CN111391675A - Variable braking torque energy recovery control method for electric automobile - Google Patents
Variable braking torque energy recovery control method for electric automobile Download PDFInfo
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- CN111391675A CN111391675A CN202010247732.6A CN202010247732A CN111391675A CN 111391675 A CN111391675 A CN 111391675A CN 202010247732 A CN202010247732 A CN 202010247732A CN 111391675 A CN111391675 A CN 111391675A
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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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- 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
- B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
- B60Q9/00—Arrangement or adaptation of signal devices not provided for in one of main groups B60Q1/00 - B60Q7/00, e.g. haptic signalling
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/421—Speed
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
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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
- B60L2250/00—Driver interactions
- B60L2250/26—Driver interactions by pedal actuation
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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)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Human Computer Interaction (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention relates to the technical field of automobile control, in particular to a variable braking torque energy recovery control method for an electric automobile, which comprises the steps of obtaining β, Kp and α, if the change rate of the rotating speed of a motor β is not greater than a set rotating speed change rate threshold value, a brake pedal opening value Kp is smaller than a set pedal opening value threshold value, a brake pedal opening change rate α is smaller than a set pedal opening change rate threshold value, a common braking mode is used for braking control of the motor, if the change rate of the rotating speed of the motor β is smaller than the set rotating speed change rate threshold value, or the brake pedal opening value is not smaller than the set pedal opening value threshold value, or the brake pedal opening change rate α is not smaller than the set pedal opening change rate threshold value, an economic braking mode is used for braking control of the motor, compared with the common braking mode, the economic braking mode has a larger braking torque peak value and faster braking torque acceleration speed increasing mileage.
Description
Technical Field
The invention relates to the technical field of automobile control, in particular to a variable braking torque energy recovery control method for an electric automobile.
Background
When the electric automobile normally runs, after the brake pedal is stepped on, the controller sends braking torque to the motor controller after receiving a brake pedal signal in combination with the running state of the automobile. At the moment, the working mode of the motor is converted into a generator by the driving motor, and energy recovery can be generated to reversely charge the power battery while auxiliary braking is carried out.
Under the condition of the prior art, as long as the stepping depth of a brake pedal is the same as the rotating speed of a motor, the controller applies the same brake torque to carry out brake control. In case of emergency braking or increasing braking torque due to non-ideal braking effect, there will be braking energy feedback waste.
Disclosure of Invention
The invention aims to provide a variable braking torque energy recovery control method for an electric vehicle, which can improve the energy recovery utilization rate and overcome the defects of the prior art.
The technical scheme of the invention is as follows: comprises that
Obtaining a motor rotating speed change rate β, a brake pedal opening value Kp and a brake pedal opening change rate α;
if the motor rotation speed change rate β is not greater than the set rotation speed change rate threshold, the brake pedal opening value Kp is smaller than the set pedal opening threshold, and the brake pedal opening change rate α is smaller than the set pedal opening change rate threshold, performing brake control on the motor by using a common brake mode;
if the motor rotation speed change rate β is smaller than a set rotation speed change rate threshold, or the brake pedal opening degree value is not smaller than a set pedal opening degree threshold, or the brake pedal opening degree change rate α is not smaller than a set pedal opening degree change rate threshold, the motor is subjected to brake control by using an economic brake mode;
the economy braking mode has a greater braking torque peak and a faster braking torque ramp-up than the ordinary braking mode.
Preferably, in the ordinary braking mode, the braking torque is calculated in real time according to the first braking torque maximum value curve Tlow and the first braking torque change rate curve T1_ low, and the motor is subjected to braking control according to the braking torque;
under the economic braking mode, calculating braking torque in real time according to a second braking torque maximum value curve Thigh and a second braking torque change rate curve T2_ high, and performing braking control on the motor according to the braking torque;
the torque value of Thigh at each sampling point is greater than Tlow, and the torque change rate of T2_ high at each sampling point is greater than T1_ low.
