicle and the rotation speed of the motor, and calculates the current handlebar target torque by the handlebar-torque control algorithm according to the handlebar opening state. If the current handlebar target torque value is less than 0 When we think that the driver has the intention of decelerating, combined with the motor's operating characteristic curve, the current target braking torque is calculated from the motor's speed to control the motor's work, and the energy recovery can be completed simply and quickly.
- the present invention can judge the driver's demand for braking intensity according to the handle opening and the speed at which the driver relaxes the handle. Therefore, the energy recovery can be adjusted according to the handle opening state without the driver operating the brake handle.
- the power and braking intensity reduce the operation process of the driver, reduce the fatigue of the operation and improve the driving experience of the driver.
- Figure 1 is a frame structure diagram of the present invention
- FIG. 2 is a framework flowchart of step S101
- FIG. 3 is a framework flowchart of step S102
- Figure 4 is a graph showing the relationship between the handle opening and the driving torque
- FIG. 5 is a framework flowchart of step S103;
- Figure 6 is a block diagram of the torque-current calculation module.
- This embodiment discloses a method for energy recovery of an electric vehicle; for the convenience of description, the opening state of the switch handle is set to L, which is the value after the voltage range is normalized by the switch; the energy recovery exit threshold is L0, the value is a preset value; the preset threshold for the handlebar is L1, which is a preset value; the energy recovery enable threshold is L2, which is a preset value; the handlebar is maximum
- the opening value is L3, which is the normalized value of the voltage range under the maximum opening state; the above-mentioned calibration values L0, L1, L2, and L3 need to be calibrated according to different ranges, where L0 ⁇ L1 ⁇ L2 ⁇ L3;
- the energy recovery enable flag is F1, the motor speed is n, the lower limit of the speed is n1, the upper limit of the speed is n2, the maximum braking torque of the current steering wheel is T*, and the target torque of the current steering wheel is T**, the current target braking torque is T.
- Step S101 Acquire the handle opening L and the motor speed n through sampling, and judge the handle opening L.
- the specific flow chart is shown in Figure 2:
- Step S102 According to the handle opening state, the current handlebar target torque is calculated by the handlebar-torque control algorithm.
- the specific flow chart is shown in Figure 3:
- the handlebar opening L is in the effective range of handlebar braking (L0 ⁇ L1). At this time, the handlebar opening L reflects the driver's demand for braking strength to a certain extent.
- T*(L) is the maximum braking torque of the current handle
- L0 is the energy recovery exit threshold
- L is the opening of the handle obtained by sampling, which controls the electronic braking force and energy recovery power
- Tmax is the maximum braking rotation of the motor Moment, corresponding to the electronic braking force in the program
- the energy recovery power is different.
- the actual maximum power P chg of the motor's actual braking feedback is:
- Tmot is the braking torque of the motor
- n is the speed of the motor
- ⁇ is the motor's feedback braking power generation efficiency after considering the loss.
- the calculated current maximum braking torque value T* of the steering handle needs to be the same as the current driving torque.
- the torque value obtained by Map is weighted and summed, and finally the current target torque T** is obtained, as shown in Figure 4.
- curve L + is the torque value obtained by driving torque Map
- curve L - is the current rotation.
- the maximum braking torque value T* and the curve L * are the current target torque T** obtained by the weighted summation.
- Step S103 According to the speed of the motor, the current target braking torque is calculated by the speed-torque control algorithm.
- the specific flow chart is shown in Figure 5:
- the regenerative braking ability of two-wheeled electric vehicles has a great relationship with the working characteristics of the motor.
- the motor must be able to recover the kinetic energy of the vehicle within a reasonable range, so that the driver will not feel the energy due to the energy.
- the braking intensity of the motor needs to be adjusted according to the speed of the motor.
- the preset speed lower limit n1 the calibration value is taken according to the motor parameters, and the energy recovery is exited when the speed is lower than this speed;
- the preset speed upper limit n2 the calibration value is calibrated according to the motor parameters, and the current value is higher than this speed
- the target braking torque T is equal to the current target torque T**;
- T is the current target braking torque
- T** is the current target torque of the handle, obtained by step S102
- n is the speed of the motor obtained by sampling
- n1 is the lower limit of the speed
- n2 is the upper limit of the speed.
- step S104 according to the current target braking torque T calculated in step S103, control the change of the motor torque from the current value to the target value, so that the motor completes the energy recovery work.
