CN118205388A

CN118205388A - Single pedal control method, device and system for pure electric vehicle

Info

Publication number: CN118205388A
Application number: CN202211615464.4A
Authority: CN
Inventors: 卢雄; 汪帆; 欧阳智; 文健峰; 杨杰君
Original assignee: CRRC Electric Vehicle Co Ltd
Current assignee: CRRC Electric Vehicle Co Ltd
Priority date: 2022-12-15
Filing date: 2022-12-15
Publication date: 2024-06-18

Abstract

The invention provides a single pedal control method, a single pedal control device and a single pedal control system for a pure electric vehicle, which are used for deciding the driving intention corresponding to a current interval by adopting a dynamic mixed interval mode based on the current state of a driving pedal and an opening and closing angle interval corresponding to the driving pedal according to the depth of the driving pedal stepped on by a driver; after the driving intention is identified, controlling the output of torque in three different states of driving, sliding and braking according to the driving intention; when the driver is identified to have braking demands, determining an opening interval of a corresponding stage according to the change of the vehicle speed or the change of the opening in the process of releasing the driving pedal, and outputting braking torque with corresponding magnitude according to the demanded deceleration. Compared with a common single pedal system, the invention can realize full-working-condition single pedal driving control, ensure the braking comfort and simultaneously ensure the maximum intensity of the braking energy recovery of the whole vehicle; the energy-saving device reduces the frequency of switching back and forth between the accelerator pedal and the brake pedal of the driver and reduces the driving burden of the driver.

Description

Single pedal control method, device and system for pure electric vehicle

Technical Field

The invention belongs to the technical field of electric vehicle control, and particularly relates to a single pedal control method, device and system for a pure electric vehicle.

Background

With the great promotion and construction of the electric automobile industry by the country, the new energy automobile industry is developed rapidly, the technology and the performance are greatly improved, and the new energy automobile industry is accepted by consumers more and more. However, the problem of cruising of electric vehicles is always affected by consumers, and how to improve cruising ability of electric vehicles is always an important point in research and development of various large vehicle enterprises. In this context, a braking energy recovery mode is proposed, and a single pedal driving mode is also established. The single pedal driving mode greatly reduces the use frequency of the brake pedal while improving the endurance of the whole vehicle, and a driver can complete a series of control on the driving, braking, stopping and parking of the whole vehicle through one pedal, so that all operations are finished at one time, the burden of the driver is reduced, the abrasion of a braking part is reduced, and the service life of the brake part is prolonged.

In the prior art, the power and torque output is not smooth enough during the driving and braking control of the single pedal control technology, the control mode is single, and the driving comfort level is still to be improved.

Disclosure of Invention

The invention aims to provide a single pedal control method, device and system for a pure electric vehicle, so as to solve at least one of the problems in the prior art.

Based on the above object, one or more embodiments of the present application provide a single pedal control method for a pure electric vehicle, which includes the following steps:

According to the depth of the driver stepping on the driving pedal, determining the driving intention corresponding to the current section by adopting a dynamic mixed section mode based on the current state of the driving pedal and the opening and closing angle section corresponding to the driving pedal; after the driving intention is identified, controlling the output of torque in three different states of driving, sliding and braking according to the driving intention; the mixing section comprises a driving pedal opening section corresponding to a driving stage, a sliding stage and a braking stage, and each opening section of the driving pedal is provided with a corresponding output torque;

When the driver is identified to have braking demand, determining an opening section of a corresponding stage according to the change of the vehicle speed or the change of the opening in the process of releasing the driving pedal, mapping the opening section into a virtual opening section of the braking pedal, calibrating the corresponding relation between the demand deceleration and the virtual opening section, wherein the corresponding relation is reflected by setting a coefficient value, is used for identifying the demand deceleration of the driver through the coefficient value, and outputting braking torque with corresponding magnitude according to the demand deceleration.

