CN111114336A - Control method and control device for electric vehicle and electronic equipment - Google Patents
Control method and control device for electric vehicle and electronic equipment Download PDFInfo
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- CN111114336A CN111114336A CN201811290053.6A CN201811290053A CN111114336A CN 111114336 A CN111114336 A CN 111114336A CN 201811290053 A CN201811290053 A CN 201811290053A CN 111114336 A CN111114336 A CN 111114336A
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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
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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
- 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
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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
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Abstract
The embodiment of the disclosure provides a control method of an electric vehicle, the electric vehicle comprises a main motor and an auxiliary motor, and the control method comprises the following steps: and after the electric automobile enters the regenerative braking, calculating the required regenerative braking torque of the electric automobile. And if the required regenerative braking torque exceeds the maximum torque of the high-efficiency interval of the auxiliary motor at the current rotating speed, the main motor and the auxiliary motor jointly provide the required regenerative braking torque according to the required regenerative braking torque, the mechanical power, the high-efficiency interval of the main motor and the high-efficiency interval of the auxiliary motor. Therefore, after the electric automobile enters the regenerative braking, the main motor and the auxiliary motor provide required regenerative braking torque in respective high-efficiency intervals, the energy recovery rate is improved, the driving comfort level is optimized, and the problem of low energy recovery rate in the prior art is solved. The disclosure also provides a control device of the electric automobile and an electronic device.
Description
Technical Field
The present disclosure relates to the field of vehicle control technologies, and in particular, to a control method for an electric vehicle, a control device for the electric vehicle, and an electronic device.
Background
In order to realize the green development of economy and reduce the energy consumption, the electric automobile can convert mechanical energy into electric energy to be stored in the braking process, and when the electric automobile is started or accelerated, the stored electric energy is released and converted into mechanical energy again to reduce the energy loss in the braking process of the electric automobile.
The application number '201710207434.2' in the Chinese patent application publication specification is 'an energy recovery system and method of an electric vehicle based on linear control braking', and discloses a regenerative braking energy recovery system related to the electric vehicle, wherein the total braking force is calculated through the displacement of a brake pedal in the publication specification, then the regenerative braking system distributed to a front axle generates regenerative braking force, and the regenerative braking force and the friction force are used for realizing braking, wherein the regenerative braking system generates the regenerative braking force and simultaneously converts the deceleration energy of the vehicle into electric energy for energy recovery, but the regenerative braking system of the front axle only passively receives the distributed regenerative braking force, the braking effect is poor, the distribution of the regenerative braking force to a high-efficiency interval of the regenerative braking system cannot be controlled, and the energy recovery efficiency is low.
Disclosure of Invention
The present disclosure is directed to solving, at least to some extent, one of the technical problems in the related art.
Therefore, a first objective of the present disclosure is to provide a control method for an electric vehicle, so as to implement that after the electric vehicle enters regenerative braking, a main motor and an auxiliary motor provide required regenerative braking torques in respective high-efficiency intervals, thereby improving an energy recovery rate, optimizing a driving comfort level, and solving a problem of low energy recovery rate in the prior art. .
A second object of the present disclosure is to provide a control device for an electric vehicle.
A third object of the present disclosure is to provide an electronic device.
To achieve the above object, a control method for an electric vehicle according to an embodiment of a first aspect of the present disclosure includes the steps of: judging whether the electric automobile enters regenerative braking or not; if the electric automobile enters into regenerative braking, calculating the required regenerative braking torque of the electric automobile; judging whether the required regenerative braking torque exceeds the maximum torque of the high-efficiency interval of the auxiliary motor at the current rotating speed; and if the required regenerative braking torque exceeds the maximum torque of the high-efficiency interval of the auxiliary motor at the current rotating speed, the main motor and the auxiliary motor jointly provide the required regenerative braking torque according to the required regenerative braking torque, the mechanical power, the high-efficiency interval of the main motor and the high-efficiency interval of the auxiliary motor.
In addition, the control method of the electric vehicle according to the embodiment of the present disclosure has the following additional technical features:
optionally, the determining whether the electric vehicle enters regenerative braking includes: acquiring the opening degree and the residual electric quantity of an accelerator pedal of the electric automobile; judging whether the opening degree of the accelerator pedal is smaller than or equal to a first preset threshold value or not; if the opening degree of the accelerator pedal is smaller than or equal to the first preset threshold, judging whether the residual electric quantity is smaller than or equal to a second preset threshold; and if the residual capacity is less than or equal to the second preset threshold value, determining to enter regenerative braking.
Optionally, the calculating the required regenerative braking torque of the electric vehicle includes: acquiring the opening degree of a brake pedal, the whole vehicle mass and the rolling radius of a tire of the electric vehicle; calculating the whole vehicle deceleration and the wheel end braking torque of the electric vehicle according to the opening of a brake pedal, the whole vehicle mass and the rolling radius of the tire of the electric vehicle; and calculating the required regenerative braking torque according to the wheel end braking torque.
Optionally, the feedback modes of the electric vehicle include a coasting feedback mode and a braking feedback mode, and after the calculating the required regenerative braking torque, the method further includes: judging whether the opening degree of the brake pedal is equal to a third preset threshold value or not; if the opening degree of the brake pedal is equal to the third preset threshold value, selecting a sliding feedback mode; and if the opening degree of the brake pedal is not equal to the third preset threshold value, selecting a brake feedback mode.
Optionally, said providing the required regenerative braking torque by the main and auxiliary electric machines together according to the required regenerative braking torque, the mechanical power, the efficient range of the main electric machine and the auxiliary electric machine comprises: step 1, distributing the wheel end braking torque to the main motor and the auxiliary motor for providing so as to calculate the regenerative braking torque of the main motor and the auxiliary motor; step 2, calculating the mechanical power of the main motor and the auxiliary motor; step 3, adjusting the regenerative braking torques of the main motor and the auxiliary motor according to the regenerative braking torques and the mechanical power of the main motor and the auxiliary motor; step 4, judging whether the regenerative braking torques of the main motor and the auxiliary motor are in the high-efficiency interval of the main motor and the auxiliary motor; if the regenerative braking torques of the main motor and the auxiliary motor are not in the high-efficiency interval of the main motor and the auxiliary motor, repeating the steps 1, 2, 3 and 4; and if the regenerative braking torques of the main motor and the auxiliary motor are in the high-efficiency interval of the main motor and the auxiliary motor, providing required regenerative braking torques according to the regenerative braking torques of the main motor and the auxiliary motor.