- T e is the electromagnetic torque of the motor
- Is the rotor flux generated by the permanent magnet
- i d and i q are the dq-axis currents
- L d and L q are the direct-axis inductance and quadrature-axis inductance, respectively;
- the torque-current calculation module (as shown in Figure 6) can be used to obtain the brake torque or the brake torque command (current rotation The maximum braking torque T*, the current target torque T**, the current target braking torque T, etc.), so the braking current or braking current command and the braking torque used in this embodiment are used.
- Torque or braking torque commands have equivalent implementation effects.
- the present invention obtains the handle opening state of the electric vehicle and the rotation speed of the motor, and calculates the current handlebar target torque by the handlebar-torque control algorithm according to the handlebar opening state. If the current handlebar target torque value is less than 0 When we think that the driver has the intention of decelerating, combined with the motor's operating characteristic curve, the current target braking torque is calculated from the motor's speed to control the motor's work, and the energy recovery can be completed simply and quickly.
- the present invention can judge the driver's demand for braking intensity according to the handle opening and the speed at which the driver relaxes the handle. Therefore, the energy recovery can be adjusted according to the handle opening state without the driver operating the brake handle.
- the power and braking intensity reduce the operation process of the driver, reduce the fatigue of the operation and improve the driving experience of the driver.
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Abstract
本发明公开了一种电动车进行能量回收的方法，包括以下步骤：S1、通过采样获取转把开度L和电机的转速n并对转把开度L进行判断；S2、根据转把开度L，由转把-转矩控制算法计算出当前转把目标转矩T**；S3、根据电机的转速n，由速度-矩控制算法计算出当前目标制动转矩T；S4、根据当前目标制动转矩T，控制电机转矩由当前值向目标值变化，完成能量回收工作。本发明可以根据转把开度以及驾驶员放松转把的快慢程度判断驾驶员对制动强度的需求，可根据转把开度状态调节能量回收功率和制动强度，减少了驾驶员的操作过程，降低操作疲劳度的同时提高了驾驶员的驾驶体验。