Based on the technical scheme of the invention, the following improvement can be made:

Alternatively, the output braking torque is calculated by:

wherein T _tq is braking torque, v is vehicle speed, f is rolling resistance coefficient, C _w is wind resistance coefficient, A is windward area of the automobile, eta _T is transmission efficiency, i _o is rear axle speed ratio, alpha is ramp angle, delta is rotating mass coefficient, r is tire radius, m is idle mass of the whole automobile, and a ₀ is required deceleration; g is gravitational acceleration.

Optionally, filtering the output torque when the output torque is in a non-zero crossing state; and before the zero crossing of the output torque, controlling the change rate of the output torque to be smaller than a set value, and maintaining a set period to reduce zero crossing impact.

Optionally, the driver generates a request torque when stepping on the drive pedal, and the request torque is arbitrated by the VCU and then outputs corresponding torque control;

Firstly, the VCU detects whether a single pedal mode is started, and if the single pedal mode is detected to be in an unopened state, the VCU responds to corresponding target torque set in the double pedal mode;

If the starting state is detected, whether the driving pedal is stepped on or not is continuously detected to generate the request torque, if yes, braking is prioritized, the VCU responds to the maximum value of the single pedal mode braking request torque and the formulated driving pedal request torque, and otherwise, the VCU responds to the target torque corresponding to the single pedal mode.

Alternatively, when the vehicle electric braking force is insufficient to provide sufficient braking force to achieve the system demand deceleration, the air brake is automatically interposed in advance in time to compensate for the lack of electric braking force.

Optionally, when there is a pneumatic brake request, the pneumatic brake torque is converted to a brake deceleration value, and the output torque value required for the pneumatic brake and the corresponding generated brake deceleration are calculated by:

T_Air＝T_tq-T_Emax；

a_Air＝a₀-a_Emax-a_w-a_i-a_f＝(T_Air/T_tq)*(a₀-a_w-a_i-a_f);

Then input to VCU for output control; wherein a _Emax、a_w、a_i、a_f is the deceleration value of the electric braking force, wind resistance, ramp resistance and rolling resistance acting on the whole vehicle respectively; t _Emax is the maximum allowable electric brake torque of the vehicle, T _tq is the required brake torque, and T _Air is the required pneumatic brake torque.

Optionally, when the system has no fault and the driving pedal is not stepped on and the EPB parking function is in a dormant state in the braking mode and the rotating speed of the vehicle motor is smaller than a set value, triggering the vehicle EBS entering stop function to realize temporary stop; if the EPB parking function is activated, releasing the EBS temporary parking state; otherwise, determining whether the temporary parking duration exceeds a set threshold, if so, starting the EPB parking function through an external EPB request, and then releasing the EBS function, otherwise, continuing the detection procedure of the temporary parking duration.

Optionally, the mixing section includes:

the opening interval is 0-4 when the driving pedal is stepped on, and the target torque output is 0; the opening interval is in [4-100] as the driving stage, and the output torque is increased along with the increase of the opening of the driving pedal;

the opening interval [100-22] is a driving stage when the driving pedal is loosened, and the output torque is reduced along with the reduction of the opening of the driving pedal;

The opening interval (22-17) is a coasting stage, the output torque is 0, and the opening interval (17-0) is a braking stage, and the output torque is reversed.

According to a second aspect of the invention, there is provided a single pedal control device for a pure electric vehicle, the control device comprising a memory, a processor and a communication circuit, the memory and the communication circuit being respectively coupled to the processor, wherein the communication circuit is connected to the processor, and the communication circuit performs data interaction with external terminal equipment under the control of the processor; the memory includes local storage and stores a computer program; the processor is used for running the computer program to execute the single pedal control method of the pure electric vehicle.

According to a third aspect of the present invention, there is provided a single pedal control system for a pure electric vehicle, the control system comprising:

the sensing layer is used for collecting the whole vehicle information and the whole vehicle state information in real time, wherein the whole vehicle information comprises the whole vehicle speed, the opening degree of a driving pedal, the maximum allowable electric braking torque and the whole vehicle fault state, and transmitting the information to the decision layer;

The decision layer is used for analyzing and deciding the information transmitted by the perception layer; the method comprises driving intention recognition, driving intention torque analysis, single pedal electric braking and air braking distribution, EBS air braking control, torque filtering, torque arbitration and Auto Hold control;

And the execution layer is used for executing target instructions of the decision layer, wherein the target instructions comprise motor response VCU target torque, EBS response VCU temporary stop and air brake instructions and EPB response VCU parking instructions.