More preferably, the Thigh is K2 × Tlow, and K2 is greater than 1.
Preferably, T2_ high ═ K4 ═ T1_ low, and K4 is greater than 1.
Preferably, in the economic braking mode, the controller sends a text prompt to the meter.
The invention has the beneficial effects that: according to the scheme, the change rate of the brake pedal after braking and the speed reduction trend of the rotating speed of the motor are fully considered, and when the braking is quicker or the rotating speed of the motor after braking is slower, the controller can calculate a larger braking torque peak value and a faster braking torque increasing speed, so that larger braking force and more energy feedback are obtained. The braking energy is recovered to the maximum extent, the energy is saved, and the endurance mileage is improved.
Drawings
FIG. 1 is a schematic diagram of the control logic of the present invention;
FIG. 2 is a schematic graph comparing Tlow and Thigh curves;
FIG. 3 is a graph comparing T1_ low and T2_ high curves.
Detailed Description
The invention will be further described in detail with reference to the following drawings and specific examples, which are not intended to limit the invention, but are for clear understanding.
As shown in fig. 1, the control flow of this scheme is as follows:
the controller acquires the motor speed change rate β, the brake pedal opening value Kp and the brake pedal opening change rate α;
if the motor rotation speed change rate β is not greater than the set rotation speed change rate threshold, the brake pedal opening value Kp is smaller than the set pedal opening threshold, and the brake pedal opening change rate α is smaller than the set pedal opening change rate threshold, performing brake control on the motor by using a common brake mode;
if the motor rotation speed change rate β is smaller than a set rotation speed change rate threshold, or the brake pedal opening degree value is not smaller than a set pedal opening degree threshold, or the brake pedal opening degree change rate α is not smaller than a set pedal opening degree change rate threshold, the motor is subjected to brake control by using an economic brake mode;
the economy braking mode has a larger braking torque peak and a faster braking torque acceleration rate than the ordinary braking mode.
Under the ordinary braking mode, the braking torque is calculated in real time according to a first braking torque maximum value curve Tlow and a first braking torque change rate curve T1_ low, and the motor is subjected to braking control according to the braking torque;
and under the economic braking mode, calculating the braking torque in real time according to a second braking torque maximum value curve Thigh and a second braking torque change rate curve T2_ high, and performing braking control on the motor according to the braking torque.
The brake pedal opening value Kp is obtained by calculation according to a brake pedal analog quantity signal acquired by a controller in real time, and the process is as follows:
when the brake pedal is not stepped on, the brake pedal opening value signal collected by the controller is K1, a threshold value Kmin is set at the moment, and the Kmin is required to be K1 × 0.9; when the brake pedal is stepped to the bottom, the brake pedal opening value signal collected by the controller is K2, a threshold value Kmax is set at the moment, and the Kmax is required to be K2 × 0.95;
the opening degree of the brake pedal can be calculated from the set threshold values Kmin and Kmax. When the brake pedal is stepped on, a signal acquired by the controller is K, and when K & ltkmin & gt, the opening Kp of the brake pedal is 0%; when K > is Kmax, the brake pedal opening Kp is 100%; when Kmin < K < Kmax, brake pedal opening Kp is (K-Kmin)/(Kmax-Kmin).
The brake pedal opening degree change rate α is obtained according to the change of the analog quantity signal in the unit time of the brake pedal opening degree, and the process is as follows:
the controller acquires that the opening degree of the brake pedal before a certain time is Kp1, and acquires that the opening degree of the brake pedal at the current time is Kp2, the change rate of the brake pedal is α ═ Kp2-Kp1)/T1 in the period T1, the more rapidly the brake pedal is stepped on, the larger the change value of the opening degree of the brake pedal in a certain time is, the larger the α value is, and otherwise, the value of α is smaller.
