CN112428828B - Kinetic energy recovery method and system - Google Patents

Kinetic energy recovery method and system Download PDF

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Publication number
CN112428828B
CN112428828B CN201910792635.2A CN201910792635A CN112428828B CN 112428828 B CN112428828 B CN 112428828B CN 201910792635 A CN201910792635 A CN 201910792635A CN 112428828 B CN112428828 B CN 112428828B
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deceleration
motor
power
generated
controlling
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CN112428828A (en
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赵沂
齐方庭
武笛
阳鹏
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SAIC Motor Corp Ltd
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SAIC Motor Corp Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/15—Preventing overcharging
    • 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)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention belongs to the field of electric vehicles, and provides a kinetic energy recovery method and a kinetic energy recovery system. The deceleration of the vehicle is kept consistent with the driving intention, so that the driving experience of a user is improved; in addition, the actual charging power of the power battery is limited below the maximum allowable charging power of the power battery, so that the damage to the power battery caused by exceeding the charging power which can be borne by the power battery can be effectively avoided, and the service life of the power battery is ensured.

Description

Kinetic energy recovery method and system
Technical Field
The present invention relates to the field of electric vehicles, and more particularly, to a kinetic energy recovery method and system.
Background
The existing electric vehicles are generally provided with an energy recovery function. In the existing energy recovery process, when the inertia of a vehicle enables wheels to drive a motor to rotate, the driving motor is in a power generation mode to charge a power battery. However, the energy recovery capability of the power battery is related to the SOC (State of Charge) of the power battery, and the like, and it is not guaranteed that the vehicle deceleration matches the driving intention, which results in poor driving experience for the user.
Disclosure of Invention
In view of the above, the present invention provides a kinetic energy recovery method and system, which are intended to achieve the purpose of keeping the deceleration of a vehicle consistent with a driving intention, so as to improve the driving experience of a user.
In order to achieve the above object, the proposed solution is as follows:
a kinetic energy recovery method applied to an electric vehicle includes:
acquiring a required deceleration of a driver;
calculating to obtain the maximum allowable charging power of the power battery according to the parameter information of the power battery;
calculating to obtain a first deceleration which is the deceleration generated when the motor charges the power battery according to the maximum allowable charging power;
and judging whether the required deceleration is larger than the first deceleration, if so, controlling the motor to brake according to the motor torque required when the first deceleration is generated, and controlling a brake disc to brake according to the friction force required when a second deceleration is generated, wherein the second deceleration is the difference obtained by subtracting the first deceleration from the required deceleration, and if not, controlling the motor to brake according to the motor torque required when the required deceleration is generated.
Optionally, before the step of controlling the motor to brake according to the motor torque required when the first deceleration is generated and controlling the brake disc to brake according to the friction force required when the second deceleration is generated, the method further includes:
calculating to obtain a third deceleration which is the deceleration generated when the motor is at the lowest conversion efficiency and charges the power battery according to the maximum allowable charging power;
and judging whether the required deceleration is larger than the third deceleration, if so, executing the steps of controlling the motor to brake according to the motor torque required when the first deceleration is generated and controlling the brake disc to brake according to the friction force required when the second deceleration is generated, otherwise, calculating to obtain a first conversion efficiency, controlling the motor to be at the first conversion efficiency, controlling the motor to brake according to the motor torque required when the required deceleration is generated, and controlling the motor to brake according to the maximum allowable charging power when the motor brakes according to the motor torque required when the required deceleration is generated and charging the power battery according to the maximum allowable charging power.
Optionally, the step of controlling the motor to brake according to the motor torque required when the first deceleration is generated, and controlling the brake disc to brake according to the friction force required when the second deceleration is generated is replaced with:
and controlling the motor to be at the lowest conversion efficiency and braking according to the motor torque required when the third deceleration is generated, and controlling the brake disc to brake according to the friction force required when the fourth deceleration is generated, wherein the fourth deceleration is the difference of the third deceleration subtracted from the required deceleration.
