CN113547922B - Pure electric vehicle energy recovery torque exit slope control method - Google Patents
Pure electric vehicle energy recovery torque exit slope control method Download PDFInfo
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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
- B60L7/18—Controlling the braking effect
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18109—Braking
- B60W30/18127—Regenerative braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
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- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
- B60W40/105—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/12—Brake pedal position
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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
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Abstract
The invention relates to the field of electric vehicle control, in particular to a pure electric vehicle energy recovery torque exit slope control method. The invention provides a method for controlling an energy recovery exit slope of a pure electric vehicle, aiming at the problems of impact pause, power lag and incapability of rapidly exiting under emergency conditions in the energy recovery exit process of the pure electric vehicle. The method comprises the steps of firstly, judging the current running working condition of the vehicle by monitoring the opening of a brake and an accelerator pedal, the speed and the wheel speed of the whole vehicle, the current state of each chassis component and the like, and independently adjusting the decline slope of the energy recovery torque aiming at different working conditions respectively, thereby realizing the balance of economy, comfort and safety.
Description
Technical Field
The invention relates to the field of electric vehicle control, in particular to a pure electric vehicle energy recovery torque exit slope control method.
Background
With the rapid development of new energy automobiles, the reduction of vehicle power consumption, the improvement of endurance mileage, the improvement of driveability and safety have become the main development directions of pure electric automobiles in the future. At present, all pure electric vehicles are equipped with an energy recovery system, namely, a motor applies reverse torque to generate power in the processes of sliding and braking of the vehicle, and kinetic energy is converted into electric energy to be charged into a battery so as to realize recovery of the kinetic energy in the processes of sliding and braking.
When a driver looses a brake pedal, steps on an accelerator pedal or the vehicle has abnormal conditions such as tire skidding, the energy recovery system can quit working or reduce target torque, the smoothness of vehicle running is ensured for avoiding torque mutation, the recovered torque can not immediately respond according to the target torque, but gradually close to the target torque according to a slope, and the slope of the traditional energy recovery quitting slope control method is a fixed value, and the following problems can occur:
1. when the emergency such as tire slip or chassis components work abnormity occurs in the working process of the energy recovery system of the vehicle, if the recovery torque slope is set to be too small, the torque quitting time is too long, so that the energy recovery system is always in a working state within a certain time, namely, the motor always has negative torque. This can lead to an increased tendency for wheel slip and affect overall vehicle safety.
2. When a driver reduces the opening degree of a brake pedal or releases the brake pedal, the energy recovery target torque value can be reduced, if the reduction slope of the energy recovery torque is set to be overlarge, the vehicle can be impacted and bumped, and the smoothness of the vehicle is affected.
3. When a driver steps on the accelerator pedal immediately after releasing the brake pedal, the torque is still reduced according to a fixed slope because the torque reduction process is not finished, and the torque stays for a certain time at a negative value due to the excessively small slope, so that the accelerator response is delayed, and the power performance and the safety of the whole vehicle are influenced.
4. The invention provides a method for controlling an energy recovery exit slope of a pure electric vehicle, aiming at the problems of impact pause, power lag and incapability of rapidly exiting under emergency conditions in the energy recovery exit process of the pure electric vehicle. The method comprises the steps of firstly, judging the current running working condition of the vehicle by monitoring the opening of a brake and an accelerator pedal, the speed and the wheel speed of the whole vehicle, the current state of each chassis component and the like, and independently adjusting the energy recovery torque reduction slope according to different working conditions, so that the balance of economy, comfort and safety is realized.
Disclosure of Invention
Technical problem to be solved
The invention provides a pure electric vehicle energy recovery exit slope control method, which aims at the problems that a pure electric vehicle has impact pause and drag in an energy recovery exit process, and cannot exit quickly under an emergency condition. The method comprises the steps of firstly, judging the current running working condition of the vehicle by monitoring the opening of a brake and an accelerator pedal, the speed and the wheel speed of the whole vehicle, the current state of each chassis component and the like, and independently adjusting the energy recovery torque reduction slope according to different working conditions, so that the balance of economy, comfort and safety is realized.