Description
本发明涉及电机矢量控制领域，尤其涉及一种电动车进行能量回收的方法。
随着石油等不可再生资源的日益枯竭，大气环境变差，两轮电动车以其小巧、快捷、绿色低污染的特点深受人们的喜爱，迅速成为人们出行的必备交通工具之一，然而电池的能量密度低，导致两轮电动车续航能力普遍不高，如何高效率地回收和利用再生能量提高续航里程成为两轮电动车研究的重点。
目前，能量回收技术在两轮电动车领域中的应用严重不足，现有两轮电动车回收能量策略主要通过驾驶员操作刹车把手开关或当车辆处于自由滑行状态时，让电机工作在发电状态，从而将能量回收至储能装置中。但是经过研究发现，该策略的能量回收方式存在回收效率较低，同时驾驶员无法对能量回收功率和制动强度进行控制的缺点。
发明内容
本发明目的是针对上述问题，提供一种简单快捷的电动车进行能量回收的方法。
为了实现上述目的，本发明的技术方案是：
一种电动车进行能量回收的方法，包括以下步骤：
S1、通过采样获取转把开度L和电机的转速n并对转把开度L进行判断；
S2、根据转把开度L，由转把-转矩控制算法计算出当前转把目标转矩T**；
S3、根据电机的转速n，由速度-矩控制算法计算出当前目标制动转矩T；
S4、根据当前目标制动转矩T，控制电机转矩由当前值向目标值变化，完成能量回收工作。
进一步的，所述步骤S1包括以下步骤：
S11、通过采样获取转把开度L和电机的转速n，进行滤波处理；
S12、判断转把开度L是否小于能量回收退出阈值L0，若小于能量回收退出阈值L0，则清除能量回收使能标志F1，否则执行步骤S13；
S13、判断转把开度L是否大于能量回收使能阈值L2，若大于能量回收使能阈值L2，则置起能量回收使能标志F1。
进一步的，所述步骤S2包括以下步骤：
S21、判断能量回收使能标志F1是否被置起，若能量回收使能标志F1未被置起，则设定转把驱动的有效区间为能量回收退出阈值L0～转把最大开度值L3，电机通过当前驱动扭矩Map得到一个正转矩，车辆由静止或减速状态进入加速状态；若能量回收使能标志F1被置起，则设定转把制动的有效区间为能量回收退出阈值L0～转把预设门限值L1，转把驱动的有效区间为转把预设门限值L1～转把最大开度值L3，然后执行步骤S22；
S22、判断转把开度L是否大于转把预设门限值L1，若转把开度L大于转把预设门限值L1，电机通过当前驱动扭矩Map得到一个正转矩，车辆继续保持前进，若转把开度L小于转把预设门限值L1，则执行步骤S23；
S23、计算出当前转把最大制动转矩T*，其计算公式为：
其中：L0为能量回收退出阈值；L为采样获取的转把开度；Tmax为电机最大制动转矩；
S24、将当前转把最大制动转矩值T*与当前驱动扭矩Map得到的转矩值进行加权求和，得到当前转把目标转矩T**。
进一步的，所述步骤S3包括以下步骤：
S31、判断当前转把目标转矩T**是否大于0，若当前转把目标转矩T**大于0，则车辆继续前进，若当前转把目标转矩T**小于0，则进行能量回馈制动，执行步骤S32；
S32、判断电机的转速n是否大于转速下限值n1，若电机的转速n小于转速下限值n1，则当前目标制动转矩T为0；若电机的转速n大于转速下限值n1，则执行步骤S33；
S33、判断电机的转速n是否大于转速上限值n2，若电机的转速n大于转速上限值n2，则当前目标制动转矩T等于当前转把目标转矩T**，若小于转速上限值n2，则执行步骤S34；
S35、计算当前目标制动转矩T，其计算公式为：
其中，T为当前目标制动转矩；T**为当前转把目标转矩；n为采样获取的电机的转速；n1为转速下限值；n2为转速上限值。
进一步的，所述永磁同步电机中，对于采用制动电流或者制动电流指令与本实施例中所使用的制动转矩或者制动转矩指令具有等同的实施效果，电磁转矩的计算公式为:
其中：T
e为电机电磁转矩；
为永磁体产生的转子磁链；i
d、i
q为dq轴电流量，L
d、L
q分别为直轴电感和交轴电感。
与现有技术相比，本发明具有的优点和积极效果是：
本发明通过获取电动车转把开度状态和电机的转速，并根据转把开度状态由转把-转矩控制算法计算出当前转把目标转矩，若当前转把目标转矩值小于0时，我们认为驾驶员有减速意图，结合电机工作特性曲线，由电机的转速计算 出当前目标制动转矩来控制电机进行工作，简单快捷的完成能量回收。
本发明可以根据转把开度以及驾驶员放松转把的快慢程度判断驾驶员对制动强度的需求，因此，可在驾驶员不操作刹车把手的情况下，根据转把开度状态调节能量回收功率和制动强度，减少了驾驶员的操作过程，降低操作疲劳度的同时提高了驾驶员的驾驶体验。
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动性的前提下，还可以根据这些附图获得其他的附图。