The invention has the beneficial effects that the invention provides the single pedal control method, the device and the system of the pure electric vehicle, compared with the common single pedal system, the full-working-condition single pedal driving control can be realized, the braking comfort is ensured, and the whole vehicle can achieve the maximum intensity of braking energy recovery; the energy-saving device reduces the frequency of switching back and forth between the accelerator pedal and the brake pedal of the driver and reduces the driving burden of the driver.

Drawings

Fig. 1 is a schematic diagram showing a relationship between a driving intention and a driving pedal opening of a single pedal control method for a pure electric vehicle according to an embodiment of the present invention.

Fig. 2 is a schematic diagram showing a relationship between a driving intention and a driving pedal opening of a single pedal control method for a pure electric vehicle according to an embodiment of the present invention.

Fig. 3 is a schematic diagram showing a relationship between a driving intention and a driving pedal opening of a single pedal control method for a pure electric vehicle according to an embodiment of the present invention.

Fig. 4 is a schematic diagram illustrating an overall braking stress analysis of a single pedal control method for a pure electric vehicle according to an embodiment of the present invention.

Fig. 5 is a schematic diagram of torque filtering effect of a single pedal control method of a pure electric vehicle according to an embodiment of the present invention.

Fig. 6 is a schematic diagram of a torque arbitration flow of a single pedal control method for a pure electric vehicle according to an embodiment of the present invention.

Fig. 7 is a flowchart of temporary parking and EPB function control in a single pedal control method for a pure electric vehicle according to an embodiment of the present invention.

Fig. 8 is a system frame diagram of a single pedal control system of a pure electric vehicle according to an embodiment of the present invention.

Detailed Description

For the purposes of promoting an understanding of the principles and advantages of the disclosure, reference will now be made to the embodiments illustrated in the drawings and specific language will be used to describe the same.

It is noted that unless otherwise defined, technical or scientific terms used in one or more embodiments of the present application should be given the ordinary meaning as understood by one of ordinary skill in the art to which this disclosure belongs. The use of the terms "first," "second," and the like in one or more embodiments of the present application does not denote any order, quantity, or importance, but rather the terms "first," "second," and the like are used to distinguish one element from another. The word "comprising" or "comprises", and the like, means that elements or items preceding the word are included in the element or item listed after the word and equivalents thereof, but does not exclude other elements or items. The terms "connected" or "connected," and the like, are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "upper", "lower", "left", "right", etc. are used merely to indicate relative positional relationships, which may also be changed when the absolute position of the object to be described is changed.

The application provides a single pedal control method of a pure electric vehicle, which comprises the following steps of:

It can be understood that in the embodiment, the single pedal control method of the pure electric vehicle is provided, compared with a common single pedal system, the full-working-condition single pedal driving control can be realized, and the braking comfort is ensured, and meanwhile, the whole vehicle achieves the maximum intensity of braking energy recovery; the energy-saving device reduces the frequency of switching back and forth between the accelerator pedal and the brake pedal of the driver and reduces the driving burden of the driver.