Optionally, before the step of controlling the motor to brake according to the motor torque required when the first deceleration is generated and controlling the brake disc to brake according to the friction force required when the second deceleration is generated, the method further comprises:
judging whether the temperature of the power battery is lower than a preset temperature threshold value or not, if so, acquiring the maximum power of a power battery heating device, otherwise, executing the steps of braking the control motor according to the motor torque required when the first deceleration is generated and braking the brake disc according to the friction force required when the second deceleration is generated;
calculating to obtain a fifth deceleration, wherein the fifth deceleration is the deceleration generated when the motor charges the power battery according to the maximum allowable charging power and supplies power to the power battery heating device according to the maximum power;
and judging whether the required deceleration is larger than the fifth deceleration, if so, executing the step of controlling the motor to brake according to the motor torque required when the first deceleration is generated, and controlling a brake disc to brake according to the friction force required when the second deceleration is generated, otherwise, controlling the motor to brake according to the motor torque required when the required deceleration is generated, charging the power battery according to the maximum allowable charging power, and supplying energy to the power battery heating device according to first power, wherein the first power is the difference value obtained by subtracting the maximum allowable charging power from the total output power when the motor brakes according to the motor torque required when the required deceleration is generated.
Optionally, when the required deceleration is greater than the fifth deceleration, the step of controlling the motor to brake according to the motor torque required when the first deceleration is generated, and controlling the brake disc to brake according to the friction force required when the second deceleration is generated is replaced with:
and when the required deceleration is larger than the fifth deceleration, controlling the motor to brake according to the motor torque required when the fifth deceleration is generated, controlling the motor to charge the power battery according to the maximum allowable charging power and supply power to the power battery heating device according to the maximum power, and controlling the brake disc to brake according to the friction force required when a sixth deceleration is generated, wherein the sixth deceleration is the difference of the required deceleration minus the fifth deceleration.
A kinetic energy recovery system for an electric vehicle, comprising:
a required deceleration obtaining unit for obtaining a required deceleration of the driver;
the charging power threshold calculation unit is used for calculating the maximum allowable charging power of the power battery according to the parameter information of the power battery;
a first deceleration calculating unit configured to calculate a first deceleration that is a deceleration generated when the motor charges the power battery in accordance with the maximum allowable charging power;
the first judgment unit is used for judging whether the required deceleration is larger than the first deceleration, if so, the first energy recovery unit is executed, and if not, the second energy recovery unit is executed;
the first energy recovery unit is used for controlling the motor to brake according to motor torque required when the first deceleration is generated and controlling a brake disc to brake according to friction force required when a second deceleration is generated, and the second deceleration is a difference obtained by subtracting the first deceleration from the required deceleration;
the second energy recovery unit is used for controlling the motor to brake according to the motor torque required when the required deceleration is generated.
Optionally, the kinetic energy recovery system further includes:
a third deceleration calculating unit configured to calculate a third deceleration, which is a deceleration generated when the motor is at the lowest conversion efficiency and the power battery is charged according to the maximum allowable charging power;
a second determination unit, configured to determine whether the required deceleration is greater than the third deceleration, if yes, execute the first energy recovery unit, and if not, execute a third energy recovery unit;
the third energy recovery unit is configured to calculate a first conversion efficiency, control the motor to be at the first conversion efficiency, and control the motor to brake according to a motor torque required when the required deceleration is generated, where the first conversion efficiency is a conversion efficiency when the motor brakes according to the motor torque required when the required deceleration is generated and charges the power battery according to the maximum allowable charging power.
Optionally, when the required deceleration is greater than the third deceleration, the first energy recovery unit is executed, instead of: executing a sixth energy recovery unit when the required deceleration is greater than the third deceleration;
the sixth energy recovery unit is used for controlling the motor to be at the lowest conversion efficiency, controlling the motor to brake according to the motor torque required when the third deceleration is generated, and controlling the brake disc to brake according to the friction force required when the fourth deceleration is generated, wherein the fourth deceleration is the difference of the required deceleration minus the third deceleration.