Optionally, the calculating the mechanical power of the main motor and the auxiliary motor includes: acquiring the speed of the electric automobile; calculating the rotating speeds of the main motor and the auxiliary motor according to the speed of the electric automobile and the speed ratio of the main motor and the auxiliary motor; and calculating the mechanical power of the main motor and the auxiliary motor according to the regenerative braking torque of the main motor and the regenerative braking torque of the auxiliary motor and the rotating speed of the main motor and the rotating speed of the auxiliary motor.
Optionally, the adjusting the regenerative braking torques of the main and auxiliary electric machines according to the regenerative braking torques and the mechanical powers of the main and auxiliary electric machines includes: acquiring the maximum allowable charging power of the electric automobile according to the rotating speeds of the main motor and the auxiliary motor; and acquiring the adjusted regenerative braking torques of the main motor and the auxiliary motor according to the energy conversion efficiency of the electric automobile, the maximum allowable charging power and the external torque characteristic curves of the main motor and the auxiliary motor.
Optionally, after the determining whether the required regenerative braking torque exceeds the maximum torque of the high-efficiency zone of the auxiliary motor at the current rotation speed, the method further includes: and if the required regenerative braking torque does not exceed the maximum torque of the high-efficiency interval of the auxiliary motor at the current rotating speed, providing the required regenerative braking torque by the auxiliary motor.
A control device of an electric vehicle according to an embodiment of a second aspect of the present disclosure, the electric vehicle including a main motor and an auxiliary motor, the device including: the first judgment module is used for judging whether the electric automobile enters regenerative braking; the calculating module is used for calculating the required regenerative braking torque of the electric automobile when the first judging module determines that the electric automobile enters the regenerative braking; the second judgment module is used for judging whether the required regenerative braking torque exceeds the maximum torque of the high-efficiency interval of the auxiliary motor at the current rotating speed; and the first determination module is used for determining that the main motor and the auxiliary motor jointly provide the required regenerative braking torque according to the required regenerative braking torque, the mechanical power, the high-efficiency interval of the main motor and the high-efficiency interval of the auxiliary motor when the second judgment module determines that the required regenerative braking torque exceeds the maximum torque of the high-efficiency interval of the auxiliary motor at the current rotating speed.
Optionally, the first determining module includes: the first acquisition unit is used for acquiring the opening degree and the residual electric quantity of an accelerator pedal of the electric automobile; the first judgment unit is used for judging whether the opening degree of the accelerator pedal is smaller than or equal to a first preset threshold value or not; a second judging unit, configured to judge whether the remaining power is less than or equal to a second preset threshold when the first judging unit determines that the accelerator pedal opening is less than or equal to the first preset threshold; a determination unit, configured to determine to enter regenerative braking when the second determination unit determines that the remaining power is less than or equal to the second preset threshold.
Optionally, the calculation module includes: the second acquisition unit is used for acquiring the opening degree of a brake pedal, the mass of the whole automobile and the rolling radius of a tire of the electric automobile; the first calculating unit is used for calculating the whole vehicle deceleration and the wheel end braking torque of the electric vehicle according to the opening degree of a brake pedal, the whole vehicle mass and the tire rolling radius of the electric vehicle; and the second calculating unit is used for calculating the required regenerative braking torque according to the wheel end braking torque.
Optionally, the feedback mode of the electric vehicle includes a coasting feedback mode and a braking feedback mode, and the calculating module further includes: the third judging unit is used for judging whether the opening degree of the brake pedal is equal to a third preset threshold value or not; the first selection unit is used for selecting a sliding feedback mode when the third judgment unit determines that the opening degree of the brake pedal is equal to the third preset threshold value; and the second selection unit is used for selecting a brake feedback mode when the third judgment unit determines that the opening degree of the brake pedal is not equal to the third preset threshold value.
Optionally, the second determining module includes: the distribution unit is used for distributing the wheel end braking torque to the main motor and the auxiliary motor for supply so as to calculate the regenerative braking torque of the main motor and the auxiliary motor; the third calculating unit is used for calculating the mechanical power of the main motor and the auxiliary motor; the adjusting unit is used for adjusting the regenerative braking torques of the main motor and the auxiliary motor according to the regenerative braking torques and the mechanical power of the main motor and the auxiliary motor; the fourth judging unit is used for judging whether the regenerative braking torques of the main motor and the auxiliary motor are in a high-efficiency interval of the main motor and the auxiliary motor; the repeating unit is used for enabling the distributing unit, the third calculating unit, the adjusting unit and the fourth judging unit to repeatedly operate when the fourth judging unit determines that the regenerative braking torques of the main motor and the auxiliary motor are not in the high-efficiency interval of the main motor and the auxiliary motor; and the providing unit is used for providing required regenerative braking torque according to the regenerative braking torque of the main motor and the auxiliary motor when the fourth judging unit determines that the regenerative braking torque of the main motor and the auxiliary motor is in the high-efficiency interval of the main motor and the auxiliary motor.
Optionally, the third computing unit includes: the first acquiring subunit is used for acquiring the speed of the electric automobile; the first calculating subunit is used for calculating the rotating speeds of the main motor and the auxiliary motor according to the speed of the electric automobile and the speed ratio of the main motor and the auxiliary motor; and the second calculating subunit is used for calculating the mechanical power of the main motor and the auxiliary motor according to the regenerative braking torques of the main motor and the auxiliary motor and the rotating speeds of the main motor and the auxiliary motor.
Optionally, the adjusting unit includes: the second acquisition subunit is used for acquiring the maximum allowable charging power of the electric automobile according to the rotating speeds of the main motor and the auxiliary motor; and the third acquisition subunit is used for acquiring the adjusted regenerative braking torques of the main motor and the auxiliary motor according to the energy conversion efficiency of the electric automobile, the maximum allowable charging power and the external torque characteristic curves of the main motor and the auxiliary motor.
Optionally, the apparatus further comprises: and the second determination module is used for determining that the required regenerative braking torque is provided by the auxiliary motor when the second determination module determines that the required regenerative braking torque does not exceed the maximum torque of the high-efficiency interval of the auxiliary motor at the current rotating speed.
An electronic device according to an embodiment of a third aspect of the present disclosure includes: a processor and a memory; wherein the memory is to store executable program code; the processor executes a program corresponding to the executable program code by reading the executable program code stored in the memory, and is used for executing the control method of the electric vehicle according to the embodiment of the method.