图1为本发明的框架结构图；
图2为步骤S101的框架流程图；
图3为步骤S102的框架流程图；
图4为转把开度与驱动扭矩的曲线关系图；
图5为步骤S103的框架流程图；
图6为转矩-电流计算模块框图。
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，所作的任何修改、等同替换、改进等，均应包含在本发明的保护范围之内。
本实施例中公开了一种电动车进行能量回收的方法；为了方便说明，统一 采用设转把开度状态为L，该值为转把电压量程归一化后的数值；能量回收退出阈值为L0，该值为一个预设的数值；转把预设门限值为L1，该值为一个预设的数值；能量回收使能阈值为L2，该值为一个预设的数值；转把最大开度值为L3，该值为转把最大开度状态下电压量程归一化后的数值；上述标定值L0、L1、L2、L3需要根据不同转把量程进行标定，其中L0<L1<L2<L3；能量回收使能标志为F1，电机的转速为n，转速下限值为n1，转速上限值为n2，当前转把最大制动转矩为T*，当前转把目标转矩为T**，当前目标制动转矩为T。
本发明具体实施步骤可分为四步，如图1所示：
一、步骤S101，通过采样获取转把开度L和电机的转速n并对转把开度L进行判断，具体流程图如图2所示：
1、首先，通过采样获取转把开度和电机的转速，并进行滤波，得到转把开度L和电机的转速n。其中，对数据采样频率上，考虑到传感器的处理能力和人能感知的速度变化的反应时间，一般采用每隔62.5us时间的倍数进行一次数据采样，其值为62.5～2000us时最佳；
2、判断转把开度L是否小于能量回收退出阈值L0，若小于L0，则清除能量回收使能标志F1，否则执行第3步逻辑判断操作；
3、判断转把开度L是否大于能量回收使能阈值L2，若大于L2，则置起能量回收使能标志F1。
二、步骤S102，根据转把开度状态，由转把-转矩控制算法计算出当前转把目标转矩，具体流程图如图3所示：
1、首先，判断能量回收使能标志F1是否被置起，若未置起，则说明驾驶者有加速意图，设定转把驱动的有效区间为L0～L3，此时转把开度L处于转把制动区间(L0～L1)，不进行回馈制动，电机通过驱动扭矩Map计算出一个正转 矩使车辆由静止或减速状态进入加速过程。若置起，设定转把制动的有效区间为L0～L1，转把驱动的有效区间为L1～L3，并且执行第2步逻辑判断操作；
2、判断转把开度L是否大于转把预设门限值L1，若大于L1，此时电机通过驱动扭矩Map计算出一个正转矩使车辆继续前进，若小于L1，则进行第3步操作；
3、转把开度L处于转把制动有效区间(L0～L1)，此时转把开度L在一定程度上反映了驾驶者对制动强度的需求，我们可以根据以下公式计算出当前转把最大制动转矩T*：
其中：T*(L)为当前转把最大制动转矩，L0为能量回收退出阈值；L为采样获取的转把开度，控制电子刹车力度以及能量回收功率；Tmax为电机最大制动转矩，程序中对应为电子刹车力度；
并且根据转把开度L的不同，能量回收功率大小也不同，在考虑了电机定子转子电阻、铜损，热损耗等因素损失了一部分电能后，电机实际制动回馈的最大功率P
chg为：
其中：Tmot为电机制动转矩；n为电机的转速；η为电机在考虑了损耗后的电机回馈制动发电效率。
该步骤S102的最后，为了使电机转矩变化平稳，在能量回收过程中车辆不产生明显的制动冲击和顿挫感，计算得到的当前转把最大制动转矩值T*需要与当前驱动扭矩Map得到的转矩值进行加权求和，最终得到当前转把目标转矩T**，如图4所示，示意图中曲线L
+为驱动扭矩Map得到的转矩值，曲线L
-为当前转把最大制动转矩值T*，曲线L
*为加权求和得到的当前转把目标转矩T**。
三、步骤S103，根据电机的转速，由速度-转矩控制算法计算出当前目标制动转矩，具体流程图如图5所示：
1、首先判断当前转把目标转矩T**是否大于0，若大于0，则电机根据该正转矩给定值控制车辆继续前进，若小于0，则进行能量回馈制动，执行第2步操作；
2、在实际的骑行过程中，两轮电动车回馈制动能力和电机工作特性有很大的关系，要使电机能够在合理范围内回收车辆滑行的动能，不让驾驶者感受到由于能量回收带来的不适感，电机制动强度还需要根据电机的转速进行调节。预设转速下限值n1，该标定值根据电机参数进行取值，低于该速度时退出能量回收；预设转速上限值n2，该标定值根据电机参数进行标定，高于该速度时当前目标制动转矩T等于当前转把目标转矩T**；
3、判断电机的转速是否大于转速下限值n1，若小于n1，则当前目标制动转矩为0，若大于n1，则执行第4步逻辑判断操作；
4、判断电机的转速是否大于转速上限值n2，若大于n2，则当前目标制动转矩T等于当前转把目标转矩T**，若小于n2，则执行第5步操作；