Optionally, the kinetic energy recovery system further includes:
the third judgment unit is used for judging whether the temperature of the power battery is lower than a preset temperature threshold value or not, if so, executing the maximum power acquisition unit, and if not, executing the first energy recovery unit;
the maximum power obtaining unit is used for obtaining the maximum power of the power battery heating device;
a fifth deceleration calculating unit, configured to calculate a fifth deceleration, where the fifth deceleration is a deceleration generated when the motor charges the power battery according to the maximum allowable charging power and supplies power to the power battery heating device according to the maximum power;
a fourth determining unit, configured to determine whether the required deceleration is greater than the fifth deceleration, if yes, execute the first energy recovery unit, and if no, execute a fourth energy recovery unit;
the fourth energy recovery unit is configured to control the motor to brake according to a motor torque required when the required deceleration is generated, charge the power battery according to the maximum allowable charging power, and supply power to the power battery heating device according to a first power, where the first power is a difference value obtained by subtracting the maximum allowable charging power from a total output power of the motor when the motor brakes according to the motor torque required when the required deceleration is generated.
Optionally, when the demanded deceleration is greater than the fifth deceleration, the first energy recovery unit is executed, instead of: executing a fifth energy recovery unit when the required deceleration is greater than the fifth deceleration;
the fifth energy recovery unit is used for controlling the motor to brake according to the motor torque required when the fifth deceleration is generated, controlling the motor to charge the power battery according to the maximum allowable charging power and supply energy to the power battery heating device according to the maximum power, and controlling the brake disc to brake according to the friction force required when a sixth deceleration is generated, wherein the sixth deceleration is the difference of the required deceleration minus the fifth deceleration.
Compared with the prior art, the technical scheme of the invention has the following advantages:
according to the kinetic energy recovery method applied to the electric vehicle, the actual charging power of the power battery is limited below the maximum allowable charging power of the power battery, and when the energy recovery capacity of the power battery cannot meet the deceleration required by a driver, braking is performed through the brake disc. The deceleration of the vehicle is kept consistent with the driving intention, so that the driving experience of a user is improved; in addition, the actual charging power of the power battery is limited below the maximum allowable charging power of the power battery, so that the damage to the power battery caused by exceeding the charging power which can be borne by the power battery can be effectively avoided, and the service life of the power battery is ensured.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the embodiments or the prior art descriptions will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.
FIG. 1 is a flow chart of a kinetic energy recovery method according to an embodiment of the present invention;
FIG. 2 is a flow chart of another method for recovering kinetic energy according to an embodiment of the present invention;
FIG. 3 is a flow chart of another kinetic energy recovery method according to an embodiment of the present invention;
fig. 4 is a schematic structural diagram of a kinetic energy recovery system according to an embodiment of the present invention.
Detailed Description
The core idea of the invention is that the deceleration of the vehicle is consistent with the driving intention through diversified energy flow direction, thereby improving the driving experience of the user. The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The embodiment provides a kinetic energy recovery method, and as shown in fig. 1, the method may include the steps of:
s11: acquiring the driver's demanded deceleration aS。
The kinetic energy recovery method provided by the embodiment can directly acquire the deceleration required by the driver from the vehicle control unit. The method for calculating the deceleration required by the driver by the vehicle control unit is not limited in the embodiment. Specifically, the vehicle control unit may obtain the braking demand torque of the powertrain by looking up a table according to the accelerator pedal signal, the brake pedal signal and the current vehicle speed, where the braking demand torque/(wheel radius × vehicle weight) = the deceleration demanded by the driver.
S12: and calculating the maximum allowable charging power of the power battery according to the parameter information of the power battery.
The parameter information of the power battery includes, but is not limited to, the temperature of the power battery and the SOC of the power battery. And step S12 is executed, and the maximum allowable charging power of the power battery is calculated according to the temperature and the SOC of the power battery.
S13: calculating to obtain a first deceleration a1。
First deceleration a1The deceleration generated when the motor charges the power battery according to the maximum allowable charging power. When the motor charges the power battery according to the maximum allowable charging power of the power battery, the power value required to be input by the motor can be calculated by combining the current conversion efficiency of the motor from mechanical energy to electric energy; i.e. the first deceleration a1= power value × wheel circumference)/(vehicle speed × vehicle weight × wheel radius.
S14: determination of the required deceleration aSWhether or not it is greater than the first deceleration a1If yes, step S15 is executed, and if no, step S16 is executed.
S15: controlling the motor to produce a first deceleration a1Braking with the required motor torque and controlling the brake disc to generate the second deceleration a2The required friction force is used for braking.
