CN117622134A - Electric vehicle energy recovery control system and method considering vehicle weight factor - Google Patents
Electric vehicle energy recovery control system and method considering vehicle weight factor Download PDFInfo
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- CN117622134A CN117622134A CN202210966493.9A CN202210966493A CN117622134A CN 117622134 A CN117622134 A CN 117622134A CN 202210966493 A CN202210966493 A CN 202210966493A CN 117622134 A CN117622134 A CN 117622134A
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- desired deceleration
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18109—Braking
- B60W30/18127—Regenerative braking
-
- 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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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Automation & Control Theory (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
An electric vehicle energy recovery control scheme includes: at least the following information is obtained: accelerator pedal travel, brake pedal travel, current vehicle speed, actual vehicle weight; determining that the vehicle is to enter a deceleration state based on an accelerator pedal stroke of 0; determining a desired deceleration value in a desired deceleration profile based on brake pedal travel and a current vehicle speed; determining a negative torque value based on the desired deceleration value, the current vehicle speed, and the actual vehicle weight; the determined negative torque value is sent to a motor controller of the electric vehicle to enable the motor controller to control a drive motor of the electric vehicle to recover energy as a generator during a vehicle deceleration phase with energy recovery power determined based on the negative torque value.
Description
Technical Field
The present application relates to an energy recovery control scheme for an electric vehicle in which the weight factor of the vehicle is accounted for.
Background
In the electric vehicle driving, when the driver releases the accelerator pedal but does not depress the brake pedal, the electric vehicle enters a coasting state. When the driver releases the accelerator pedal and depresses the brake pedal, the electric vehicle enters a braking state. In both of these deceleration states, the drive motor of the vehicle may be used as a generator to charge the power battery of the vehicle with the kinetic energy of the vehicle to achieve energy recovery, while the generator produces negative torque to decelerate the vehicle. Accordingly, the electric vehicle has two energy recovery modes, i.e., a coasting recovery mode corresponding to a coasting state, and a regenerative braking mode corresponding to a braking state. Accordingly, two different negative torque profiles are stored in the overall vehicle controller. In the coasting recovery mode, the vehicle controller searches a corresponding negative torque value from a corresponding negative torque distribution map based on the vehicle speed; in the regenerative braking mode, the vehicle controller looks up a corresponding negative torque value from a corresponding negative torque profile based on the vehicle speed and brake pedal travel. The vehicle control unit sends this negative torque value to the motor control unit. The motor controller controls the generated power of the motor (which is used as a generator at this time) based on the received negative torque value, generates a corresponding braking torque for the vehicle, and simultaneously inputs electric energy to the power battery to charge the power battery.
The prior art does not take into account the variation in vehicle weight when determining the negative torque value. For vehicles with little change in vehicle weight, this way of determining a negative torque value is not too problematic. For vehicles with large changes in vehicle weights, particularly commercial vehicles, large passenger vehicles, engineering vehicles and the like, the vehicle weights may differ by several tons or even tens of tons in an empty and full load state, and the manner of determining the negative torque value is difficult to achieve both energy recovery efficiency and driving comfort. For example, if the negative torque profile is designed for an empty condition, then the energy recovery efficiency may be insufficient at mid-load or full-load conditions; if the negative torque profile is designed for the medium load condition, driving comfort may be poor in the idle condition, and energy recovery efficiency may be insufficient in the full load condition.
Disclosure of Invention
It is an object of the present application to provide an improved electric vehicle energy recovery control scheme wherein the change in vehicle weight is accounted for such that both energy recovery efficiency and driving comfort are compromised.
To achieve this object, the present application provides in one aspect an electric vehicle energy recovery control scheme comprising: at least the following information is obtained: accelerator pedal travel, brake pedal travel, current vehicle speed, actual vehicle weight; determining that the vehicle is to enter a deceleration state based on an accelerator pedal stroke of 0; determining a desired deceleration value in a desired deceleration profile based on brake pedal travel and a current vehicle speed; determining a negative torque value based on the desired deceleration value, the current vehicle speed, and the actual vehicle weight; the determined negative torque value is sent to a motor controller of the electric vehicle to enable the motor controller to control a drive motor of the electric vehicle to recover energy as a generator during a vehicle deceleration phase with energy recovery power determined based on the negative torque value.
According to the electric vehicle energy recovery control scheme, the negative torque value is corrected based on the actual vehicle weight, so that the finally obtained negative torque value for controlling the power generated by the driving motor is basically suitable for the current vehicle speed and the vehicle weight, and the electric vehicle achieves higher energy recovery efficiency and good driving comfort when decelerating energy recovery no matter no load or full load.
Drawings
The application may be further understood by reading the following detailed description with reference to the drawings in which:
FIG. 1 is a schematic block diagram of an electric vehicle energy recovery control scheme of the present application;
FIG. 2 is a flow chart of one embodiment of an electric vehicle energy recovery control scheme of the present application;
FIG. 3 is a flow chart of a modified embodiment of an electric vehicle energy recovery control scheme of the present application.
Detailed Description
The present application relates generally to an electric vehicle energy recovery control scheme that is particularly suited for energy recovery in electric vehicle deceleration where vehicle weight may vary significantly. The apparent change in the vehicle weight is considered to be a change in the vehicle weight exceeding a set rate of change when the vehicle is loaded. The specific rate of change may be preset under medium load, full load, etc. load conditions according to the specific vehicle type.
The electric vehicle to which the present application is applicable refers to a vehicle equipped with a driving motor, including a pure electric vehicle, such as a single motor, a double (multiple) motor driven pure electric vehicle, a hybrid vehicle driven by an engine and a motor, and the like, as long as the kinetic energy of the vehicle can be recovered and converted into electric energy to charge a power battery of the vehicle in vehicle deceleration.
Fig. 1 schematically shows a logic block diagram of an electric vehicle energy recovery control scheme of the present application, wherein a control unit 1 is connected with a motor controller 2, the motor controller 2 is connected with a drive motor 3, and the drive motor 3 is connected with a power battery (high-voltage battery) 5 through a battery management module 4. The motor controller 2 is also connected to the battery management module 4. The control unit 1 may be a whole vehicle controller, a module in the whole vehicle controller, or a controller which is separately formed and is in communication connection with the whole vehicle controller.
The control unit 1 is configured to be able to send a vehicle-whole demand torque signal to the motor controller 2 when the electric vehicle is driven, and the motor controller 2 determines an output torque (positive torque) of the drive motor 3 based on the vehicle-whole demand torque signal. The battery management module 4 controls the power battery 5 to supply electric power to the driving motor 3.
At the time of deceleration of the vehicle, the control unit 1 generates a negative torque value, sends the negative torque value to the motor controller 2, and the motor controller 2 determines the generated power of the drive motor 3, which is used as a generator at this time, from the negative torque value, the drive motor 3 generates power using kinetic energy of the vehicle, and charges the power battery 5 through the battery management module 4 while the drive motor 3 generates a drag torque to decelerate the vehicle.
In order to determine the negative torque value, the control unit 1 is configured to obtain at least the following information: accelerator pedal travel (i.e., depth of depression) acc_r, brake pedal travel (i.e., depth of depression) brk_r, current vehicle speed V, actual vehicle weight m. All of this information is available via the vehicle CAN bus. The accelerator pedal stroke acc_r and the brake pedal stroke brk_r are both in the form of a percentage of the maximum stroke in which the pedal is depressed.
The control unit 1 stores therein a desired deceleration map_c (which may be referred to as a first desired deceleration Map) suitable for the coasting recovery mode and a desired deceleration map_r (which may be referred to as a second desired deceleration Map) suitable for the regenerative braking mode. The desired deceleration map_c shows a correspondence between a desired deceleration value when the vehicle is coasting (brake pedal stroke brk_r is 0) and a vehicle speed, and the desired deceleration map_r shows a correspondence between a desired deceleration value when the vehicle is braking (brake pedal stroke brk_r is greater than 0) and a vehicle speed and a brake pedal stroke. The two desired deceleration profiles are pre-calibrated in consideration of the energy recovery efficiency and driving comfort during vehicle deceleration. The desired deceleration profile is actually stored in the control unit 1 in the form of a data table.
Note that the same desired deceleration profile map_c and the same desired deceleration profile map_r may be employed for different driving modes. Alternatively, the respective desired deceleration profiles map_c and map_r may be set for the different driving modes, respectively.
The control unit 1 determines that the vehicle is to enter a deceleration state based on the accelerator pedal stroke acc_r being 0, and selects a desired deceleration profile based on the accelerator pedal stroke acc_r, the brake pedal stroke brk_r to inquire about a desired deceleration value. When the accelerator pedal stroke acc_r is 0 and the brake pedal stroke brk_r is 0, the control unit 1 inquires about the desired deceleration profile map_c so as to inquire about the corresponding desired deceleration value a according to the current vehicle speed V. When the accelerator pedal stroke acc_r is 0 and the brake pedal stroke brk_r is greater than 0, the control unit 1 inquires about the desired deceleration profile map_c so as to find the corresponding desired deceleration value a according to the current vehicle speed V and the brake pedal stroke brk_r.
The desired deceleration values in the desired deceleration profile are in the form of a pre-calibrated curve or a look-up table. The vehicle weight at the time of calibrating the desired deceleration value may be the empty vehicle weight m 0 Or greater (e.g. slightly greater) than the empty vehicle weight m 0 . In actual driving, the actual vehicle weight m may vary greatly from no load, half load, full load, even overload, depending on the load of the vehicle. For this purpose, a calculation module Cal is provided in the control unit 1 for determining a negative torque value T based on the actual vehicle weight m and the desired deceleration value from the desired deceleration profile.
Firstly, a vehicle stress formula is established in a calculation module Cal:
Tv＝[F+m*a]*R
where Tv is the drag torque expected to be generated by the drive motor 3 serving as a generator when the vehicle is decelerating;
F＝A+B*V+C*V 2 is a whole vehicle running resistance expression, wherein A, B, C is a coefficient;
r is the tire radius.
Through the vehicle stress formula, the expected drag torque value Tv can be calculated. In the calculation, tv and a can take negative values, and the running resistance of the whole vehicle takes positive values.
It should be noted that the running resistance expression of the whole vehicle may mainly include factors of the rolling resistance and the air resistance of the tire, which are related to the tire characteristic, the actual vehicle weight m, the frontal area of the vehicle, and the like, where the tire characteristic and the frontal area of the vehicle may be calibrated to fixed values in advance, and the actual vehicle weight m is a variable value that can be obtained in real time. In addition, the gradient resistance of the road surface on which the vehicle is running may be counted in the whole vehicle running resistance expression. The gradient may be measured by a gradient sensor provided in the vehicle, or may be calculated from the measured value of the longitudinal acceleration sensor or the vertical acceleration sensor of the vehicle in combination with other factors (the vehicle weight, the current actual acceleration of the vehicle, etc.). Grade resistance can be calculated from the weight of the vehicle and grade.
It should be noted that the running resistance of the whole vehicle actually also contains many other factors, and is therefore difficult to calculate very accurately. Therefore, for the sake of applicability to general situations, and for ease of calculation, the overall vehicle running resistance expression is adopted here as (a+b+v+c+v) 2 ) The zero-order term, the primary term and the secondary term of the vehicle speed are contained. This is also a form of expression of the resistance to travel of the whole vehicle commonly used in the art.
After calculation of the desired drag torque value Tv, a negative torque value T to be sent by the control unit 1 to the motor controller 2 may be determined. The negative torque value T may be directly made equal to the drag torque value Tv. Alternatively, the negative torque value T may be obtained by correcting the drag torque value Tv, for example, by correcting the drag torque value Tv for different driving modes selected by the driver, accumulated learned driving habits of the driver, or the like.
After the negative torque value T is obtained, the control unit 1 sends the negative torque value T to the motor controller 2, and the motor controller 2 determines the generated power of the drive motor 3, which is used as a generator at this time, from the negative torque value T, and the drive motor 3 generates electricity using the kinetic energy of the vehicle to charge the power battery 5 while generating the drag torque to decelerate the vehicle. The control unit 1 can monitor the current vehicle speed V in real time and adjust the negative torque value T according to the current vehicle speed V, whereby closed-loop control of the recovered energy of the drive motor 3 can be achieved.
By using the vehicle stress formula, the control unit 1 can continuously and steplessly change the negative torque value T, thereby realizing the accurate control of the power generated by the driving motor 3, ensuring that the vehicle kinetic energy is utilized to generate electricity to the maximum extent when the vehicle decelerates while taking the driving comfort into consideration, and improving the recovery efficiency of the vehicle kinetic energy.
In addition, the expected deceleration is searched by adopting the expected deceleration distribution diagram, and then the factor of the actual vehicle weight is calculated by utilizing the vehicle stress formula to replace the negative torque value searched from the negative torque distribution diagram in the prior art, so that the negative torque value can better meet the requirement of the actual vehicle weight, and the indexes of the vehicle kinetic energy recovery efficiency and the driving comfort can be optimized.
According to a simplified embodiment, instead of determining the negative torque value T by means of the above-mentioned vehicle stress formula, a relational expression of the desired drag torque value Tv and the desired deceleration value a is established directly (the actual vehicle weight m is not considered in this expression), for example a simple linear relation:
Tv＝k*a
where k is a pre-calibrated constant.
The desired drag torque value Tv is then corrected based on the actual vehicle weight m to obtain a negative torque value T, for example using a simple linear relationship:
T＝(m/m 0 )*Tv
by thus determining the negative torque value from the desired deceleration value and the actual vehicle weight in a simple linear relationship, the calculation amount can be simplified, the motor control reaction speed in vehicle deceleration can be improved, while still improving the energy recovery efficiency and driving comfort with respect to the energy recovery manner in which the actual vehicle weight factor is not taken into consideration.
According to a more simplified embodiment, the actual vehicle weight m is divided into n-steps, and a corresponding correction factor f is set i And (3) making:
T＝f i *Tv，i＝1～n
for example, the setting:
first gear: no-load or low-load, e.g. the actual load of the vehicle being less than the nominal load m 1 Is 0.3 times of the correction coefficient f 1 ；
Second gear: intermediate loads, e.g. the actual load of the vehicle being the nominal load m 1 Is 0.3 to 0.7 times of the correction coefficient f 2 ；
Third gear: full load, e.g. the actual load of the vehicle being greater than the nominal load m 1 Is 0.7 times or less than the rated load m 1 Setting a correction coefficient f 3 ；
Fourth gear: overload, e.g. the actual load of the vehicle being greater than the nominal load m 1 Setting a correction coefficient f 4 。
The actual load of the vehicle can be obtained by subtracting the weight of the vehicle when the vehicle is empty from the actual vehicle weight m.
Other ways of stepping may also be used.
As the actual load of the vehicle increases, the correction coefficient f 1 To f n Is incremental.
By determining the negative torque value based on the actual load step of the vehicle, the calculation amount can be further simplified, the motor control reaction speed in vehicle deceleration can be further improved, and the energy recovery efficiency and the driving comfort can be improved relative to the energy recovery manner in which the actual vehicle weight factor is not counted.
The present application also relates to an electric vehicle energy recovery control method, which can be implemented by means of the control unit 1 shown in fig. 1. An exemplary flow of the control method of the present application is shown in fig. 2.
As shown in fig. 2, in step S1, the following information is acquired: accelerator pedal travel, brake pedal travel, current vehicle speed, actual vehicle weight, and possibly grade information;
next, in step S2, it is determined that the accelerator pedal stroke becomes 0.
Next, in step S3, it is determined whether the brake pedal stroke is greater than 0. If the judgment result is negative, the flow goes to step S4, and if the judgment result is positive, the flow goes to step S5.
In step S4, a corresponding desired deceleration value is retrieved from a desired deceleration profile suitable for the coasting recovery mode according to the current vehicle speed, and then the flow proceeds to step S6.
In step S5, a corresponding desired deceleration value is retrieved from a desired deceleration profile applicable to the regenerative braking mode based on the current vehicle speed and brake pedal travel, and then the flow proceeds to step S6.
In step S6, a negative torque value is determined based on the retrieved desired deceleration value and the actual vehicle weight.
Next, in step S7, the generated power of the drive motor of the electric vehicle is determined based on the determined negative torque value;
next, in step S8, the drive motor is caused to generate electricity as a generator and drag torque is generated based on the determined generated power of the drive motor.
After step S8, the flow may return to step S1 to perform monitoring of changes in vehicle speed, accelerator pedal, brake pedal, and real-time adjustment of the power generation operation of the drive motor.
The various features described above for the control unit 1 and the associated motor controller 2, drive motor 3, battery management module 4, power battery 5 with reference to fig. 1 are equally applicable to the control method of the present application and will not be repeated here.
Furthermore, in the energy recovery control scheme (control unit and control method) of the present application, an admission condition may be set for the incoming energy recovery, and the incoming energy recovery is allowed only when the admission condition is met. Admission conditions may include, but are not limited to:
the vehicle speed is greater than a certain limit (because the energy recovery efficiency is too low if the vehicle speed is too low);
the stroke and speed of depression of the brake pedal are not greater than the respective limits (since driver depression of the brake pedal if it is jerked generally means that the vehicle is in an emergency braking situation, requiring immediate emergency braking by the vehicle's brake system);
the current state of the power battery, in particular the amount of power, is in a state of charge allowed;
the electronic body stabilization system is not interposed.
In the control method, as schematically shown in fig. 3, a step S2a of judging whether the admission condition is met may be added between the steps S2 and S3, and if the admission condition is not met, the flow is switched back to the step S1, and if the admission condition is met, the flow is switched to the step S3.
In the control unit 1, corresponding admission conditions may be added in the part of the program between the inquiry of the desired deceleration profile.
Various adaptations of the control unit and control method described herein may be made by those skilled in the art under the principles of the present application.
The present application also relates to a machine-readable storage medium storing executable instructions that, when executed, cause a processor to perform the above-described control method.
According to the energy recovery control scheme for the electric vehicle, the actual vehicle weight factor is counted when the negative torque value is determined, so that the generated power of the driving motor can be adjusted along with the actual vehicle weight, and the dual effects of improving the energy recovery efficiency and driving comfort are achieved when the vehicle is decelerated. In particular, when the vehicle is heavy, the energy recovery efficiency can be significantly improved when the vehicle is decelerating, compared to the prior art.
Although the present application is described herein with reference to specific embodiments, the scope of the application is not intended to be limited to the details shown. Various modifications may be made to these details without departing from the underlying principles of the present application.
Claims (10)
1. A control unit for electric vehicle energy recovery configured to:
at least the following information is obtained: accelerator pedal travel (acc_r), brake pedal travel (brk_r), current vehicle speed (V), actual vehicle weight (m);
determining that the vehicle is to enter a deceleration state based on an accelerator pedal travel (acc_r) of 0;
determining a desired deceleration value (a) in a desired deceleration profile based on a brake pedal travel (brk_r) and a current vehicle speed (V);
determining a negative torque value (T) based on the desired deceleration value (a), the current vehicle speed (V), the actual vehicle weight (m);
the determined negative torque value (T) is transmitted to a motor controller (2) of the electric vehicle, so that the motor controller (2) can control a drive motor (3) of the electric vehicle to recover energy as a generator in a vehicle deceleration phase with an energy recovery power determined based on the negative torque value.
2. The control unit of claim 1, wherein the desired deceleration profile comprises:
a first desired deceleration profile (map_c) in which a correspondence relationship between a desired deceleration value when the vehicle is coasting and a current vehicle speed is defined in a state in which a brake pedal stroke (brk_r) is 0;
the second desired deceleration Map (map_r) defines a correspondence between a desired deceleration value at the time of vehicle braking in a state where the brake pedal stroke (brk_r) is greater than 0 and the vehicle speed and the brake pedal stroke.
3. The control unit according to claim 2, wherein a single first desired deceleration profile (map_c) and a single second desired deceleration profile (map_r) are provided in the control unit; or alternatively
The control unit sets a first desired deceleration profile (map_c) and a second desired deceleration profile (map_r) for different driving modes.
4. A control unit according to any one of claims 1-3, wherein the control unit is configured to:
setting a vehicle stress formula Tv= [ F+m ] a ] R, wherein F is the whole vehicle running resistance comprising a zero-order item, a primary item and a secondary item of the current vehicle speed (V), R is the tire radius, and Tv is the expected dragging torque when the vehicle decelerates;
determining a desired drag torque (Tv) using the vehicle force equation;
the desired drag torque (Tv) is used as a negative torque value (T) or corrected as a negative torque value (T).
5. The control unit according to claim 4, wherein the overall vehicle running resistance (F) includes at least a tire rolling resistance and an air resistance;
optionally, the whole vehicle running resistance (F) further comprises gradient resistance.
6. A control unit according to any one of claims 1-3, wherein the control unit is configured to:
setting a relational expression of a desired drag torque value (Tv) and a desired deceleration value (a) without taking into consideration an actual vehicle weight (m) factor;
determining a desired drag torque (Tv) based on the desired deceleration value (a) using the above-described relational expression;
the actual vehicle weight (m) is used to correct the expected drag torque (Tv) and then is used as a negative torque value (T).
7. The control unit of claim 6, wherein the control unit is configured to:
dividing an actual vehicle weight (m) into a plurality of steps based on a vehicle load state;
setting corresponding correction coefficients for each gear;
the desired drag torque (Tv) is corrected by a corresponding correction factor and then used as a negative torque value (T).
8. The control unit of any of claims 1-7, wherein the control unit is configured to:
setting energy recovery and setting admission conditions;
only if the admission condition is met, a negative torque value (T) is determined and sent to the motor controller (2).
9. A control method for electric vehicle energy recovery, comprising the steps of:
at least the following information is obtained: accelerator pedal travel, brake pedal travel, current vehicle speed, actual vehicle weight;
determining that the vehicle is to enter a deceleration state based on an accelerator pedal stroke of 0;
determining a desired deceleration value in a desired deceleration profile based on brake pedal travel and a current vehicle speed;
determining a negative torque value based on the desired deceleration value, the current vehicle speed, and the actual vehicle weight;
transmitting the determined negative torque value to a motor controller of the electric vehicle, so that the motor controller can control a driving motor of the electric vehicle to recover energy as a generator in a vehicle deceleration stage with energy recovery power determined based on the negative torque value;
optionally, the control method comprises the features in the control unit of any of claims 1-8.
10. A machine readable storage medium storing executable instructions which when executed by a processor implement the control method of claim 9.
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN118833070A (en) * | 2024-06-07 | 2024-10-25 | 陕汽集团商用车有限公司 | Intelligent energy recovery control method based on load identification |
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| CN118833070A (en) * | 2024-06-07 | 2024-10-25 | 陕汽集团商用车有限公司 | Intelligent energy recovery control method based on load identification |
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