The technical scheme provided by the embodiment of the disclosure can have the following beneficial effects:
after the electric automobile enters regenerative braking, the required regenerative torque of the electric automobile is calculated, if the required regenerative torque exceeds the maximum torque of the high-efficiency interval of the auxiliary motor at the current rotating speed, the required regenerative torque is distributed to the main motor and the auxiliary motor according to the required regenerative braking torque, the mechanical power and the high-efficiency interval of the main motor and the auxiliary motor, the required regenerative torque is provided by the main motor and the auxiliary motor together, after the electric automobile enters the regenerative braking, the main motor and the auxiliary motor can provide the required regenerative braking torque in respective high-efficiency interval, the energy recovery rate is improved, the driving comfort level is optimized, and the problem of low energy recovery rate in the prior art is solved.
Additional aspects and advantages of the disclosure will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the disclosure.
Drawings
FIG. 1 is a schematic diagram illustrating energy transfer of a regenerative braking system of an electric vehicle according to an embodiment of the present disclosure;
FIG. 2 is a schematic diagram of a regenerative braking efficient section of a main motor and an auxiliary motor provided by an embodiment of the present disclosure;
FIG. 3 is a schematic diagram of the external torque characteristics of a main motor and an auxiliary motor provided by embodiments of the present disclosure;
fig. 4 is a schematic flowchart of a control method of an electric vehicle according to an embodiment of the present disclosure;
fig. 5 is a schematic flow chart illustrating another control method for an electric vehicle according to an embodiment of the present disclosure;
fig. 6 is a schematic flowchart of a control method for another electric vehicle according to an embodiment of the present disclosure;
fig. 7 is a flowchart of an example of a control method of an electric vehicle according to an embodiment of the present disclosure;
fig. 8 is a schematic structural diagram of a control device of an electric vehicle according to an embodiment of the present disclosure;
fig. 9 is a schematic structural diagram of another control device of an electric vehicle according to an embodiment of the present disclosure;
fig. 10 is a schematic structural diagram of a control device of another electric vehicle according to an embodiment of the present disclosure.
Detailed Description
Reference will now be made in detail to the embodiments of the present disclosure, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the drawings are exemplary and intended to be illustrative of the present disclosure, and should not be construed as limiting the present disclosure.
A control method of an electric vehicle, a control device thereof, and an electronic apparatus according to an embodiment of the present disclosure are described below with reference to the drawings.
In the prior art, the total braking force is calculated through the displacement of a brake pedal, then a regenerative braking system distributed to a front axle generates regenerative braking force, and the regenerative braking force and the friction force are used for realizing braking, the regenerative braking system of the front axle can only passively receive the distributed regenerative braking force, the braking effect is poor, the regenerative braking force cannot be controlled to be distributed to a high-efficiency interval of the regenerative braking system, and the energy recovery efficiency is low.
In the braking process, a process of converting mechanical energy into electrical energy by regenerative braking is called regenerative braking, and efficiency of converting mechanical energy into electrical energy is called regenerative efficiency. In order to improve the feedback efficiency of a regenerative braking system and ensure the stability of regenerative braking, the electric vehicle provided by the embodiment of the disclosure comprises a main motor and an auxiliary motor, wherein the feedback high-efficiency interval of the main motor is characterized by low rotating speed and large torque, the feedback high-efficiency interval of the auxiliary motor is characterized by high rotating speed and small torque, the large torque can provide large regenerative braking strength, the small torque can provide small regenerative braking strength, the electric vehicle uses the main motor and the auxiliary motor to perform regenerative braking together, and the higher feedback efficiency can be maintained under different regenerative braking strength requirements.
When the regenerative braking system performs regenerative braking, the energy transmission of the regenerative braking system is as shown in fig. 1, and after the vehicle control unit obtains the regenerative braking intensity requirement, the regenerative braking force distribution module reasonably distributes the required regenerative braking torque to the high-efficiency interval in which the feedback efficiency of the main motor and the auxiliary motor is greater than the preset value, wherein the preset value is larger, for example, 88%, so that the regenerative braking system maintains higher feedback efficiency under various different conditions.
Through a large number of statistics and tests, as shown in fig. 2 and fig. 3, when the vehicle speed of the auxiliary motor is greater than 70km/h, that is, the rotating speed is greater than 3500r/min, and the regenerative braking feedback efficiency in the interval with the torque less than 270Nm is greater than 88%, and at the moment, the rotating speed and the torque of the auxiliary motor meet the limitation requirements of the external characteristic curve of the auxiliary motor, so that the auxiliary motor can achieve higher feedback efficiency when providing smaller braking torque, the main motor has a rotating speed less than 3500r/min, and the regenerative braking feedback efficiency in the interval with the torque of 270Nm and 1000Nm is greater than 88%, and at the moment, the rotating speed and the torque of the main motor meet the limitation requirements of the external characteristic curve of the main motor, so that the main motor can achieve higher feedback efficiency when providing larger.
Therefore, the high-efficiency intervals of the main motor and the auxiliary motor need to enable the regenerative braking feedback efficiency to be larger than a preset value with a larger numerical value, and the rotating speeds and torques of the main motor and the auxiliary motor need to meet the limitation of the external characteristic curves of the motors.
Through the analysis of the statistical and test results, the required regenerative braking torque is reasonably distributed to the auxiliary motor and the main motor, on the premise of meeting the limitation of the external characteristic curve of the motor, the regenerative braking feedback efficiency of the main motor and the auxiliary motor is higher than a preset value, such as 88%, the whole rotating speed and torque interval can be covered, and the stability of the regenerative braking is ensured.
In the embodiment of the disclosure, after the electric vehicle enters the regenerative braking, the required regenerative braking torque of the electric vehicle is calculated. If the required regenerative braking torque exceeds the maximum torque of the high-efficiency interval of the auxiliary motor at the current rotating speed, the main motor and the auxiliary motor provide the required regenerative braking torque together according to the required regenerative braking torque, the mechanical power, the high-efficiency interval of the main motor and the high-efficiency interval of the auxiliary motor, the energy recovery rate is improved, and the driving comfort level is optimized.
Specifically, fig. 4 is a schematic flowchart of a control method of an electric vehicle according to an embodiment of the present disclosure. As shown in fig. 4, the method includes:
and S101, judging whether the electric automobile enters into regenerative braking.
It should be understood that the entering of the electric vehicle into the regenerative braking needs to satisfy a certain condition, and the purpose of the regenerative braking is to convert mechanical energy during braking into electric energy for storage, so as to improve the utilization efficiency of the energy. However, when a user wishes to accelerate, or when the battery of the electric vehicle is nearly full and continued charging can cause damage to the battery, regenerative braking is not required. In order to avoid the influence of regenerative braking on accelerated driving of a user or damage to a battery, before the electric vehicle enters the regenerative braking, whether the electric vehicle is suitable for the regenerative braking is judged.