According to the relation between the motor torque and the deceleration: the motor torque x reduction ratio ÷ wheel radius ÷ vehicle mass ÷ deceleration can be calculated to obtain the deceleration required to produce the target decelerationThe motor torque. Second deceleration a2For a required deceleration aSMinus the first deceleration a1A difference of (a)2=aS- a1. At the required deceleration aSWhen the deceleration is larger, the required deceleration a is generated by the power generation of the motor and the braking of the brake disc togetherS。
S16: controlling the motor to produce the required deceleration aSThe required motor torque is used for braking.
At the required deceleration aSWhen the deceleration is not large, the required deceleration a is generated by directly utilizing the power generation of the motorS。
The present embodiment provides the above-mentioned kinetic energy recovery method, which limits the actual charging power of the power battery below the maximum allowable charging power of the power battery, and cannot meet the deceleration a demanded by the driver when the energy recovery capability of the power battery is not metSAnd braking is carried out through the brake disc. The deceleration of the vehicle is kept consistent with the driving intention, so that the driving experience of a user is improved; in addition, the actual charging power of the power battery is limited below the maximum allowable charging power of the power battery, so that the damage to the power battery caused by exceeding the charging power which can be borne by the power battery can be effectively avoided, and the service life of the power battery is ensured.
The present embodiment provides another method for recovering kinetic energy, which is shown in fig. 2, and the method may include the steps of:
s201: acquiring the driver's demanded deceleration aS。
S202: and calculating the maximum allowable charging power of the power battery according to the parameter information of the power battery.
S203: calculating to obtain a first deceleration a1。
S204: determination of the required deceleration aSWhether or not it is greater than the first deceleration a1If so, step S205 is executed, and if not, step S209 is executed.
S205: the third deceleration a is calculated3。
Third deceleration a3Charging the motor at minimum conversion efficiency and according to maximum allowanceDeceleration of the power battery when the power is charged. The conversion efficiency of the motor during power generation is determined by the ratio of d-axis current and q-axis current after current conversion; the proportion of the heating and the acting of the motor is changed by adjusting the proportion of the d-axis circuit and the q-axis current, so that the conversion efficiency of the motor during power generation can be dynamically adjusted. In the motor, the axis perpendicular to the magnetic pole is called a longitudinal axis, a direct axis or a d-axis, and the axis perpendicular to the magnetic pole is called a transverse axis, a quadrature axis or a q-axis. When the armature winding has current, armature reaction is generated; the armature reaction comprises a longitudinal axis armature reaction and a transverse axis armature reaction; the current that produces the armature reaction in the vertical axis is called the d-axis current, and the current that produces the armature reaction in the horizontal axis is called the q-axis current.
S206: determination of the required deceleration aSWhether or not it is greater than the third deceleration a3If so, step S207 is executed, otherwise, step S208 is executed.
S207: controlling the motor to be at the lowest conversion efficiency and controlling the motor to generate a third deceleration a3Braking with the required motor torque, and controlling the brake disc to generate a fourth deceleration a4The friction required to brake.
Fourth deceleration a4For a required deceleration aSMinus a third deceleration a3A difference of (a)4=aS- a3. At the required deceleration aSWhen the deceleration is larger, the required deceleration a is generated by the power generation of the motor and the braking of the brake disc togetherSAnd when the motor is used for generating electricity, the conversion efficiency of mechanical energy to electric energy when the motor is used for generating electricity is adjusted to be the lowest, namely, the generator is used for braking as much as possible, so that the frustration feeling when the vehicle is braked is reduced.
Also at the required deceleration aSGreater than a third deceleration a3The motor is controlled to generate a first deceleration a1Braking with the required motor torque and controlling the brake disc to generate the second deceleration a2The friction force required by the motor is used for braking, namely the conversion efficiency of the motor during power generation is not adjusted, and the real-time performance of speed reduction control is improved.
S208: calculating to obtain a first conversion efficiency, and controllingThe motor is at a first conversion efficiency and is controlled to generate a required deceleration aSThe required motor torque is used for braking.