Disclosure of the invention
In order to solve the technical problems, the invention provides the following technical scheme:
a pure electric vehicle energy recovery torque exit slope control method specifically comprises the following steps:
s1, judging running gear
The system starts working, firstly, the current running gear of the vehicle is judged, if the current gear is not in the D gear and the R gear, the energy recovery torque is reset, the process is finished, and the process returns to the starting program S1 for monitoring again; if the current gear is in the D gear or the R gear, executing the step S2;
s2, acquiring data of each sensor: the method comprises the following steps that a brake pedal opening sensor, a motor rotating speed sensor, an accelerator pedal opening sensor, a motor torque sensor and a four-wheel speed sensor start to work, collected sensor signals are sent to a VCU, and the signals are processed by the VCU to obtain the real-time brake pedal opening N, vehicle speed v, accelerator pedal opening M, motor torque Ts and four-wheel speed of a vehicle;
s3.VCU implementation process for processing obtained sensor data and recovering energy
S31, processing data of a brake pedal sensor: judging whether the opening degree N of the brake pedal is more than or equal to N n In which N is n Is a calibration value, if N<N n Then go back to the starting state of step S1, if N ≧ N n The energy recovery system starts to operate to perform energy recovery according to an energy recovery target torque T passing through MAP according to the opening degree of the brake pedal and the vehicle speed 1 By looking up a table to obtain MAP 1 In order to calibrate three-axis MAP, the three axes respectively correspond to the opening degree of a brake pedal, the vehicle speed and the target torque, and the calibration can be carried out according to the vehicle type and the vehicle state;
s311, the energy recovery system compares the wheel speed of the four wheels with the vehicle speed after starting to work, and meanwhile, collects the working state information of each component of the chassis, if:
a. the four wheel speed is obviously different from the vehicle speed or the chassis component works abnormally, and then the four wheel speed needs to be reduced according to the torque gradient R 4 The recovery torque is reduced to 0,R 4 Passing through MAP according to the current real-time torque Ts and the vehicle speed v of the motor 4 Looking up a table to obtain; MAP 4 In order to calibrate three axes MAP, the three axes respectively correspond to the current motor torque, the vehicle speed and the torque decline slope R 4 The calibration can be carried out according to the vehicle type and the vehicle state; step S1 of ending after the recovery torque is reduced to 0 and returning to the starting state to continue monitoring;
b. if the wheel speed of the four wheels is not obviously different from the vehicle speed and the components of the chassis work normally, the step S312 is executed;
s312, judging whether the energy recovery target torque value is reduced or not, if so:
c. if the recovery torque value is not reduced, the control method returns to the step S31 to recover the braking energy according to the target torque T and repeatedly monitor the wheel speed and the states of the chassis components,
d. if the target torque value decreases, step S313 is executed;
s313, recovering torque according to the slope R 2 Down to the target torque value, R 2 Passing through MAP according to the current real-time torque Ts and the vehicle speed v of the motor 2 Obtaining by table lookup; MAP 2 In order to calibrate three axes MAP, the three axes respectively correspond to the current motor torque, the vehicle speed and the torque descending slope R 2 The calibration can be carried out according to the vehicle type and the vehicle state;
s314, in the torque reduction process, the energy recovery torque does not reach the targetValue, judging the opening of the accelerator pedal, and the opening M of the accelerator pedal>When the accelerator pedal is depressed, the torque is required to decrease with a gradient R 3 Reducing the recovery torque to a target value, R 3 Passing through MAP according to the current real-time torque Ts and the vehicle speed v of the motor 3 Looking up a table to obtain; MAP 3 In order to calibrate three axes MAP, the three axes respectively correspond to the current motor torque, the vehicle speed and the torque decline slope R 3 The calibration can be carried out according to the vehicle type and the vehicle state; when the accelerator pedal opening M =0, the gradient R in step S313 is followed 2 Decreasing the torque to a target value; the energy recovery torque is equal to the target torque, and the monitoring is continued by returning to the start routine.
Passing through MAP according to vehicle speed v 2 Looking up a table to obtain a torque reduction slope R 2 Then, one of the following three execution paths is selected:
e. executing steps S313 and S314;
or: f. by MAP 3 Looking up a table to obtain a torque reduction slope R 3 The torque down slope R is required 3 Reducing the recovery torque to a target value, ending when the energy recovery torque is equal to the target torque, and returning to the starting program to continue monitoring;
or g. by MAP 4 Looking up a table to obtain a torque reduction slope R 4 If the torque is decreased to 0 according to the torque decrease slope, the process ends and returns to the start routine to continue monitoring.