And S102, if the electric automobile enters the regenerative braking, calculating the required regenerative braking torque of the electric automobile.
S103, judging whether the required regenerative braking torque exceeds the maximum torque of the high-efficiency interval of the auxiliary motor at the current rotating speed.
The required regenerative braking torque is provided by the main motor and the auxiliary motor which are used for regenerative braking in order to meet the braking requirements of users.
It can be understood that, when regenerative braking is performed, the most direct factor influencing the braking effect of the electric vehicle is the magnitude of the deceleration a of the whole vehicle, and according to a conversion formula of mechanics, the braking force F of the whole vehicle is equal to the wheel end braking torque TWheelThe vehicle deceleration a is calculated according to the brake pedal opening β, the vehicle mass m and the tire rolling radius r of the electric vehicleWheelThe vehicle mass m, the vehicle deceleration a, and the tire rolling radius r.
Note that, the wheel end braking torque T of the electric vehicleWheelIs provided by a main motor and an auxiliary motor together, and particularly can brake the torque T at the wheel endWheelDivided into two parts TMaster and slaveAnd TAuxiliary device，TWheel＝TMaster and slave+TAuxiliary deviceProvided by the main and auxiliary motors, respectively, T is different due to the difference in speed ratio i and mechanical efficiency η between the main and auxiliary motorsMaster and slave＝T1*i1/η1，TAuxiliary device＝T2*i2/η2，T1And T2Regenerative braking torque, i, of the main and auxiliary electric machines, respectively1And i2Speed ratios of the main and auxiliary motors, η, respectively1And η2The mechanical efficiency of the main motor and the auxiliary motor, respectively. The speed ratio of the motor can be directly measured by a sensor, and the mechanical efficiency is a value predetermined by a mechanical structure.
The calculating process can be summarized as obtaining the brake pedal opening degree, the whole vehicle mass and the tire rolling radius of the electric vehicle, calculating the whole vehicle deceleration and the wheel end braking torque of the electric vehicle according to the brake pedal opening degree, the whole vehicle mass and the tire rolling radius of the electric vehicle, and calculating the required regenerative braking torque according to the wheel end braking torque. The information such as the opening degree of the brake pedal, the mass of the whole automobile and the rolling radius of the tire can be measured by the sensor, or the numerical values of the mass of the whole automobile and the rolling radius of the tire are recorded in a system when the electric automobile leaves a factory.
Further, in order to further distinguish braking requirements of users, feedback modes of the electric vehicle can be preset to comprise a sliding feedback mode and a braking feedback mode, the sliding feedback mode can perform efficient feedback when the braking intensity is small, and the braking feedback mode can perform efficient feedback when the braking intensity is large. Specifically, it is determined whether the brake pedal opening is equal to a third preset threshold, such as 0%, and if the brake pedal opening is equal to 0%, the coasting feedback mode is selected, and if the brake pedal opening is not equal to 0%, the braking feedback mode is selected.
It should be noted that the electric vehicle provided in this embodiment includes a main motor and an auxiliary motor, and based on the above description of the feedback high-efficiency sections of the main motor and the auxiliary motor, it can be known that the auxiliary motor can perform regenerative braking in the feedback high-efficiency section when the torque is small and the motor speed is large. Therefore, when the required regenerative braking torque is small, the entire required regenerative braking torque, i.e., T, can be provided by the auxiliary electric machineMaster and slave＝0，TWheel＝TAuxiliary device。
In order to determine whether the auxiliary motor can provide the entire required regenerative braking torque in the regenerative high-efficiency section, the auxiliary motor braking torque T at that time may be calculated assuming that the entire required regenerative braking torque is provided by the auxiliary motor2Will T2The maximum torque T of the high-efficiency interval of the auxiliary motor at the current rotating speedmaxA comparison is made.
One possible comparison result is that T2≤TmaxAnd determining that the required regenerative braking torque does not exceed the maximum torque of the high-efficiency interval of the auxiliary motor at the current rotating speed, and providing the required regenerative braking torque by the auxiliary motor.
Another possible comparison result is that T2＞TmaxIt is determined that the required regenerative braking torque exceeds the efficient range maximum torque of the auxiliary motor at the current rotational speed.
And S104, if the required regenerative braking torque exceeds the maximum torque of the high-efficiency interval of the auxiliary motor at the current rotating speed, the main motor and the auxiliary motor jointly provide the required regenerative braking torque according to the required regenerative braking torque, the mechanical power, the high-efficiency interval of the main motor and the high-efficiency interval of the auxiliary motor.
Specifically, the amount of regenerative braking torque required by the main and auxiliary electric machines, respectively, is influenced by factors such as the required regenerative braking torque, the mechanical power, and the efficient ranges of the main and auxiliary electric machines. The following conditions need to be satisfied: t isWheel＝TMaster and slave+TAuxiliary device＝T1*i1/η1+T2*i2/η2The charging power corresponding to the mechanical power cannot exceed the maximum charging power, and the regenerative braking torques of the main motor and the auxiliary motor are respectively in the high-efficiency interval of the main motor and the auxiliary motor at the current rotating speed.
To sum up, the control method of an electric vehicle provided by the embodiment of the present disclosure includes a main motor and an auxiliary motor, and includes: and judging whether the electric automobile enters into regenerative braking, and if the electric automobile enters into regenerative braking, calculating the required regenerative braking torque of the electric automobile. And judging whether the required regenerative braking torque exceeds the high-efficiency interval maximum torque of the auxiliary motor at the current rotating speed, and if the required regenerative braking torque exceeds the high-efficiency interval maximum torque of the auxiliary motor at the current rotating speed, providing the required regenerative braking torque by the main motor and the auxiliary motor together according to the required regenerative braking torque, the mechanical power, the high-efficiency interval of the main motor and the high-efficiency interval of the auxiliary motor. Therefore, after the electric automobile enters the regenerative braking, the main motor and the auxiliary motor provide required regenerative braking torque in respective high-efficiency intervals, the energy recovery rate is improved, and the driving comfort level is optimized.
To further explain how the control method of the electric vehicle according to the embodiment of the present disclosure determines whether the electric vehicle enters regenerative braking, the embodiment of the present disclosure further provides another control method of the electric vehicle, fig. 5 is a schematic flow chart of the another control method of the electric vehicle according to the embodiment of the present disclosure, and based on the flow chart of the method in fig. 4, as shown in fig. 5, S101 determines whether the electric vehicle enters regenerative braking, including:
and S201, acquiring the opening degree and the residual capacity of an accelerator pedal of the electric automobile.