The first conversion efficiency is that the motor decelerates a according to the generation demandSThe required motor torque is braked, and the conversion efficiency of the required motor torque to the power battery is achieved according to the maximum allowable charging power. That is, the required deceleration a can be generated by adjusting the conversion efficiency at the time of generating the electric power by the motorSAnd when the brake is used, the brake is not carried out through the brake disc.
S209: controlling the motor to produce the required deceleration aSThe required motor torque is used for braking.
The present embodiment provides another kinetic energy recovery method, as shown in fig. 3, the method may include the steps of:
s301: acquiring the driver's demanded deceleration aS。
S302: and calculating the maximum allowable charging power of the power battery according to the parameter information of the power battery.
S303: calculating to obtain a first deceleration a1。
S304: determination of the required deceleration aSWhether or not it is greater than the first deceleration a1If yes, step S305 is executed, and if no, step S312 is executed.
S305: and judging whether the temperature T of the power battery is lower than a preset temperature threshold value T1, if so, executing a step S306, and if not, executing a step S311.
S306: and acquiring the maximum power of the power battery heating device.
S307: the fifth deceleration a is calculated5。
Fifth deceleration a5The deceleration generated when the motor charges the power battery according to the maximum allowable charging power and supplies power to the power battery heating device according to the maximum power. When the motor charges the power battery according to the maximum allowable charging power of the power battery and supplies power to the power battery heating device according to the maximum power, the mechanical energy required to be input by the power battery can be calculated by combining the current conversion efficiency of the motor from the mechanical energy to the electric energy; then according toThe mechanical energy required to be input by the power battery can be calculated to obtain the deceleration which can be generated currently, namely the fifth deceleration a, by combining the current vehicle speed5。
S308: determination of the required deceleration aSWhether or not it is greater than the fifth deceleration a5If yes, step S309 is executed, and if no, step S310 is executed.
S309: controlling the motor to produce a fifth deceleration a5Braking the required motor torque, controlling the motor to charge the power battery according to the maximum allowable charging power, supplying energy to the power battery heating device according to the maximum power, and controlling the brake disc to generate a sixth deceleration a6The required friction force is used for braking.
Sixth deceleration a6For a required deceleration aSMinus the fifth deceleration a5A difference of (a)6=aS- a5. At the required deceleration aSWhen the temperature of the power battery is higher and lower, the power battery and the heating device of the power battery are powered by the electricity generated by the motor, and the required deceleration a is generated by the braking of the brake discS。
S310: controlling the motor to produce the required deceleration aSThe required motor torque is braked, the power battery is charged according to the maximum allowable charging power, and the power battery heating device is powered according to the first power.
The first power is the deceleration a of the motor according to the generation requirementSThe difference of the maximum allowable charging power subtracted from the total output power when the required motor torque is applied for braking. I.e. at the demanded deceleration aSAnd when the temperature of the power battery is low, the braking is carried out by the power generation of the motor, and the electric energy generated by the power generation of the motor is respectively supplied to the power battery and the heating device of the power battery.
It is also possible to reduce the required deceleration aSGreater than fifth deceleration a5The motor is controlled to generate a first deceleration a1Braking with the required motor torque and controlling the brake disc to generate the second deceleration a2Braking by friction force required, i.e. not to motorThe conversion efficiency during power generation is adjusted, and the real-time performance of speed reduction control is improved.
S311: controlling the motor to produce a first deceleration a1Braking with the required motor torque and controlling the brake disc to generate the second deceleration a2The required friction force is used for braking.
S312: controlling the motor to produce the required deceleration aSThe required motor torque is used for braking.
While, for purposes of simplicity of explanation, the foregoing method embodiments have been described as a series of acts or combination of acts, it will be appreciated by those skilled in the art that the present invention is not limited by the illustrated ordering of acts, as some steps may occur in other orders or concurrently with other steps in accordance with the invention.
The following are embodiments of the apparatus of the present invention that may be used to perform embodiments of the method of the present invention. For details which are not disclosed in the embodiments of the apparatus of the present invention, reference is made to the embodiments of the method of the present invention.
The present embodiment provides a kinetic energy recovery system, as shown in fig. 4, the system may include: a required deceleration obtaining unit 11, a charging power threshold value calculating unit 12, a first deceleration calculating unit 13, a first judging unit 14, a first energy recovery unit 15, and a second energy recovery unit 16. Wherein, the first and the second end of the pipe are connected with each other,
a required deceleration obtaining unit 11 for obtaining a required deceleration of the driver.
And the charging power threshold calculation unit 12 is configured to calculate the maximum allowable charging power of the power battery according to the parameter information of the power battery.
And a first deceleration calculating unit 13 for calculating a first deceleration, which is a deceleration generated when the motor charges the power battery according to the maximum allowable charging power.
A first determination unit 14 for determining whether the required deceleration is greater than the first deceleration, if so, executing the first energy recovery unit 15, and if not, executing the second energy recovery unit 16.
The first energy recovery unit 15 is used for controlling the motor to brake according to the motor torque required when the first deceleration is generated, and controlling the brake disc to brake according to the friction force required when the second deceleration is generated, wherein the second deceleration is the difference of the required deceleration minus the first deceleration.
A second energy recovery unit 16 for controlling the electric machine to brake according to the electric machine torque required to produce the required deceleration.
Optionally, the kinetic energy recovery system may further include: a third deceleration calculation unit, a second determination unit, and a third energy recovery unit.
And the third deceleration calculating unit is used for calculating and obtaining a third deceleration, and the third deceleration is the deceleration which is generated when the motor is at the lowest conversion efficiency and charges the power battery according to the maximum allowable charging power.
The second judgment unit is used for judging whether the required deceleration is larger than the third deceleration, if so, the first energy recovery unit is executed, and if not, the third energy recovery unit is executed;
and the third energy recovery unit is used for calculating to obtain the first conversion efficiency, controlling the motor to be at the first conversion efficiency, and controlling the motor to brake according to the motor torque required when the required deceleration is generated, wherein the first conversion efficiency is the conversion efficiency when the motor brakes according to the motor torque required when the required deceleration is generated and charges the power battery according to the maximum allowable charging power.
Optionally, when the required deceleration is greater than the third deceleration, the first energy recovery unit is executed, instead of: executing a sixth energy recovery unit when the required deceleration is greater than the third deceleration;
and the sixth energy recovery unit is used for controlling the motor to be at the lowest conversion efficiency and controlling the motor to brake according to the motor torque required when the third deceleration is generated and controlling the brake disc to brake according to the friction force required when the fourth deceleration is generated, wherein the fourth deceleration is the difference of the required deceleration minus the third deceleration.
Optionally, the kinetic energy recovery system may further include: the device comprises a third judging unit, a maximum power obtaining unit, a fifth deceleration calculating unit, a fourth judging unit and a fourth energy recovering unit. Wherein the content of the first and second substances,
and the third judging unit is used for judging whether the temperature of the power battery is lower than a preset temperature threshold value, if so, executing the maximum power obtaining unit, and if not, executing the first energy recovery unit.
And the maximum power acquisition unit is used for acquiring the maximum power of the power battery heating device.
And the fifth deceleration calculating unit is used for calculating and obtaining a fifth deceleration, and the fifth deceleration is the deceleration generated when the motor charges the power battery according to the maximum allowable charging power and supplies power to the power battery heating device according to the maximum power.
And a fourth judging unit for judging whether the required deceleration is larger than the fifth deceleration, if so, executing the first energy recovery unit, and if not, executing the fourth energy recovery unit.
And the fourth energy recovery unit is used for controlling the motor to brake according to the motor torque required when the required deceleration is generated, charging the power battery according to the maximum allowable charging power, supplying energy to the power battery heating device according to the first power, and the first power is the difference value obtained by subtracting the maximum allowable charging power from the total output power when the motor brakes according to the motor torque required when the required deceleration is generated.
Optionally, when the demanded deceleration is greater than the fifth deceleration, the first energy recovery unit is executed, instead of: when the required deceleration is larger than the fifth deceleration, the fifth energy recovery unit is executed.
And the fifth energy recovery unit is used for controlling the motor to brake according to the motor torque required when the fifth deceleration is generated, controlling the motor to charge the power battery according to the maximum allowable charging power and supply power to the power battery heating device according to the maximum power, and controlling the brake disc to brake according to the friction force required when the sixth deceleration is generated, wherein the sixth deceleration is the difference value of the required deceleration minus the fifth deceleration.