5、根据以下公式计算出当前目标制动转矩T：
其中，T为当前目标制动转矩；T**为当前转把目标转矩，由S102步骤得到；n为采样获取的电机的转速；n1为转速下限值；n2为转速上限值。
四、步骤S104,根据步骤S103计算得到的当前目标制动转矩T，控制电机转矩由当前值到目标值的变化，使电机完成能量回收工作。
特别的，由于在永磁同步电机dq坐标下，电磁转矩方程表示为:
其中：T
e为电机电磁转矩；
为永磁体产生的转子磁链；i
d、i
q为dq轴电流量，L
d、L
q分别为直轴电感和交轴电感；
因此对于采用制动电流或制动电流指令作为实施例的均可以通过转矩-电流计算模块(如图6所示)得到本实施例中的制动转矩或者制动转矩指令(当前转把最大制动转矩T*、当前转把目标转矩T**、当前目标制动转矩T等)，所以采用制动电流或者制动电流指令与本实施例中所使用的制动转矩或者制动转矩指令具有等同的实施效果。
本发明通过获取电动车转把开度状态和电机的转速，并根据转把开度状态由转把-转矩控制算法计算出当前转把目标转矩，若当前转把目标转矩值小于0时，我们认为驾驶员有减速意图，结合电机工作特性曲线，由电机的转速计算出当前目标制动转矩来控制电机进行工作，简单快捷的完成能量回收。
本发明可以根据转把开度以及驾驶员放松转把的快慢程度判断驾驶员对制动强度的需求，因此，可在驾驶员不操作刹车把手的情况下，根据转把开度状态调节能量回收功率和制动强度，减少了驾驶员的操作过程，降低操作疲劳度的同时提高了驾驶员的驾驶体验。
Claims (5)
- 一种电动车进行能量回收的方法，其特征在于：包括以下步骤：S1、通过采样获取转把开度L和电机的转速n并对转把开度L进行判断；S2、根据转把开度L，由转把-转矩控制算法计算出当前转把目标转矩T**；S3、根据电机的转速n，由速度-矩控制算法计算出当前目标制动转矩T；S4、根据当前目标制动转矩T，控制电机转矩由当前值向目标值变化，完成能量回收工作。
- 如权利要求1所述的电动车进行能量回收的方法，其特征在于：所述步骤S1包括以下步骤：S11、通过采样获取转把开度L和电机的转速n，进行滤波处理；S12、判断转把开度L是否小于能量回收退出阈值L0，若小于能量回收退出阈值L0，则清除能量回收使能标志F1，否则执行步骤S13；S13、判断转把开度L是否大于能量回收使能阈值L2，若大于能量回收使能阈值L2，则置起能量回收使能标志F1。
- 如权利要求2所述的电动车进行能量回收的方法，其特征在于：所述步骤S2包括以下步骤：S21、判断能量回收使能标志F1是否被置起，若能量回收使能标志F1未被置起，则设定转把驱动的有效区间为能量回收退出阈值L0～转把最大开度值L3，电机通过当前驱动扭矩Map得到一个正转矩，车辆由静止或减速状态进入加速状态；若能量回收使能标志F1被置起，则设定转把制动的有效区间为能量回收退出阈值L0～转把预设门限值L1，转把驱动的有效区间为转把预设门限值L1～转把最大开度值L3，然后执行步骤S22；S22、判断转把开度L是否大于转把预设门限值L1，若转把开度L大于转把预设门限值L1，电机通过当前驱动扭矩Map得到一个正转矩，车辆继续保持 前进，若转把开度L小于转把预设门限值L1，则执行步骤S23；S23、计算出当前转把最大制动转矩T*，其计算公式为：
其中：L0为能量回收退出阈值；L为采样获取的转把开度；Tmax为电机最大制动转矩；S24、将当前转把最大制动转矩值T*与当前驱动扭矩Map得到的转矩值进行加权求和，得到当前转把目标转矩T**。 - 如权利要求3所述的电动车进行能量回收的方法，其特征在于：所述步骤S3包括以下步骤：S31、判断当前转把目标转矩T**是否大于0，若当前转把目标转矩T**大于0，则车辆继续前进，若当前转把目标转矩T**小于0，则进行能量回馈制动，执行步骤S32；S32、判断电机的转速n是否大于转速下限值n1，若电机的转速n小于转速下限值n1，则当前目标制动转矩T为0；若电机的转速n大于转速下限值n1，则执行步骤S33；S33、判断电机的转速n是否大于转速上限值n2，若电机的转速n大于转速上限值n2，则当前目标制动转矩T等于当前转把目标转矩T**，若小于转速上限值n2，则执行步骤S34；S35、计算当前目标制动转矩T，其计算公式为：
其中，T为当前目标制动转矩；T**为当前转把目标转矩；n为采样获取的电机的转速；n1为转速下限值；n2为转速上限值。 - 如权利要求4所述的电动车进行能量回收的方法，其特征在于：所述永磁同步电机中，电磁转矩的计算公式为:
其中：T e为电机电磁转矩；为永磁体产生的转子磁链；i d、i q为dq轴电流量，L d、L q分别为直轴电感和交轴电感。
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