In step S311, the four wheel speed is obviously different from the vehicle speed, which means that the four wheel speed data is compared with the vehicle speed data, and if the absolute value of the difference between the wheel speed and the vehicle speed is greater than a calibrated value, the wheel speed is determined to be different from the vehicle speed.
The chassis component abnormal working means that a chassis system working state sensor monitors the working state of a system, and if the system has a fault, the sensor sends a working abnormal signal to a VCU.
(III) advantageous effects
The invention provides a pure electric vehicle energy recovery exit slope control method, which aims at the problems that a pure electric vehicle has impact pause and drag in an energy recovery exit process, and cannot exit quickly under an emergency condition. The method comprises the steps of firstly, judging the current running working condition of the vehicle by monitoring the opening of a brake and an accelerator pedal, the speed and the wheel speed of the whole vehicle, the current state of each chassis component and the like, and independently adjusting the energy recovery torque reduction slope according to different working conditions, so that the balance of economy, comfort and safety is realized.
Drawings
FIG. 1 is a flow chart of the method of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, 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 some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without any inventive step, are within the scope of the present invention.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in a specific case to those of ordinary skill in the art.
The invention discloses a pure electric vehicle energy recovery torque exit slope control method, which specifically comprises the following steps:
s1, judging a running gear
The system starts to work, firstly, the current running gear of the vehicle is judged, if the current gear is not in a D gear (a forward gear) and an R gear (a backward gear), the energy recovery torque is reset, the process is finished, and the process returns to the starting program S1 for monitoring again; if the current gear is in the D gear or the R gear, executing the step S2;
s2, acquiring data of each sensor: the method comprises the following steps that a brake pedal opening sensor, a motor rotating speed sensor, an accelerator pedal opening sensor, a motor torque sensor and a four-wheel speed sensor start to work, collected sensor signals are sent to a VCU, and the signals are processed by the VCU to obtain the real-time brake pedal opening N, vehicle speed v, accelerator pedal opening M, motor torque Ts and four-wheel speed of a vehicle;
s3.VCU realizes the process of processing the obtained sensor data and recovering energy
S31, processing data of a brake pedal sensor: judging whether the opening N of the brake pedal is more than or equal to N n In which N is n The size of the calibration value can be freely defined according to the specific vehicle type and the vehicle state; the calibration value can be any value from 0% to 100%, if the value is set to be larger, the relative sensitivity is reduced, if the value is set to be too small, frequent triggering is caused, and the risk of false triggering exists, so that the specific calibration needs to be carried out by combining the characteristics of the sensor and the vehicle setting; if N is present<N n Then go back to the starting state of step S1, if N ≧ N n The energy recovery system starts to operate to perform energy recovery according to an energy recovery target torque T passing through MAP according to the opening of the brake pedal and the vehicle speed 1 Table lookup to obtain MAP 1 In order to calibrate three-axis MAP, the three axes respectively correspond to the opening degree of a brake pedal, the vehicle speed and the target torque, and calibration can be carried out according to the vehicle type and the vehicle state; the MAP is calibrated according to the actual vehicle state, the table is different according to different vehicle types, three coordinate axes of the MAP respectively represent the opening degree of a brake pedal, the vehicle speed and the target torque, the three coordinate axes can be used for looking up the table to obtain a third party, and the opening degree of the brake pedal and the vehicle speed in the three parties can be obtained through sensor signals, so that the target torque value can be obtained.