Wherein, the opening degree of the accelerator pedal and the residual capacity can be measured by a sensor.
And S202, judging whether the opening degree of the accelerator pedal is less than or equal to a first preset threshold value.
It should be understood that the accelerator pedal opening is an index for determining a driving demand of a user, and when the accelerator pedal opening is too large, it indicates that the user needs to accelerate, so a first preset threshold may be set as a determination criterion for the accelerator pedal opening, such as 10%, and when the accelerator pedal opening is greater than 10%, it indicates that the user wishes to accelerate, and at this time, regenerative braking is not required to be performed, so as to meet the acceleration demand of the user.
S203, if the opening degree of the accelerator pedal is smaller than or equal to a first preset threshold value, whether the residual electric quantity is smaller than or equal to a second preset threshold value is judged.
It should be understood that, mechanical energy is converted into electrical energy to be stored in a battery of the electric vehicle after regenerative braking is performed, and the battery is damaged by storing the electrical energy in the battery under the condition that the remaining power of the battery is large or even fully charged, so that a second preset threshold value can be set as a judgment standard of the remaining power, for example, 90%, when the remaining power is greater than 90%, it indicates that the electrical energy in the battery of the electric vehicle is sufficient, and the regenerative braking is not required to be performed to store the electrical energy, so as to prevent the battery from being charged too much.
And S204, if the residual capacity is less than or equal to a second preset threshold value, determining to enter regenerative braking.
It should be understood that when the accelerator pedal opening is less than or equal to a first preset threshold and the remaining capacity is less than or equal to a second preset threshold, regenerative braking is suitably performed to sufficiently convert mechanical energy during deceleration into electrical energy.
Therefore, whether the electric automobile enters the regenerative braking is judged.
To further illustrate how the control method of the electric vehicle according to the embodiment of the present disclosure provides the required regenerative braking torque by the main and auxiliary electric machines together according to the required regenerative braking torque, the mechanical power, the high-efficiency interval of the main electric machine and the auxiliary electric machine, the embodiment of the present disclosure further provides another control method of the electric vehicle, fig. 6 is a flowchart of the control method of the electric vehicle according to the embodiment of the present disclosure, and based on the method flowchart of fig. 4, as shown in fig. 6, S104, if the required regenerative braking torque exceeds the high-efficiency interval maximum torque of the auxiliary electric machine at the current rotation speed, the required regenerative braking torque is provided by the main and auxiliary electric machines together according to the required regenerative braking torque, the mechanical power, the high-efficiency interval of the main electric machine and the auxiliary electric machine, including:
and S301, distributing the wheel end braking torque to the main motor and the auxiliary motor for providing so as to calculate the regenerative braking torque of the main motor and the auxiliary motor.
In order to fully consider the influence of various factors on the regenerative braking torques of the main and auxiliary motors, it is necessary to constantly try and adjust the regenerative braking torques of the main and auxiliary motors. The wheel end braking torque is firstly tried to be distributed to the main motor and the auxiliary motor, and the regenerative braking torque T of the main motor and the auxiliary motor at the moment is calculated according to the formula1And T2。
S302, calculating the mechanical power of the main motor and the auxiliary motor.
Wherein the mechanical power P of the main and auxiliary motorsjIs according to the formula Pj＝(n1*T1+n2*T2) And/9550. Wherein n is1And n2The rotational speeds of the main and auxiliary motors, respectively.
Specifically, the speed of the electric automobile is obtained, the rotating speeds of the main motor and the auxiliary motor are calculated according to the speed of the electric automobile and the speed ratio of the main motor and the auxiliary motor, and the mechanical power of the main motor and the auxiliary motor is calculated according to the regenerative braking torque of the main motor and the regenerative braking torque of the auxiliary motor and the rotating speeds of the main motor and the auxiliary motor.
And S303, adjusting the regenerative braking torques of the main motor and the auxiliary motor according to the regenerative braking torques and the mechanical power of the main motor and the auxiliary motor.
It should be noted that the charging powers of the main and auxiliary motors can be obtained from the mechanical powers and energy conversion efficiencies of the main and auxiliary motors, but the charging powers cannot be obtainedThe maximum allowable charging power of the electric vehicle at the current rotating speed is exceeded. In addition, the external torque characteristic curves of the main and auxiliary motors limit the maximum braking torque of the main and auxiliary motors at the current rotation speed, and the T in S301 is required to be matched1And T2And (6) adjusting.
Specifically, the maximum allowable charging power of the electric vehicle is obtained according to the rotating speeds of the main motor and the auxiliary motor, and the adjusted regenerative braking torques of the main motor and the auxiliary motor are obtained according to the energy conversion efficiency of the electric vehicle, the maximum allowable charging power, and the external torque characteristic curves of the main motor and the auxiliary motor.
S304, judging whether the regenerative braking torques of the main motor and the auxiliary motor are in the high-efficiency interval of the main motor and the auxiliary motor.
S305A, if the regenerative braking torques of the main and auxiliary motors are not in the high-efficiency interval of the main and auxiliary motors, S301, S302, S303, and S304 are repeated.
S305B, if the regenerative braking torques of the main and auxiliary motors are in the high-efficiency interval of the main and auxiliary motors, the required regenerative braking torque is provided according to the regenerative braking torques of the main and auxiliary motors.
It should be understood that in order to make the regenerative braking torques of the main and auxiliary motors in the efficient region of the main and auxiliary motors, S301, S302, S303, and S304 are repeated to try and adjust the regenerative braking torques of the main and auxiliary motors until the requirements are satisfied.
The whole process is only the calculation of the regenerative braking torques of the main motor and the auxiliary motor, the required regenerative braking torque is distributed according to the calculation result only when the regenerative braking torques of the main motor and the auxiliary motor can meet the requirement, and the main motor and the auxiliary motor provide the required regenerative braking torque together according to the calculation result.
Therefore, the main motor and the auxiliary motor can provide required regenerative braking torque in respective high-efficiency intervals.
In order to more clearly describe the control method of the electric vehicle provided by the embodiment of the present disclosure, the following description is made by way of example.
Before regenerative braking is carried out, whether regenerative braking needs to be carried out or not is judged according to the opening degree of an accelerator pedal and the residual electric quantity, the conditions that the opening degree of the accelerator pedal is less than or equal to 10% and the residual electric quantity is less than or equal to 90% are met, and the regenerative braking can be carried out.