The controller receives the motor rotating speed signal in real time, and calculates the change rate of the motor rotating speed in unit time according to the change quantity of the motor rotating speed in unit time:
the controller acquires that the motor speed before a certain moment is V1, and acquires that the current motor speed is V2, and in the period T2, the change rate of the motor speed is β ═ V1-V2)/T2.
When braking is performed, the motor speed is reduced, namely the motor speed V1 at the previous moment is greater than the motor speed V2 at the current moment, the larger the braking force is, the larger the value of the reduction of the motor speed is, namely the β value is, and otherwise the β value is smaller.
As shown in fig. 2, Thigh has a torque value greater than Tlow at each sampling point.
In the present embodiment, the first braking torque maximum value curve Tlow and the second braking torque maximum value curve Thigh are calculated as follows:
and the controller calculates the maximum braking power P according to the battery management system data, the external characteristics of the motor, the motor controller data and the vehicle body parameters. The controller collects the motor speed V2 in real time, and calculates the maximum reverse torque T which can be generated by the motor according to the maximum braking power P, namely P9550/V2.
When the motor speed V2 is greater than the set motor speed threshold, the braking torque is allowed to be generated, and when Vmot is less than or equal to the set motor speed threshold, the maximum reverse braking torque which can be generated by the motor is also 0.
The speed of the vehicle is divided into three speed intervals according to the low speed, the medium speed and the high speed. When the vehicle runs in a medium-speed and high-speed running interval, the maximum braking torque Trq _ Max of the vehicle is K1T, and the value of K1 is far smaller than 1, so that the actually used braking torque is ensured to be smaller than the maximum reverse torque which can be generated by the motor; when the vehicle is in the low-speed running section, the vehicle maximum braking torque Trq _ Max is a smooth curve that increases from 0.
According to the maximum braking torque Trq _ Max of the vehicle, a first braking torque maximum value curve Tlow is set under a normal working condition, Tlow is smaller than Trq _ Max, and Tlow is generally 0.5-0.8 times of Trq _ Max. When a larger braking force is to be obtained, a larger braking torque is required, and a braking torque maximum value curve larger than Tlow is set, that is, a second braking torque maximum value curve Thigh is K2 × Tlow, and K2 is larger than 1. At each sampling point of the curve Trq _ Max > Thigh > Tlow.
As shown in FIG. 3, the rate of change of torque at each sample point of T2_ high is greater than T1_ low, and the first brake torque rate of change curve T1_ low and the second brake torque rate of change curve T2_ high are calculated as follows:
the controller performs operation calculation according to a period, and the brake torque change rate is a numerical value of the brake torque increased from the previous period in the period.
When the rotating speed of the motor is larger than a certain threshold value, the increment of the braking torque in one sampling period is larger than 0, and otherwise, the increment is equal to 0. The braking torque rate of change curve Trq _ Add — K3 × Trq _ Max, K3 is typically less than 5%. The actual setting of the brake torque rate of change curve is not limited to the above formula, and the corresponding value may be modified by calibration according to the field situation.
According to the brake torque change rate curve Trq _ Add, under the normal working condition, the brake torque change rate curve is a first brake torque change rate curve T1_ low, T1_ low is less than or equal to Trq _ Add, and generally T1_ low is 0.8-1 time of Trq _ Add. When a larger braking force is to be obtained under the condition of obtaining a larger braking force, a larger braking torque increasing speed is required, so that a larger braking torque change rate curve, namely a second braking torque change rate curve T2_ high-K4-T1 _ low, K4 is larger than 1, and T2_ high-T1 _ low is set at each sampling point of the curve.
Under the ordinary braking mode of the scheme, the calculated braking torque is smaller, and the energy feedback is less; under the economic braking mode, the calculated braking torque is larger, and the energy feedback is more.
After the controller calls the curve Thigh or the curve T2_ high, the controller sends an economic brake word to the instrument through the bus, a driver can observe that the vehicle is in an economic brake mode on the instrument, and the braking force under the braking is larger, so that more braking energy is recovered.