S311, the energy recovery system compares the wheel speed of the four wheels with the vehicle speed after starting to work, and meanwhile, collects the working state information of each component of the chassis, if:
a. the four wheel speed is obviously different from the vehicle speed or the chassis component works abnormally, and then the torque reduction slope R is required 4 The recovery torque is reduced to 0,R 4 Passing through MAP according to the current real-time torque Ts and the vehicle speed v of the motor 4 Looking up the table to obtainDischarging; MAP 4 In order to calibrate three axes MAP, the three axes respectively correspond to the current motor torque, the vehicle speed and the torque decline slope R 4 The calibration can be carried out according to the vehicle type and the vehicle state; step S1 of ending after the recovery torque is reduced to 0 and returning to the starting state to continue monitoring; in this step, the wheel speed of the four wheels is obviously different from the vehicle speed, which means that the wheel speed data of the four wheels is compared with the vehicle speed data, if the absolute value of the difference value between the wheel speed of a certain wheel and the vehicle speed is greater than a certain calibration value, the wheel speed is considered to be different from the vehicle speed. The chassis component abnormal working means that a chassis system working state sensor monitors the working state of a system, and if the system has a fault, the sensor sends a working abnormal signal to a VCU.
b. If the four wheel speeds are not obviously different from the vehicle speed and the chassis components work normally, executing step S312;
s312, judging whether the energy recovery target torque value is reduced or not, if so:
c. if the recovery torque value is not reduced, the control method returns to the step S31 to recover the braking energy according to the target torque T and repeatedly monitor the wheel speed and the states of the chassis components,
d. if the target torque value decreases, step S313 is executed;
s313, recovering torque according to the slope R 2 Down to the target torque value, R 2 Passing through MAP according to the current real-time torque Ts and the vehicle speed v of the motor 2 Obtaining by table lookup; MAP 2 In order to calibrate three axes MAP, the three axes respectively correspond to the current motor torque, the vehicle speed and the torque descending slope R 2 The calibration can be carried out according to the vehicle type and the vehicle state;
s314, judging the opening degree of an accelerator pedal when the energy recovery torque does not reach a target value in the torque reduction process, and judging the opening degree M of the accelerator pedal>When the accelerator pedal is depressed, the torque is required to decrease with a gradient R 3 Reducing the recovery torque to a target value, R 3 Passing through MAP according to the current real-time torque Ts and the vehicle speed v of the motor 3 Looking up a table to obtain; MAP 3 In order to calibrate three axes MAP, the three axes respectively correspond to the current motor torque, the vehicle speed and the torque decline slope R 3 The calibration can be carried out according to the vehicle type and the vehicle state; when the accelerator pedal opening M =0, the gradient in step S313 is adjustedR 2 Decreasing the torque to a target value; ending when the energy recovery torque is equal to the target torque and returning to the starting program to continue monitoring;
s32, processing data of motor speed sensor
Passing MAP according to vehicle speed v 2 Looking up a table to obtain a torque reduction slope R 2 Then, one of the following three execution paths is selected:
e. executing steps S313 and S314;
or: f. by MAP 3 Looking up a table to obtain a torque reduction slope R 3 According to the torque down slope R 3 Reducing the recovery torque to a target value, ending when the energy recovery torque is equal to the target torque, and returning to the starting program to continue monitoring;
or g. by MAP 4 Looking up a table to obtain a torque reduction slope R 4 If the torque is reduced to 0 according to the torque reduction slope, ending and returning to the starting program for continuing monitoring; three coordinate axes of the three-axis MAP respectively represent the current vehicle speed, the current torque and the torque decline slope, a third party can be obtained by looking up a table after knowing the current vehicle speed, the current torque and the torque decline slope, and the vehicle speed and the current torque in the three can be obtained through sensors, so that the torque maximum slope in the current state can be obtained.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (4)
1. The pure electric vehicle energy recovery torque quitting slope control method is characterized by comprising the following steps of: the method specifically comprises the following steps:
s1, judging running gear
The system starts to work, firstly, the current running gear of the vehicle is judged, if the current gear is not in the D gear and the R gear, the energy recovery torque is cleared, the process is finished, and the starting program S1 is returned to for monitoring again; if the current gear is in the D gear or the R gear, executing the step S2;
s2, acquiring data of each sensor: the method comprises the following steps that a brake pedal opening sensor, a motor rotating speed sensor, an accelerator pedal opening sensor, a motor torque sensor and a four-wheel speed sensor start to work, collected sensor signals are sent to a VCU (vehicle control unit), and the signals are processed by the VCU to obtain the real-time brake pedal opening N, vehicle speed v, accelerator pedal opening M, motor torque Ts and four-wheel speed of a vehicle;