The above-described embodiments of the apparatus are merely illustrative, and the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
In this document, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in the process, method, article, or apparatus that comprises the element.
In the present specification, the embodiments are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (10)

1. A kinetic energy recovery method applied to an electric vehicle is characterized by comprising the following steps:
acquiring a required deceleration of a driver; the requested deceleration is indicative of a deceleration associated with the electric machine;
calculating to obtain the maximum allowable charging power of the power battery according to the parameter information of the power battery;
calculating to obtain a first deceleration which is the deceleration generated when the motor charges the power battery according to the maximum allowable charging power; the first deceleration rate is indicative of a deceleration rate associated with the electric machine;
and judging whether the required deceleration is larger than the first deceleration, if so, controlling the motor to brake according to the motor torque required when the first deceleration is generated, and controlling a brake disc to brake according to the friction force required when a second deceleration is generated, wherein the second deceleration is the difference of the required deceleration minus the first deceleration, and if not, controlling the motor to brake according to the motor torque required when the required deceleration is generated.
2. The method of claim 1, further comprising, prior to the steps of controlling the motor to brake at a motor torque required to produce the first deceleration and controlling the brake disc to brake at a friction force required to produce the second deceleration:
calculating to obtain a third deceleration which is the deceleration generated when the motor is at the lowest conversion efficiency and charges the power battery according to the maximum allowable charging power;
and judging whether the required deceleration is larger than the third deceleration, if so, executing the steps of controlling the motor to brake according to the motor torque required when the first deceleration is generated and controlling the brake disc to brake according to the friction force required when the second deceleration is generated, otherwise, calculating to obtain a first conversion efficiency, controlling the motor to be at the first conversion efficiency, controlling the motor to brake according to the motor torque required when the required deceleration is generated, and controlling the motor to brake according to the maximum allowable charging power when the motor brakes according to the motor torque required when the required deceleration is generated and charging the power battery according to the maximum allowable charging power.
3. The method of claim 2, wherein the step of controlling the motor to brake at a motor torque required to produce the first deceleration and controlling the brake disc to brake at a friction force required to produce the second deceleration is replaced with:
and controlling the motor to be at the lowest conversion efficiency and braking according to the motor torque required when the third deceleration is generated, and controlling the brake disc to brake according to the friction force required when the fourth deceleration is generated, wherein the fourth deceleration is the difference of the third deceleration subtracted from the required deceleration.
4. The method of claim 1, further comprising, prior to the steps of controlling the motor to brake at a motor torque required to produce the first deceleration and controlling the brake rotor to brake at a friction force required to produce the second deceleration:
judging whether the temperature of the power battery is lower than a preset temperature threshold value, if so, acquiring the maximum power of a heating device of the power battery, otherwise, executing the steps of controlling the motor to brake according to the motor torque required when the first deceleration is generated, and controlling the brake disc to brake according to the friction force required when the second deceleration is generated;
calculating to obtain a fifth deceleration, wherein the fifth deceleration is the deceleration generated when the motor charges the power battery according to the maximum allowable charging power and supplies power to the power battery heating device according to the maximum power;
and judging whether the required deceleration is larger than the fifth deceleration, if so, executing a step of controlling the motor to brake according to the motor torque required when the first deceleration is generated, and controlling a brake disc to brake according to the friction force required when the second deceleration is generated, otherwise, controlling the motor to brake according to the motor torque required when the required deceleration is generated, charging the power battery according to the maximum allowable charging power, and supplying energy to the power battery heating device according to a first power, wherein the first power is a difference value obtained by subtracting the maximum allowable charging power from the total output power when the motor brakes according to the motor torque required when the required deceleration is generated.
5. The method according to claim 4, characterized in that the step of controlling the motor to brake according to the motor torque required when the first deceleration is generated and controlling the brake disc to brake according to the friction force required when the second deceleration is generated when the required deceleration is larger than the fifth deceleration is replaced by the step of:
and when the required deceleration is larger than the fifth deceleration, controlling the motor to brake according to the motor torque required when the fifth deceleration is generated, controlling the motor to charge the power battery according to the maximum allowable charging power and supply power to the power battery heating device according to the maximum power, and controlling the brake disc to brake according to the friction force required when a sixth deceleration is generated, wherein the sixth deceleration is the difference of the required deceleration minus the fifth deceleration.