In order to fully utilize the characteristics of the main motor and the auxiliary motor of the electric automobile, when the required regenerative braking torque is small, the auxiliary motor can be used for independently providing the required regenerative braking torque.
When the required regenerative braking torque exceeds the maximum torque of the auxiliary motor in the high-efficiency interval at the current vehicle speed, the main motor and the auxiliary motor jointly provide the required regenerative braking torque. However, in order to fully consider the limitation of the maximum allowable charging power and the characteristic curve outside the motor on the regenerative braking torques of the main and auxiliary motors, it is necessary to continuously try, calculate, and adjust the regenerative braking torques of the main and auxiliary motors until the regenerative braking torques of the main and auxiliary motors are within the respective high-efficiency ranges, and to allocate the required regenerative braking torques according to the final regenerative braking torques of the main and auxiliary motors.
In order to implement the foregoing embodiment, an embodiment of the present disclosure further provides a control device of an electric vehicle, fig. 8 is a schematic structural diagram of the control device of the electric vehicle provided in the embodiment of the present disclosure, and as shown in fig. 8, the control device includes: a first judgment module 410, a calculation module 420, a second judgment module 430, and a first determination module 440.
The first judging module 410 is used for judging whether the electric vehicle enters into regenerative braking.
The calculating module 420 is configured to calculate a required regenerative braking torque of the electric vehicle when the first determining module 410 determines that the electric vehicle enters regenerative braking.
A second determining module 430, configured to determine whether the required regenerative braking torque exceeds a maximum torque of the high-efficiency interval of the auxiliary motor at the current rotation speed.
The first determining module 440 is configured to determine that the main and auxiliary electric machines together provide the required regenerative braking torque according to the required regenerative braking torque, the mechanical power, and the high-efficiency sections of the main and auxiliary electric machines when the second determining module 430 determines that the required regenerative braking torque exceeds the high-efficiency section maximum torque of the auxiliary electric machine at the current rotation speed.
Further, in order to calculate the required regenerative braking torque of the electric vehicle, one possible implementation is that the calculating module 420 includes: the device comprises a second obtaining unit 421 for obtaining the opening degree of a brake pedal of the electric vehicle, the mass of the whole vehicle and the rolling radius of a tire, a first calculating unit 422 for calculating the deceleration of the whole vehicle and the wheel end braking torque of the electric vehicle according to the opening degree of the brake pedal of the electric vehicle, the mass of the whole vehicle and the rolling radius of the tire, and a second calculating unit 423 for calculating the required regenerative braking torque according to the wheel end braking torque.
Further, in order to further distinguish the braking demand of the user, one possible implementation manner is that the feedback mode of the electric vehicle includes a coasting feedback mode and a braking feedback mode, and the calculating module 420 further includes: a third determining unit 424 for determining whether the opening degree of the brake pedal is equal to a third preset threshold, a first selecting unit 425 for selecting the coasting feedback mode when the third determining unit 424 determines that the opening degree of the brake pedal is equal to the third preset threshold, and a second selecting unit 426 for selecting the braking feedback mode when the third determining unit 424 determines that the opening degree of the brake pedal is not equal to the third preset threshold.
Further, in order to achieve that the entire required regenerative braking torque is provided by the auxiliary electric machine, one possible implementation is that the control device further comprises: a second determining module 450, configured to determine that the required regenerative braking torque is provided by the auxiliary motor when the second determining module 430 determines that the required regenerative braking torque does not exceed the maximum torque of the high-efficiency section of the auxiliary motor at the current rotation speed.
It should be noted that the foregoing explanation of the embodiment of the control method for an electric vehicle is also applicable to the control device for an electric vehicle in this embodiment, and details are not repeated here.
In summary, the control device of the electric vehicle provided by the embodiment of the present disclosure includes a main motor and an auxiliary motor, and determines whether the electric vehicle enters regenerative braking, and calculates a required regenerative braking torque of the electric vehicle if the electric vehicle enters regenerative braking. And judging whether the required regenerative braking torque exceeds the high-efficiency interval maximum torque of the auxiliary motor at the current rotating speed, and if the required regenerative braking torque exceeds the high-efficiency interval maximum torque of the auxiliary motor at the current rotating speed, providing the required regenerative braking torque by the main motor and the auxiliary motor together according to the required regenerative braking torque, the mechanical power, the high-efficiency interval of the main motor and the high-efficiency interval of the auxiliary motor. Therefore, after the electric automobile enters the regenerative braking, the main motor and the auxiliary motor provide required regenerative braking torque in respective high-efficiency intervals, the energy recovery rate is improved, and the driving comfort level is optimized.
In order to implement the foregoing embodiment, an embodiment of the present disclosure further provides another control device for an electric vehicle, fig. 9 is a schematic structural diagram of the another control device for an electric vehicle provided in the embodiment of the present disclosure, and based on the device structure shown in fig. 8, as shown in fig. 9, the first determining module 410 includes: a first acquiring unit 411, a first judging unit 412, a second judging unit 413, and a determining unit 414.
The first obtaining unit 411 is used for obtaining the opening degree of an accelerator pedal and the remaining capacity of the electric vehicle.
The first determining unit 412 is configured to determine whether the accelerator pedal opening is smaller than or equal to a first preset threshold.
The second determination unit 413 is configured to determine whether the remaining power is less than or equal to a second preset threshold when the first determination unit determines that the accelerator opening is less than or equal to the first preset threshold.
And a determining unit 414, configured to determine to enter regenerative braking when the second judging unit determines that the remaining capacity is less than or equal to a second preset threshold.
It should be noted that the foregoing explanation of the embodiment of the control method for an electric vehicle is also applicable to the control device for an electric vehicle in this embodiment, and details are not repeated here.
Therefore, whether the electric automobile enters the regenerative braking is judged.
In order to implement the foregoing embodiment, a further control device of an electric vehicle is further provided in the embodiments of the present disclosure, fig. 10 is a schematic structural diagram of the further control device of an electric vehicle provided in the embodiments of the present disclosure, and based on the device structure shown in fig. 8, as shown in fig. 10, the first determining module 440 includes: an allocation unit 441, a third calculation unit 442, an adjustment unit 443, a fourth determination unit 444, a repetition unit 445, and a provision unit 446.
The distribution unit 441 is used for distributing the wheel end braking torque to the main motor and the auxiliary motor for supply so as to calculate the regenerative braking torque of the main motor and the auxiliary motor.