s3.VCU realizes the process of processing the obtained sensor data and recovering energy
S31, processing data of a brake pedal sensor: judging whether the opening degree N of the brake pedal is more than or equal to N n In which N is n Is a calibration value, if N<N n Then go back to the starting state of step S1, if N ≧ N n The energy recovery system starts to operate to perform energy recovery according to an energy recovery target torque T passing through MAP according to the opening of the brake pedal and the vehicle speed 1 By looking up a table to obtain MAP 1 In order to calibrate three-axis MAP, the three axes respectively correspond to the opening degree of a brake pedal, the vehicle speed and the target torque, and calibration can be carried out according to the vehicle type and the vehicle state;
s311, the energy recovery system compares the wheel speed of the four wheels with the vehicle speed after starting to work, and meanwhile, collects the working state information of each component of the chassis, if:
a. the four wheel speed is obviously different from the vehicle speed or the chassis component works abnormally, and then the torque reduction slope R is required 4 The recovery torque is reduced to 0,R 4 Passing through MAP according to the current real-time torque Ts and the vehicle speed v of the motor 4 Obtaining by table lookup; MAP 4 In order to calibrate three axes MAP, the three axes respectively correspond to the current motor torque, the vehicle speed and the torque decline slope R 4 The calibration can be carried out according to the vehicle type and the vehicle state; step S1 of ending and returning to the starting state to continue monitoring after the recovery torque is reduced to 0;
b. if the wheel speed of the four wheels is not obviously different from the vehicle speed and the components of the chassis work normally, the step S312 is executed;
s312, judging whether the energy recovery target torque value is reduced or not, if so:
c. if the recovery torque value is not reduced, the control method returns to the step S31 to recover the braking energy according to the target torque T and repeatedly monitor the wheel speed and the states of the chassis components,
d. if the target torque value decreases, step S313 is executed;
s313, recovering torque according to the slope R 2 Down to the target torque value, R 2 Passing through MAP according to the current real-time torque Ts and the vehicle speed v of the motor 2 Obtaining by table lookup; MAP 2 In order to calibrate three axes MAP, the three axes respectively correspond to the current motor torque, the vehicle speed and the torque decline slope R 2 The calibration can be carried out according to the vehicle type and the vehicle state;
s314, judging the opening degree of an accelerator pedal and the opening degree M of the accelerator pedal when the energy recovery torque does not reach a target value in the torque reduction process>When the accelerator pedal is depressed, the torque is required to decrease with a gradient R 3 Reducing the recovery torque to a target value, R 3 Passing through MAP according to the current real-time torque Ts and the vehicle speed v of the motor 3 Looking up a table to obtain; MAP 3 In order to calibrate three axes MAP, the three axes respectively correspond to the current motor torque, the vehicle speed and the torque descending slope R 3 The calibration can be carried out according to the vehicle type and the vehicle state; when the accelerator pedal opening M =0, the gradient R in step S313 is followed 2 Decreasing the torque to a target value; the energy recovery torque is equal to the target torque, and the monitoring is continued by returning to the start routine.
2. The pure electric vehicle energy recovery torque exit slope control method according to claim 1, characterized in that:
passing through MAP according to vehicle speed v 2 Looking up a table to obtain a torque reduction slope R 2 Then, one of the following three execution paths is selected:
e. executing steps S313 and S314;
or: f. by MAP 3 Looking up a table to obtain a torque reduction slope R 3 The torque down slope R is required 3 Reducing the recovery torque to a target value, the energy recovery torque corresponding to the target torqueEnding the isochronous process and returning to the starting program to continue monitoring;
or g. by MAP 4 Looking up a table to obtain a torque reduction slope R 4 If the torque is decreased to 0 according to the torque decrease gradient, the process ends and returns to the start routine to continue monitoring.
3. The pure electric vehicle energy recovery torque exit slope control method according to claim 1, characterized in that:
in step S311, the four wheel speed is obviously different from the vehicle speed, which means that the four wheel speed data is compared with the vehicle speed data, and if the absolute value of the difference between the wheel speed and the vehicle speed is greater than a calibrated value, the wheel speed is determined to be different from the vehicle speed.
4. The pure electric vehicle energy recovery torque exit slope control method according to claim 1, characterized in that: the chassis component abnormal working means that a chassis system working state sensor monitors the working state of a system, and if the system has a fault, the sensor sends a working abnormal signal to a VCU.
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