6. A kinetic energy recovery system for an electric vehicle, comprising:
a required deceleration obtaining unit for obtaining a required deceleration of the driver; the requested deceleration is indicative of a deceleration associated with the electric machine;
the charging power threshold calculation unit is used for calculating the maximum allowable charging power of the power battery according to the parameter information of the power battery;
a first deceleration calculating unit configured to calculate a first deceleration, which is a deceleration generated when the motor charges the power battery according to the maximum allowable charging power; the first deceleration rate is indicative of a deceleration rate associated with the electric machine;
the first judgment unit is used for judging whether the required deceleration is larger than the first deceleration, if so, the first energy recovery unit is executed, and if not, the second energy recovery unit is executed;
the first energy recovery unit is used for controlling the motor to brake according to motor torque required when the first deceleration is generated and controlling a brake disc to brake according to friction force required when a second deceleration is generated, and the second deceleration is a difference value obtained by subtracting the first deceleration from the required deceleration;
and the second energy recovery unit is used for controlling the motor to brake according to the motor torque required when the required deceleration is generated.
7. The system of claim 6, further comprising:
a third deceleration calculating unit configured to calculate a third deceleration, which is a deceleration generated when the motor is at the lowest conversion efficiency and the power battery is charged according to the maximum allowable charging power;
a second determination unit, configured to determine whether the required deceleration is greater than the third deceleration, if yes, execute the first energy recovery unit, and if no, execute a third energy recovery unit;
the third energy recovery unit is configured to calculate a first conversion efficiency, control the motor to be at the first conversion efficiency, and control the motor to brake according to a motor torque required when the required deceleration is generated, where the first conversion efficiency is a conversion efficiency when the motor brakes according to the motor torque required when the required deceleration is generated and charges the power battery according to the maximum allowable charging power.
8. The system of claim 7, wherein when the demanded deceleration is greater than the third deceleration, then the first energy recovery unit is executed, replacing: executing a sixth energy recovery unit when the required deceleration is greater than the third deceleration;
the sixth energy recovery unit is used for controlling the motor to be at the lowest conversion efficiency, controlling the motor to brake according to the motor torque required when the third deceleration is generated, and controlling the brake disc to brake according to the friction force required when the fourth deceleration is generated, wherein the fourth deceleration is the difference of the required deceleration minus the third deceleration.
9. The system of claim 6, further comprising:
the third judging unit is used for judging whether the temperature of the power battery is lower than a preset temperature threshold value, if so, executing the maximum power obtaining unit, and if not, executing the first energy recovery unit;
the maximum power acquisition unit is used for acquiring the maximum power of the power battery heating device;
a fifth deceleration calculating unit, configured to calculate a fifth deceleration, where the fifth deceleration is a deceleration generated when the motor charges the power battery according to the maximum allowable charging power and supplies power to the power battery heating device according to the maximum power;
a fourth determining unit, configured to determine whether the required deceleration is greater than the fifth deceleration, if yes, execute the first energy recovery unit, and if no, execute a fourth energy recovery unit;
the fourth energy recovery unit is configured to control the motor to brake according to a motor torque required when the required deceleration is generated, charge the power battery according to the maximum allowable charging power, and supply power to the power battery heating device according to a first power, where the first power is a difference value obtained by subtracting the maximum allowable charging power from a total output power of the motor when the motor brakes according to the motor torque required when the required deceleration is generated.
10. The system of claim 9, wherein the first energy recovery unit is to be executed when the demanded deceleration is greater than the fifth deceleration, instead of: executing a fifth energy recovery unit when the required deceleration is greater than the fifth deceleration;
the fifth energy recovery unit is used for controlling the motor to brake according to the motor torque required when the fifth deceleration is generated, controlling the motor to charge the power battery according to the maximum allowable charging power and supply energy to the power battery heating device according to the maximum power, and controlling the brake disc to brake according to the friction force required when a sixth deceleration is generated, wherein the sixth deceleration is the difference of the required deceleration minus the fifth deceleration.
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