The third calculating unit 442 is used for calculating the mechanical power of the main and auxiliary motors.
The adjusting unit 443 is configured to adjust the regenerative braking torques of the main motor and the auxiliary motor according to the regenerative braking torques and the mechanical powers of the main motor and the auxiliary motor.
The fourth determination unit 444 is configured to determine whether the regenerative braking torques of the main and auxiliary motors are within the high-efficiency range of the main motor and the auxiliary motor.
A repeating unit 445 for allowing the distribution unit 441, the third calculation unit 442, the adjustment unit 443, and the fourth judgment unit 444 to be repeatedly operated when the fourth judgment unit 444 determines that the regenerative braking torques of the main and auxiliary motors are not in the efficient section of the main motor and the auxiliary motor.
A providing unit 446 for providing the required regenerative braking torque according to the regenerative braking torques of the main and auxiliary motors when the fourth judging unit 444 determines that the regenerative braking torques of the main and auxiliary motors are in the high-efficiency section of the main and auxiliary motors.
Further, in order to calculate the mechanical power of the main and auxiliary motors, a possible implementation is that the third calculating unit 442 includes: a first obtaining subunit 4421 configured to obtain a vehicle speed of the electric vehicle, a first calculating subunit 4422 configured to calculate the rotation speeds of the main and auxiliary motors according to the vehicle speed of the electric vehicle and the speed ratios of the main and auxiliary motors, and a second calculating subunit 4423 configured to calculate the mechanical powers of the main and auxiliary motors according to the regenerative braking torques of the main and auxiliary motors and the rotation speeds of the main and auxiliary motors.
Further, in order to obtain the adjusted regenerative braking torques of the main and auxiliary motors, a possible implementation manner is that the adjusting unit 443 includes: the second obtaining subunit 4431 is configured to obtain the maximum allowable charging power of the electric vehicle according to the rotation speeds of the main motor and the auxiliary motor, and the third obtaining subunit 4432 is configured to obtain the adjusted regenerative braking torques of the main motor and the auxiliary motor according to the energy conversion efficiency of the electric vehicle, the maximum allowable charging power, and the external torque characteristic curves of the main motor and the auxiliary motor.
It should be noted that the foregoing explanation of the embodiment of the control method for an electric vehicle is also applicable to the control device for an electric vehicle in this embodiment, and details are not repeated here.
Therefore, the main motor and the auxiliary motor can provide required regenerative braking torque in respective high-efficiency intervals.
In order to implement the foregoing embodiments, an embodiment of the present disclosure further provides an electronic device, including: the processor is used for reading the executable program codes stored in the memory to run a program corresponding to the executable program codes, and the processor is used for executing the control method of the electric automobile according to the embodiment of the method.
The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. In order to avoid unnecessary repetition, various possible combinations will not be separately described in this disclosure.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.
Claims (17)
1. A control method of an electric vehicle, characterized in that the electric vehicle includes a main motor and an auxiliary motor, the method comprising:
judging whether the electric automobile enters regenerative braking or not;
if the electric automobile enters into regenerative braking, calculating the required regenerative braking torque of the electric automobile;
judging whether the required regenerative braking torque exceeds the maximum torque of the high-efficiency interval of the auxiliary motor at the current rotating speed;
and if the required regenerative braking torque exceeds the maximum torque of the high-efficiency interval of the auxiliary motor at the current rotating speed, the main motor and the auxiliary motor jointly provide the required regenerative braking torque according to the required regenerative braking torque, the mechanical power, the high-efficiency interval of the main motor and the high-efficiency interval of the auxiliary motor.
2. The method of claim 1, wherein said determining whether the electric vehicle is entering regenerative braking comprises:
acquiring the opening degree and the residual electric quantity of an accelerator pedal of the electric automobile;
judging whether the opening degree of the accelerator pedal is smaller than or equal to a first preset threshold value or not;
if the opening degree of the accelerator pedal is smaller than or equal to the first preset threshold, judging whether the residual electric quantity is smaller than or equal to a second preset threshold;
and if the residual capacity is less than or equal to the second preset threshold value, determining to enter regenerative braking.
3. The method of claim 2, wherein said calculating a demanded regenerative braking torque of the electric vehicle comprises:
acquiring the opening degree of a brake pedal, the whole vehicle mass and the rolling radius of a tire of the electric vehicle;
calculating the whole vehicle deceleration and the wheel end braking torque of the electric vehicle according to the opening of a brake pedal, the whole vehicle mass and the rolling radius of the tire of the electric vehicle;
and calculating the required regenerative braking torque according to the wheel end braking torque.
4. The method of claim 3, wherein the regenerative modes of the electric vehicle include a coast regenerative mode and a brake regenerative mode, and further comprising, after calculating the desired regenerative braking torque:
judging whether the opening degree of the brake pedal is equal to a third preset threshold value or not;
if the opening degree of the brake pedal is equal to the third preset threshold value, selecting a sliding feedback mode;
and if the opening degree of the brake pedal is not equal to the third preset threshold value, selecting a brake feedback mode.
5. The method of claim 1, wherein said providing a requested regenerative braking torque by the primary and auxiliary electric machines in accordance with said requested regenerative braking torque, the mechanical power, the efficient range of the primary and auxiliary electric machines, comprises:
step 1, distributing the wheel end braking torque to the main motor and the auxiliary motor for providing so as to calculate the regenerative braking torque of the main motor and the auxiliary motor;
step 2, calculating the mechanical power of the main motor and the auxiliary motor;
step 3, adjusting the regenerative braking torques of the main motor and the auxiliary motor according to the regenerative braking torques and the mechanical power of the main motor and the auxiliary motor;
step 4, judging whether the regenerative braking torques of the main motor and the auxiliary motor are in the high-efficiency interval of the main motor and the auxiliary motor;
if the regenerative braking torques of the main motor and the auxiliary motor are not in the high-efficiency interval of the main motor and the auxiliary motor, repeating the steps 1, 2, 3 and 4;
and if the regenerative braking torques of the main motor and the auxiliary motor are in the high-efficiency interval of the main motor and the auxiliary motor, providing required regenerative braking torques according to the regenerative braking torques of the main motor and the auxiliary motor.
6. The method of claim 5, wherein said calculating mechanical power of said primary and secondary motors comprises:
acquiring the speed of the electric automobile;
calculating the rotating speeds of the main motor and the auxiliary motor according to the speed of the electric automobile and the speed ratio of the main motor and the auxiliary motor;
and calculating the mechanical power of the main motor and the auxiliary motor according to the regenerative braking torque of the main motor and the regenerative braking torque of the auxiliary motor and the rotating speed of the main motor and the rotating speed of the auxiliary motor.