Specifically, the driving intention is recognized according to the depth to which the driver steps on the drive pedal (i.e., the pedal opening percentage). In the prior art, the opening degree of a driving pedal is divided into 2 sections, when the pedal is started to be stepped on, the opening degree of the pedal is gradually increased, the output torque is 0 in the section (0-23), and the section (23-100) is the driving stage; the pedal opening gradually decreases when the pedal is released, and the interval [100-23] is the driving stage, and the interval (23-0) is the braking stage, as shown in fig. 2, the test shows that the power output has a problem of delay when the vehicle is driven, because the driver has to step on the driving pedal until the opening is larger than 23, then, the improvement is that the driving zero point when the pedal is stepped on is set to be a pedal value 4, the braking zero point when the pedal is released is set to be a pedal value 17, and particularly, as shown in fig. 3, the output torque when the pedal is started to be stepped on [0-4 ] is 0, and the driving stage is shown as [4-100 ]. When the pedal is released [100-17] is a driving stage, and (17-0) is a braking stage, wherein the braking strength of the braking stage is changed according to the current speed of the whole vehicle and the change of the opening degree of the driving pedal by taking the opening degree value a in the drawing as a demarcation point, so a is an indefinite value, but in the test, it is found that the opening degree value of the driving pedal frequently fluctuates near the driving/braking demarcation point 17 due to non-driver expected factors such as road surface jolt and the like, and the driving comfort is affected.

Based on this, this embodiment is further modified by adding a skid buffer zone between the drive and brake zones when the pedal is released. As shown in fig. 1: when the pedal is started to be stepped on, the target torque output is 0 [0-4 ], and the target torque output is [4-100] is the driving stage; when the pedal is released [100-22] is a driving stage, (22-17) is a sliding stage, (17-0) is a braking stage, the starting pedal and the pedal release are the same as the previous cases, and after the driving intention is identified, the driving, sliding and braking torque output needs to be controlled according to the driving intention.

And when the whole vehicle is in a driving stage, controlling the driving torque output. In order to maintain the driving characteristics of the whole vehicle, the driving torque is synchronous with the driving torque of the traditional double pedals, so that the driving feeling during driving is consistent with that of the traditional double pedal mode.

And controlling the sliding torque, namely controlling the sliding torque output to be 0 when the whole vehicle is in a sliding stage.

When the whole vehicle is in a braking stage, the control of torque and air brake deceleration output are most critical, because the sizes of the control torque and the air brake deceleration output directly influence the driving safety and riding comfort of the whole vehicle.

When the driver releases the pedal to brake, the driver can be considered to have a larger deceleration required for braking as the current vehicle speed is larger or the pedal is more released. Therefore, the maximum brake interval (17-0) is mapped to the virtual brake pedal opening interval [0-100] to reflect the degree of driver pedal release, and a MAP1 (shown in table 1) of the coefficient β of the virtual brake pedal opening Vbd and the total required deceleration a ₀(m.s^-2 is calibrated according to the actual situation on site. Since the vehicle speed V and the required deceleration are also in positive correlation, the same can be said to MAP2 (as shown in table 2) of the required deceleration a (m.s ^-2) corresponding to the different vehicle speeds (which is related to the vehicle speed only). The product of the outputs β of 2 MAPs and a yields the total required deceleration a0 (m.s ^-2) (related to the drive pedal opening and the vehicle speed), which reflects the driver's demand for the target deceleration during braking.

Table 1Vbd (%) corresponds to the calibration of the coefficient β of a ₀

Vbd	β	Vbd	β
				0	0	50	0.72
10	0.28	60	0.75
				20	0.55	70	0.80
30	0.63	80	0.90
				35	0.66	90	0.95
40	0.69	100	1

TABLE 2 calibration of V (km.h ^-1) to a (m.s ^-2) at brake request

For pure electric buses, the braking force sources of the pure electric buses are feedback electric braking force output by a driving motor and air braking force output by a braking system. Since VCU interacts with the motor through brake torque rather than deceleration, it is necessary to convert the demanded deceleration to a target brake torque to control the output of the electric braking force. The whole vehicle is subjected to stress analysis during braking, as shown in fig. 4;

According to the mechanical balance state of the vehicle during braking on the road, the following mechanical balance equation is established:

F_j＝F_f+F_w+F_i+F_t；

Wherein F _f is rolling resistance, F _w is wind resistance, F _i is ramp resistance, F _j is acceleration resistance (same as the movement direction during braking), F _t is target braking force (sum of electric braking force and EBS air braking force), and each component force calculation equation is as follows:

F_f＝mg·f·cosα；

F_i＝mg·sinα；

F_j＝δ·m·a₀；

The output braking torque is then calculated by:

In this embodiment, the vehicle for illustration is a motor direct-drive transmission structure, that is, a power output shaft gear of a driving motor is directly connected with a main speed reducer input shaft gear of a rear axle for transmission, and when the whole vehicle is mutually converted between a driving working condition and a braking working condition, the impact of the moment of change of the torque direction (abbreviated as torque zero crossing) on the main speed reducer gear is relatively large. In order to reduce the torque zero crossing impact and improve the riding comfort, the torque needs to be filtered: in the state that the torque is not zero crossing, the actual torque is required to respond to the request torque of a driver in time, so that the torque change is required to be as fast as possible; the torque change rate is as small as possible 120N.m (calibrated according to actual conditions) before zero crossing of the torque, and the zero crossing time of 100ms is maintained, so that gears are meshed slowly, and zero crossing impact is reduced. The effect before and after torque filtering is schematically shown in fig. 5.

However, an off-seat brake request torque is also generated by the driver, and the VCU is required to arbitrate the torque when the system responds to the torque reasonably.

If the driver steps on the brake pedal, it indicates that there is a strong braking intention, and the off-seat braking request torque is not 0, but the pedal braking torque increases from 0 as the driver steps on the brake pedal, so in order to prevent the situation that the brake torque suddenly decreases to 0 and then starts to increase to cause the shake of the whole vehicle, the system should respond to the larger value of the brake torque in the two, and the specific flow chart is shown in fig. 6.

When the electric braking force is insufficient to provide sufficient braking force to achieve the deceleration demanded by the system, automatic intervention of the braking system in time is required to compensate for the lack of electric braking force. Because the VCU sends out the air brake control command to reflect the air brake force to the wheel end, the delay of about 600-800 ms exists, and in order to ensure the continuity of the brake force, the air brake force is intervened in advance for a period of time (calibrated according to the actual state) so as to eliminate the problem of air brake force delay.

Because VCU interacts with the air brake system through a deceleration value rather than a torque value, when the system has an air brake request, i.e., T _tq, greater than the current vehicle maximum allowable electric brake torque T _Emax, it is necessary to convert air brake torque T _Air to an air brake deceleration value a _Air for output control. The calculation method is as follows:

T_Air＝T_tq-T_Emax；

a_Air＝a₀-a_Emax-a_w-a_i-a_f＝(T_Air/T_tq)*(a₀-a_w-a_i-a_f);

As shown in fig. 7, the driver can complete the parking and the parking with one pedal using the parking function interface of the EBS system and the automatic parking function interface of the EPB system. In the running process of the vehicle, the temporary parking scene is quite common, a driver can control the vehicle to stop just by using a single pedal, and the problem of sliding the vehicle can not occur even if the driver does not step on the brake pedal. At the same time, the meter can remind the driver that the vehicle enters the temporary stop state at the moment. If the driver needs to continue running, the driver only needs to lightly step on the driving pedal. If the vehicle is in the temporary parking state for 60 seconds (time is adjustable), the system can automatically trigger an automatic parking function (EPB) to eliminate potential safety hazards in order to prevent a safety accident caused by the disappearance of temporary parking force due to abnormal power failure or other faults, and at the moment, the instrument can remind a driver that the vehicle enters the automatic parking state.

In another embodiment, a single pedal control device of a pure electric vehicle is provided, the control device comprises a memory, a processor and a communication circuit, the memory and the communication circuit are respectively coupled with the processor, wherein the communication circuit is connected with the processor, and the communication circuit performs data interaction with external terminal equipment under the control of the processor; the memory includes local storage and stores a computer program; the processor is configured to run the computer program to execute the single pedal control method of the pure electric vehicle.