Details not described in this specification are within the skill of the art that are well known to those skilled in the art.
Claims (5)
1. A variable braking torque energy recovery control method of an electric automobile is characterized by comprising the steps of obtaining a motor rotating speed change rate β, a brake pedal opening value Kp and a brake pedal opening change rate α;
if the motor rotation speed change rate β is not greater than the set rotation speed change rate threshold, the brake pedal opening value Kp is smaller than the set pedal opening threshold, and the brake pedal opening change rate α is smaller than the set pedal opening change rate threshold, performing brake control on the motor by using a common brake mode;
if the motor rotation speed change rate β is smaller than a set rotation speed change rate threshold, or the brake pedal opening degree value is not smaller than a set pedal opening degree threshold, or the brake pedal opening degree change rate α is not smaller than a set pedal opening degree change rate threshold, the motor is subjected to brake control by using an economic brake mode;
the economy braking mode has a greater braking torque peak and a faster braking torque ramp-up than the ordinary braking mode.
2. The variable braking torque energy recovery control method of an electric vehicle according to claim 1, characterized in that:
under the ordinary braking mode, calculating braking torque in real time according to a first braking torque maximum value curve Tlow and a first braking torque change rate curve T1_ low, and performing braking control on the motor according to the braking torque;
under the economic braking mode, calculating braking torque in real time according to a second braking torque maximum value curve Thigh and a second braking torque change rate curve T2_ high, and performing braking control on the motor according to the braking torque;
the torque value of Thigh at each sampling point is greater than Tlow, and the torque change rate of T2_ high at each sampling point is greater than T1_ low.
3. The variable braking torque energy recovery control method of an electric vehicle according to claim 2, characterized in that: the Thigh-K2 Tlow, and the K2 is greater than 1.
4. The variable braking torque energy recovery control method of an electric vehicle according to claim 2, characterized in that: the T2_ high ═ K4 ═ T1_ low, and the K4 is greater than 1.
5. The variable braking torque energy recovery control method of an electric vehicle according to claim 1, characterized in that: and under the economic braking mode, the controller sends a text prompt to the instrument.
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| CN202010247732.6A CN111391675B (en) | 2020-03-31 | 2020-03-31 | Variable braking torque energy recovery control method for electric automobile |
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| CN202010247732.6A CN111391675B (en) | 2020-03-31 | 2020-03-31 | Variable braking torque energy recovery control method for electric automobile |
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| CN111391675B CN111391675B (en) | 2022-03-15 |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112373455A (en) * | 2020-11-12 | 2021-02-19 | 安徽江淮汽车集团股份有限公司 | Automobile motor braking method, device, equipment and storage medium |
| CN112428829A (en) * | 2020-11-30 | 2021-03-02 | 合肥巨一动力***有限公司 | Braking energy feedback control method for electric automobile |
| CN112477609A (en) * | 2020-11-10 | 2021-03-12 | 东风汽车集团有限公司 | Electric vehicle and electric vehicle sliding energy recovery method and recovery system |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN112477609A (en) * | 2020-11-10 | 2021-03-12 | 东风汽车集团有限公司 | Electric vehicle and electric vehicle sliding energy recovery method and recovery system |
| CN112477609B (en) * | 2020-11-10 | 2022-05-31 | 东风汽车集团有限公司 | Electric vehicle and electric vehicle sliding energy recovery method and recovery system |
| CN112373455A (en) * | 2020-11-12 | 2021-02-19 | 安徽江淮汽车集团股份有限公司 | Automobile motor braking method, device, equipment and storage medium |
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| CN112428829A (en) * | 2020-11-30 | 2021-03-02 | 合肥巨一动力***有限公司 | Braking energy feedback control method for electric automobile |
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| CN111391675B (en) | 2022-03-15 |
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