7. The method of claim 6, wherein said adjusting regenerative braking torque of said primary and secondary electric machines based on regenerative braking torque and mechanical power of said primary and secondary electric machines comprises:
acquiring the maximum allowable charging power of the electric automobile according to the rotating speeds of the main motor and the auxiliary motor;
and acquiring the adjusted regenerative braking torques of the main motor and the auxiliary motor according to the energy conversion efficiency of the electric automobile, the maximum allowable charging power and the external torque characteristic curves of the main motor and the auxiliary motor.
8. The method according to any one of claims 1-7, further comprising, after said determining whether the required regenerative braking torque exceeds a high-efficiency zone maximum torque of the auxiliary electric machine at the current rotational speed:
and if the required regenerative braking torque does not exceed the maximum torque of the high-efficiency interval of the auxiliary motor at the current rotating speed, providing the required regenerative braking torque by the auxiliary motor.
9. A control device of an electric vehicle including a main motor and an auxiliary motor, characterized by comprising:
the first judgment module is used for judging whether the electric automobile enters regenerative braking;
the calculating module is used for calculating the required regenerative braking torque of the electric automobile when the first judging module determines that the electric automobile enters the regenerative braking;
the second judgment module is used for judging whether the required regenerative braking torque exceeds the maximum torque of the high-efficiency interval of the auxiliary motor at the current rotating speed;
and the first determination module is used for determining that the main motor and the auxiliary motor jointly provide the required regenerative braking torque according to the required regenerative braking torque, the mechanical power, the high-efficiency interval of the main motor and the high-efficiency interval of the auxiliary motor when the second judgment module determines that the required regenerative braking torque exceeds the maximum torque of the high-efficiency interval of the auxiliary motor at the current rotating speed.
10. The apparatus of claim 9, wherein the first determining module comprises:
the first acquisition unit is used for acquiring the opening degree and the residual electric quantity of an accelerator pedal of the electric automobile;
the first judgment unit is used for judging whether the opening degree of the accelerator pedal is smaller than or equal to a first preset threshold value or not;
a second judging unit, configured to judge whether the remaining power is less than or equal to a second preset threshold when the first judging unit determines that the accelerator pedal opening is less than or equal to the first preset threshold;
a determination unit, configured to determine to enter regenerative braking when the second determination unit determines that the remaining power is less than or equal to the second preset threshold.
11. The apparatus of claim 10, wherein the computing module comprises:
the second acquisition unit is used for acquiring the opening degree of a brake pedal, the mass of the whole automobile and the rolling radius of a tire of the electric automobile;
the first calculating unit is used for calculating the whole vehicle deceleration and the wheel end braking torque of the electric vehicle according to the opening degree of a brake pedal, the whole vehicle mass and the tire rolling radius of the electric vehicle;
and the second calculating unit is used for calculating the required regenerative braking torque according to the wheel end braking torque.
12. The apparatus of claim 11, wherein the feedback modes of the electric vehicle include a coast feedback mode and a brake feedback mode, the calculation module further comprising:
the third judging unit is used for judging whether the opening degree of the brake pedal is equal to a third preset threshold value or not;
the first selection unit is used for selecting a sliding feedback mode when the third judgment unit determines that the opening degree of the brake pedal is equal to the third preset threshold value;
and the second selection unit is used for selecting a brake feedback mode when the third judgment unit determines that the opening degree of the brake pedal is not equal to the third preset threshold value.
13. The apparatus of claim 9, wherein the first determining module comprises:
the distribution unit is used for distributing the wheel end braking torque to the main motor and the auxiliary motor for supply so as to calculate the regenerative braking torque of the main motor and the auxiliary motor;
the third calculating unit is used for calculating the mechanical power of the main motor and the auxiliary motor;
the adjusting unit is used for adjusting the regenerative braking torques of the main motor and the auxiliary motor according to the regenerative braking torques and the mechanical power of the main motor and the auxiliary motor;
the fourth judging unit is used for judging whether the regenerative braking torques of the main motor and the auxiliary motor are in a high-efficiency interval of the main motor and the auxiliary motor;
the repeating unit is used for enabling the distributing unit, the third calculating unit, the adjusting unit and the fourth judging unit to repeatedly operate when the fourth judging unit determines that the regenerative braking torques of the main motor and the auxiliary motor are not in the high-efficiency interval of the main motor and the auxiliary motor;
and the providing unit is used for providing required regenerative braking torque according to the regenerative braking torque of the main motor and the auxiliary motor when the fourth judging unit determines that the regenerative braking torque of the main motor and the auxiliary motor is in the high-efficiency interval of the main motor and the auxiliary motor.
14. The apparatus of claim 13, wherein the third computing unit comprises:
the first acquiring subunit is used for acquiring the speed of the electric automobile;
the first calculating subunit is used for calculating the rotating speeds of the main motor and the auxiliary motor according to the speed of the electric automobile and the speed ratio of the main motor and the auxiliary motor;
and the second calculating subunit is used for calculating the mechanical power of the main motor and the auxiliary motor according to the regenerative braking torques of the main motor and the auxiliary motor and the rotating speeds of the main motor and the auxiliary motor.
15. The apparatus of claim 14, wherein the adjustment unit comprises: the second acquisition subunit is used for acquiring the maximum allowable charging power of the electric automobile according to the rotating speeds of the main motor and the auxiliary motor;
and the third acquisition subunit is used for acquiring the adjusted regenerative braking torques of the main motor and the auxiliary motor according to the energy conversion efficiency of the electric automobile, the maximum allowable charging power and the external torque characteristic curves of the main motor and the auxiliary motor.
16. The apparatus of any of claims 9-15, wherein the apparatus further comprises:
and the second determination module is used for determining that the required regenerative braking torque is provided by the auxiliary motor when the second determination module determines that the required regenerative braking torque does not exceed the maximum torque of the high-efficiency interval of the auxiliary motor at the current rotating speed.
17. An electronic device, comprising: a processor and a memory;
wherein the memory is to store executable program code; the processor executes a program corresponding to the executable program code by reading the executable program code stored in the memory, for executing the control method of the electric vehicle according to any one of claims 1 to 8.
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| CN111959476A (en) * | 2020-07-24 | 2020-11-20 | 东风商用车有限公司 | Intelligent management method for braking mode of hybrid commercial vehicle |
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| CN111114336B (en) | 2021-11-12 |
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