In still another embodiment, a single pedal control system of a pure electric vehicle is provided, as shown in fig. 8, where the control system includes:

In this embodiment, according to the driving behavior of the driver, the driving intention corresponding to the current section can be determined by adopting a mixed section mode, so as to solve the problem that the driver in the traditional single-pedal control strategy needs to step on the driving pedal to a very deep degree before power output exists. When a driver has a single-pedal braking requirement, the system adopts a strategy of electric braking and air braking distribution based on a dynamic model to brake the whole vehicle until the braking speed is 0. The pneumatic brake, autoHold temporary parking and EPB parking are controlled in a linkage mode, namely when the pneumatic brake brakes the whole vehicle, autoHold temporary parking is started, an instrument can remind a driver that the vehicle enters a temporary parking state at the moment after the parking is successful, and meanwhile, the system requests the pneumatic brake to exit; when AutoHold parked vehicles exceed 60 seconds, in order to prevent a safety accident caused by the disappearance of AutoHold parked braking force due to abnormal power failure or other faults, the system can automatically trigger an automatic parking function (EPB) to eliminate potential safety hazards, and at the moment, an instrument can remind a driver that the vehicles enter the EPB automatic parking state at the moment. The torque filtering improves the driving comfort.

It will be appreciated by those skilled in the art that embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.

The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create a system for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

While preferred embodiments of the present invention have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. It is therefore intended that the following claims be interpreted as including the preferred embodiments and all such alterations and modifications as fall within the scope of the invention.

It will be apparent to those skilled in the art that various modifications and variations can be made to the present invention without departing from the spirit or scope of the invention. Thus, it is intended that the present invention also include such modifications and alterations insofar as they come within the scope of the appended claims or the equivalents thereof.

Claims

1. The single pedal control method for the pure electric vehicle is characterized by comprising the following steps of:

2. The single pedal control method of a pure electric vehicle according to claim 1, wherein the output braking torque is calculated by:

3. The single pedal control method of a pure electric vehicle according to claim 2, wherein the output torque is filtered when the output torque is in a non-zero crossing state; and before the zero crossing of the output torque, controlling the change rate of the output torque to be smaller than a set value, and maintaining a set period to reduce zero crossing impact.

4. The single pedal control method of a pure electric vehicle according to claim 3, wherein a driver generates a request torque when stepping on a driving pedal, and the request torque is arbitrated by the VCU and then outputs a corresponding torque control;

5. The single pedal control method of a pure electric vehicle according to claim 4, wherein when the electric braking force of the vehicle is insufficient to provide enough braking force to reach the system demand deceleration, the air brake is automatically interposed in advance in time to compensate for the deficiency of the electric braking force.

6. The single pedal control method of a pure electric vehicle according to claim 5, wherein when there is an air brake request, the air brake torque is converted into a brake deceleration value, and the output torque value required for the air brake and the corresponding generated brake deceleration are calculated by:

T_Air＝T_tq-T_Emax；

a_Air＝a₀-a_Emax-a_w-a_i-a_f＝(T_Air/T_tq)*(a₀-a_w-a_i-a_f);

7. The single pedal control method of the pure electric vehicle according to claim 6, wherein when the system is fault-free and the driving pedal is not stepped on and the EPB parking function is in a dormant state in the braking mode and the rotation speed of the vehicle motor is less than a set value, the EBS entering parking function of the vehicle is triggered to realize temporary parking; if the EPB parking function is activated, releasing the EBS temporary parking state; otherwise, determining whether the temporary parking duration exceeds a set threshold, if so, starting the EPB parking function through an external EPB request, and then releasing the EBS function, otherwise, continuing the detection procedure of the temporary parking duration.

8. The single pedal control method of a pure electric vehicle according to claim 1, wherein the mixing section includes:

9. The single pedal control device of the pure electric automobile is characterized by comprising a memory, a processor and a communication circuit, wherein the memory and the communication circuit are respectively coupled with the processor, the communication circuit is connected with the processor, and the communication circuit performs data interaction with external terminal equipment under the control of the processor; the memory includes local storage and stores a computer program; the processor is configured to execute the computer program to perform the single pedal control method of a pure electric vehicle as set forth in any one of claims 1 to 8.

10. Pure electric automobile single pedal control system, characterized by, control system includes: