CN113561783A - Energy recovery control method and device of distributed driving system and electric automobile - Google Patents

Energy recovery control method and device of distributed driving system and electric automobile Download PDF

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Publication number
CN113561783A
CN113561783A CN202010347809.7A CN202010347809A CN113561783A CN 113561783 A CN113561783 A CN 113561783A CN 202010347809 A CN202010347809 A CN 202010347809A CN 113561783 A CN113561783 A CN 113561783A
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China
Prior art keywords
braking torque
torque
motor belt
brake assembly
braking
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CN202010347809.7A
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Chinese (zh)
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CN113561783B (en
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刘杰
沈海燕
李波
李国红
乐林
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Beijing Electric Vehicle Co Ltd
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Beijing Electric Vehicle Co 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
    • B60L7/18—Controlling the braking effect
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/44—Wheel Hub motors, i.e. integrated in the wheel hub
    • 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
    • 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)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses an energy recovery control method and device of a distributed driving system and an electric automobile, wherein the method is applied to a controller and comprises the steps of obtaining a first braking torque required by the current working condition; determining the sum of the maximum braking energy recovery torques of a third hub motor belt brake assembly and a fourth hub motor belt brake assembly of the driving system as a second braking torque; when the first brake torque is smaller than or equal to the second brake torque, controlling the third hub motor belt brake assembly and the fourth hub motor belt brake assembly to generate the first brake torque required by the current working condition of the vehicle; and when the first braking torque is larger than the second braking torque, controlling the vehicle to generate the first braking torque required by the current working condition of the vehicle according to the second braking torque and a third braking torque, wherein the third braking torque is the sum of the maximum energy recovery torques of the first energy storage component and the second energy storage component. The scheme of the invention can improve the recovery efficiency of braking energy and improve the driving range of the electric automobile.

Description

Energy recovery control method and device of distributed driving system and electric automobile
Technical Field
The invention relates to the technical field of automobiles, in particular to an energy recovery control method and device of a distributed driving system and an electric automobile.
Background
The electric automobile adopts a power battery as a vehicle-mounted energy source and drives the vehicle to run by a motor. The electric motor of the electric vehicle is generally disposed at a middle position of a front driving shaft or a middle position of a rear driving shaft, and the electric motor is connected with a gearbox and the driving shaft so as to drive the wheels to rotate. Because the pure electric vehicle adopts the power battery pack to supply power, the energy of the battery pack is limited, and in order to improve the driving range of the electric vehicle, the motor also has the function of energy recovery in the braking process.
At present, in the energy recovery process of a motor, only the energy recovery can be carried out on a driving shaft, but not the energy recovery can not be carried out on the driving shaft, so that the recovery rate of the braking energy is low. Therefore, how to improve the recovery efficiency of the braking energy to improve the driving range of the electric vehicle under the condition that the energy source of the whole vehicle is constant is an urgent technical problem to be solved.
Disclosure of Invention
In order to solve the technical problems, the invention provides an energy recovery control method and device of a distributed driving system and an electric automobile, and solves the problems of improving the recovery efficiency of braking energy and improving the driving range of the electric automobile under the condition that the energy source of the whole automobile is fixed.
According to an aspect of the present invention, there is provided an energy recovery control method of a distributed drive system, including:
acquiring a first braking torque required by the current working condition of the vehicle;
determining a second braking torque of the drive system; wherein the second braking torque is the sum of the maximum braking energy recovery torques of the third and fourth hub motor belt brake assemblies;
under the condition that the first brake torque is smaller than or equal to the second brake torque, controlling the third hub motor belt brake assembly and the fourth hub motor belt brake assembly to generate a first brake torque required by the current working condition of the vehicle;
determining a third braking torque of the drive system in the case that the first braking torque is greater than the second braking torque; wherein the third braking torque is a sum of maximum braking energy recovery torques of the first energy storage component and the second energy storage component; controlling the vehicle to distribute the braking torque according to the second braking torque and the third braking torque so as to generate a first braking torque required by the current working condition of the vehicle;
the hub motors in the first hub motor belt brake assembly arranged in the left front wheel hub and the second hub motor belt brake assembly arranged in the right front wheel hub of the vehicle are excitation motors, and the hub motors in the third hub motor belt brake assembly arranged in the left rear wheel hub and the fourth hub motor belt brake assembly arranged in the right rear wheel hub of the vehicle are permanent magnet motors;
the first energy storage component and the second energy storage component are respectively connected with two hub motors in a first hub motor belt brake assembly, a second hub motor belt brake assembly, a third hub motor belt brake assembly and a fourth hub motor belt brake assembly.
Optionally, the controlling the distribution of the braking torque of the vehicle according to the second braking torque and the third braking torque includes:
and if the first braking torque is smaller than or equal to the sum of the second braking torque and the third braking torque, controlling the third hub motor belt brake assembly and the fourth hub motor belt brake assembly to generate the second braking torque, and controlling the first energy storage component and the second energy storage component to generate the braking torque of the difference value of the first braking torque and the second braking torque.
Optionally, the controlling the distribution of the braking torque of the vehicle according to the second braking torque and the third braking torque further includes:
determining a fourth braking torque of the drive system if the first braking torque is greater than the sum of the second braking torque and the third braking torque; the fourth braking torque is the sum of the maximum braking energy recovery torques of the first hub motor belt brake assembly and the second hub motor belt brake assembly;
and controlling the vehicle to distribute the braking torque according to the second braking torque, the third braking torque and the fourth braking torque.
Optionally, the controlling the distribution of the braking torque of the vehicle according to the second braking torque, the third braking torque and the fourth braking torque includes:
if the first braking torque is smaller than or equal to a first value, controlling the third in-wheel motor belt brake assembly and the fourth in-wheel motor belt brake assembly to generate the second braking torque, controlling the first energy storage component and the second energy storage component to generate the third braking torque, and controlling the first in-wheel motor belt brake assembly and the second in-wheel motor belt brake assembly to generate the braking torque of the difference value between the first braking torque and the second value;
wherein the first value is a sum of the second braking torque, the third braking torque, and the fourth braking torque; the second value is a sum of the second braking torque and the third braking torque.
Optionally, the controlling the distribution of the braking torque of the vehicle according to the second braking torque, the third braking torque and the fourth braking torque includes:
if the first braking torque is larger than the first value, controlling the third hub motor belt brake assembly and the fourth hub motor belt brake assembly to generate the second braking torque, controlling the first energy storage component and the second energy storage component to generate the third braking torque, controlling the first hub motor belt brake assembly and the second hub motor belt brake assembly to generate the fourth braking torque, and controlling a hydraulic braking system to generate the braking torque of the difference value of the first braking torque and the first value;
wherein the first value is a sum of the second braking torque, the third braking torque, and the fourth braking torque.
According to a second aspect of the present invention, there is provided an energy recovery control device of a distributed drive system, comprising:
the acquisition module is used for acquiring a first braking torque required by the current working condition of the vehicle;
a first determination module to determine a second braking torque of the drive system; wherein the second braking torque is the sum of the maximum braking energy recovery torques of the third and fourth hub motor belt brake assemblies;
the first control module is used for controlling the third in-wheel motor brake assembly and the fourth in-wheel motor brake assembly to generate a first brake torque required by the current working condition of the vehicle under the condition that the first brake torque is smaller than or equal to the second brake torque;
the processing module is used for determining a third braking torque of the driving system under the condition that the first braking torque is larger than the second braking torque; wherein the third braking torque is a sum of maximum braking energy recovery torques of the first energy storage component and the second energy storage component; controlling the vehicle to distribute the braking torque according to the second braking torque and the third braking torque so as to generate a first braking torque required by the current working condition of the vehicle;
the hub motors in the first hub motor belt brake assembly arranged in the left front wheel hub and the second hub motor belt brake assembly arranged in the right front wheel hub of the vehicle are excitation motors, and the hub motors in the third hub motor belt brake assembly arranged in the left rear wheel hub and the fourth hub motor belt brake assembly arranged in the right rear wheel hub of the vehicle are permanent magnet motors;
the first energy storage component and the second energy storage component are respectively connected with two hub motors in a first hub motor belt brake assembly, a second hub motor belt brake assembly, a third hub motor belt brake assembly and a fourth hub motor belt brake assembly.
Optionally, the processing module includes:
and the first control submodule is used for controlling the third hub motor belt brake assembly and the fourth hub motor belt brake assembly to generate the second brake torque and controlling the first energy storage component and the second energy storage component to generate the brake torque of the difference value of the first brake torque and the second brake torque when the first brake torque is smaller than or equal to the sum of the second brake torque and the third brake torque.
Optionally, the processing module further includes:
a first determination submodule for determining a fourth braking torque of the drive system when the first braking torque is greater than a sum of the second braking torque and the third braking torque; the fourth braking torque is the sum of the maximum braking energy recovery torques of the first hub motor belt brake assembly and the second hub motor belt brake assembly;
and the second control submodule is used for controlling the vehicle to distribute the braking torque according to the second braking torque, the third braking torque and the fourth braking torque.
Optionally, the second control sub-module includes:
a first control unit, configured to control the third and fourth hub motor band brake assemblies to generate the second brake torque, control the first and second energy storage components to generate the third brake torque, and control the first and second hub motor band brake assemblies to generate the brake torque of a difference between the first brake torque and a second value when the first brake torque is less than or equal to a first value;
wherein the first value is a sum of the second braking torque, the third braking torque, and the fourth braking torque; the second value is a sum of the second braking torque and the third braking torque.
Optionally, the second control sub-module further includes:
a second control unit, configured to control the third in-wheel motor band brake assembly and the fourth in-wheel motor band brake assembly to generate the second braking torque, control the first energy storage component and the second energy storage component to generate the third braking torque, control the first in-wheel motor band brake assembly and the second in-wheel motor band brake assembly to generate the fourth braking torque, and control a hydraulic braking system to generate a braking torque of a difference between the first braking torque and the first value when the first braking torque is greater than the first value;
wherein the first value is a sum of the second braking torque, the third braking torque, and the fourth braking torque.
According to a third aspect of the present invention, there is provided an electric vehicle comprising a memory, a controller, a computer program stored on the memory and capable of running on the controller, the controller implementing the steps of the energy recovery control method of the distributed drive system as described above when executing the computer program.
The embodiment of the invention has the beneficial effects that:
in the above scheme, the in-wheel motors in the first in-wheel motor area brake assembly and the second in-wheel motor area brake assembly are excitation motors, the in-wheel motors in the third in-wheel motor area brake assembly and the fourth in-wheel motor area brake assembly are permanent magnet motors, and the in-wheel motor area brake assembly is connected with a first energy storage component and a second energy storage component. The scheme comprises the steps of obtaining a first braking torque required by the current working condition of a vehicle; and determining a second braking torque of the drive system; wherein the second braking torque is the sum of the maximum braking energy recovery torques of the third and fourth hub motor belt brake assemblies; under the condition that the first braking torque is smaller than or equal to the second braking torque, controlling the third hub motor belt brake assembly and the fourth hub motor belt brake assembly to generate the first braking torque required by the current working condition of the vehicle; determining a third braking torque of the drive system in the case that the first braking torque is greater than the second braking torque; wherein the third braking torque is a sum of maximum braking energy recovery torques of the first energy storage component and the second energy storage component; and controlling the vehicle to distribute the braking torque according to the second braking torque and the third braking torque, and generating a first braking torque required by the current working condition of the vehicle. The recovery efficiency of the braking energy is improved, and the driving range of the electric automobile is improved.
Drawings
FIG. 1 is a schematic diagram of a distributed drive system according to an embodiment of the present invention;
FIG. 2 is a schematic structural view of a brake system according to an embodiment of the present invention;
FIG. 3 shows one of the flow charts of the energy recovery control method of the distributed drive system of the embodiment of the invention;
FIG. 4 illustrates a flow chart of fault detection for a distributed drive system of an embodiment of the present invention;
FIG. 5 is a second flowchart of a method for controlling energy recovery of a distributed drive system according to an embodiment of the present invention;
fig. 6 is a block diagram showing a configuration of an energy recovery control device of a distributed drive system according to an embodiment of the present invention.
Detailed Description
Exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention can be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.
As shown in fig. 1, the present invention provides a distributed drive system comprising: a first hub motor belt brake assembly 11 arranged in a left front wheel hub of the electric automobile; a second hub motor with brake assembly 12 disposed within the right front wheel hub; a third hub motor with brake assembly 13 disposed within the left rear wheel hub; a fourth hub motor disposed within the right rear wheel hub carries a brake assembly 14.
The first energy storage component and the second energy storage component are respectively connected with two hub motors in a first hub motor belt brake assembly 11, a second hub motor belt brake assembly 12, a third hub motor belt brake assembly 13 and a fourth hub motor belt brake assembly 14.
Specifically, a first energy storage component is connected to the first hub motor belt brake assembly 11, and a second energy storage component is connected to the second hub motor belt brake assembly 12;
the hub motors in the first hub motor with brake assembly 11 and the second hub motor with brake assembly 12 are excitation motors, and the hub motors in the third hub motor with brake assembly 13 and the fourth hub motor with brake assembly 14 are permanent magnet motors.
And the controller is respectively connected with the first hub motor belt brake assembly 11, the second hub motor belt brake assembly 12, the third hub motor belt brake assembly 13, the fourth hub motor belt brake assembly 14, the first energy storage component and the second energy storage component.
It should be noted that the wheel brake in the above structure is matched with the hub motor, and the working principle of the brake remains unchanged. Compared with the prior art, the arrangement position of the motor is changed from the original position on the shaft (the middle position of the front shaft or the rear shaft) to the hub motor, so that the original centralized driving is changed into the distributed driving. The distributed hub motors are adopted, the hub motor with the brake assemblies are arranged in the hubs at the wheel ends, a driving shaft and a gearbox are omitted, the number of parts and the weight of the whole automobile can be reduced, the distributed hub motors are adopted to directly drive the wheels, the driving mode of the electric automobile is more flexible, if the electric automobile runs on a low-speed running road section, only two rear wheels can be used as driving wheels, and two front wheels are used as driven wheels to follow, so that the consumption of driving energy can be reduced, and the driving range of the whole automobile can be improved; on the other hand, the distributed hub motors are adopted to directly drive the wheels, so that a driving link can be shortened, the transmission efficiency is improved, the original centralized motor is changed into the hub motor on a single wheel for recovering the braking energy, and the recovery and conversion of the braking energy are more direct and faster. Furthermore, the added first energy storage component and the second energy storage component can store the energy recovered by the braking energy when the vehicle is in a braking energy recovery state, so as to provide driving force, increase the degree of recovering the braking energy of the whole vehicle and improve the recovery efficiency of the braking energy.
In an alternative embodiment, as shown in fig. 1 and 2, the controller is a Vehicle Control Unit 10 (VCU).
Further, as shown in fig. 2, it is a schematic diagram of a brake system structure of an electric vehicle, where the brake system structure includes the above distributed drive system, and further includes:
the electronic stability control module 5 is connected with the first hub motor belt brake assembly 11, the second hub motor belt brake assembly 12, the third hub motor belt brake assembly 13 and the fourth hub motor belt brake assembly 14 through brake pipelines respectively;
a first wheel speed sensor 61 disposed on a left front wheel (LF); a second wheel speed sensor 62 disposed on the right front wheel (RF); a third wheel speed sensor 63 disposed on the left rear wheel (LR); a fourth wheel speed sensor 64 disposed on the right rear wheel (RR); the first wheel speed sensor 61, the second wheel speed sensor 62, the third wheel speed sensor 63 and the fourth wheel speed sensor 64 are respectively connected with the electronic stability control module 5 through hard wires, so that the collected wheel speed signals are transmitted to the electronic stability control module 5.
Electric control booster area braking master cylinder 7, electric control booster area braking master cylinder 7 through the hard line with vehicle control unit 10 is connected to through the brake pipe with electronic stability control module 5 is connected, compares in vacuum booster, and electric control booster can be more accurate control hydraulic braking process, is favorable to improving control accuracy.
The brake pedal 8 and the accelerator pedal 9 are fixed on the periphery of a front panel of a vehicle body cab through bolts, and a displacement sensor 81 on the brake pedal 8 is fixed on the brake pedal through bolts and used for feeding back the shape and stroke change of the brake pedal 8 so as to reflect the braking intention of a driver. The electric control booster with a master cylinder 7 is connected with a brake pedal 8 through a bolt. The displacement sensor 81 connected to the brake pedal 8 and the angle sensor connected to the accelerator pedal 9 are used for acquiring an accelerator pedal signal and a brake pedal signal, and feeding back the acquired signals to the vehicle controller 10.
The steering wheel 15 is provided with a corner sensor, the corner sensor is connected with the steering wheel 15 through a steering column, when the steering wheel 15 rotates, the steering column is driven to rotate, a corner measuring signal of the steering wheel is output through the corner sensor, the corner sensor is electrically connected with the vehicle control unit 10, and the corner measuring signal of the steering wheel is input to the vehicle control unit 10.
As shown in fig. 3, an embodiment of the present invention provides an energy recovery control method for a distributed drive system, the method including:
step 31, acquiring a first braking torque required by the current working condition of the vehicle;
the driver applies an acting force on the brake pedal 8, the displacement sensor 81 collects a pedal stroke signal and inputs the collected pedal stroke signal into a controller (which may be the vehicle control unit 10), and the pedal stroke signal is interpreted by the controller to obtain a braking torque demand TB1 expected by the driver, namely a first braking torque demanded by the current working condition of the vehicle.
Step 32, determining a second braking torque of the driving system; wherein the second braking torque is the sum of the maximum braking energy recovery torques of the third and fourth hub motor belt brake assemblies 13 and 14;
step 33, controlling the third in-wheel motor belt brake assembly 13 and the fourth in-wheel motor belt brake assembly 14 to generate the first brake torque required by the current working condition of the vehicle when the first brake torque is smaller than or equal to the second brake torque;
after the controller obtains the first braking torque required, whether the second braking torques corresponding to the two rear wheels meet the requirement or not is preferentially determined. When the second braking torque meets the braking requirement (the first braking torque is less than or equal to the second braking torque), the two rear wheels are preferentially allowed to provide braking force. Because the hub motors of the two rear wheels adopt permanent magnet synchronous motors, and the hub motors of the two front wheels adopt asynchronous motors (excitation motors), compared with the adoption of the permanent magnet synchronous motors, the asynchronous hub motors have lower running resistance in the role of a driven wheel, so that the two rear wheels are preferentially utilized to provide braking force, the energy consumption of the whole vehicle running is favorably reduced, and the running mileage of the electric vehicle is improved.
Step 34, determining a third braking torque of the driving system under the condition that the first braking torque is larger than the second braking torque; wherein the third braking torque is a sum of maximum braking energy recovery torques of the first energy storage component and the second energy storage component; and controlling the vehicle to distribute the braking torque according to the second braking torque and the third braking torque so as to generate the first braking torque required by the current working condition of the vehicle.
When the second braking torques of the two rear wheels do not meet the braking requirement (the first braking torque is larger than the second braking torque), the third braking torques corresponding to the first energy storage component and the second energy storage component are further determined, so that the braking torques are distributed and controlled by combining the third braking torques on the basis of the second braking torques. The first energy storage component and the second energy storage component can store the recovered energy and provide driving force for increasing the recovery degree of the braking energy of the whole vehicle and providing the energy consumption of the running of the whole vehicle, so that the recovery efficiency of the braking energy is effectively improved, and the driving range of the whole vehicle is increased.
In the embodiment, after the first braking torque required by the current working condition of the vehicle is obtained, the two rear wheels of the permanent magnet motor are preferentially used as the hub motor, so that the two front wheels of the permanent magnet motor, which are the excitation motors, are used as the driven wheels, and the energy consumption can be reduced; when the two rear wheels are not enough to provide the required braking force, the braking torque is further distributed by combining the third braking torque which can be recovered by the first energy storage component and the second energy storage component, so that the efficiency of recovering the braking energy is effectively improved, and the driving range of the whole vehicle is increased.
Further, before the step 31, the method further includes:
and after the vehicle is powered on, carrying out system fault detection.
Specifically, fig. 4 shows a schematic flow chart of fault detection. After completion and passing of the test, the vehicle enters a ready and drive mode. As shown in fig. 4, the detection process includes:
step 41, powering on the vehicle;
step 42, carrying out system self-check;
step 43, judging whether the system has abnormal phenomena, if the system is normal, then proceeding to step 44; if the system is judged to be abnormal, step 46 is performed;
step 44, respectively judging whether the accelerator pedal signal and the brake pedal signal are normal, and if the accelerator pedal signal and the brake pedal signal are both normal, further, when the accelerator pedal signal and the brake pedal signal are judged to be changed, performing step 45; if one or more of the accelerator pedal signal, the brake pedal signal and the gear signal are judged to be abnormal, judging that a system fault occurs, and performing step 46;
step 45, entering a driving mode;
and step 46, giving an alarm prompt, lighting an alarm lamp and exiting the program.
In the embodiment, before the braking energy recovery control is performed on the electric automobile, the system fault detection is performed, so that the accuracy of the subsequently acquired accelerator pedal signal and the subsequently acquired braking pedal signal is effectively ensured, and the improvement of the accuracy of the energy recovery control is facilitated.
Further, in step 34, the vehicle is controlled to distribute the braking torque according to the second braking torque and the third braking torque, which includes the following two conditions:
the first condition is as follows:
and if the first braking torque is smaller than or equal to the sum of the second braking torque and the third braking torque, controlling the third hub motor belt brake assembly 13 and the fourth hub motor belt brake assembly 14 to generate the second braking torque, and controlling the first energy storage component and the second energy storage component to generate the braking torque of the difference value of the first braking torque and the second braking torque.
In the embodiment, when the first braking torque is smaller than or equal to the sum of the second braking torque and the third braking torque, the second braking torque is provided by the two rear wheels, and the residual braking torque (the difference between the first braking torque and the second braking torque) is generated by recycling the first energy storage component and the second energy storage component, so that the energy consumption of the power battery pack is reduced, the energy recycling efficiency is increased, and the driving range of the whole vehicle is increased.
Case two:
determining a fourth braking torque of the drive system if the first braking torque is greater than the sum of the second braking torque and the third braking torque; the fourth braking torque is the sum of the maximum braking energy recovery torques of the first in-wheel motor belt brake assembly 11 and the second in-wheel motor belt brake assembly 12;
and controlling the vehicle to distribute the braking torque according to the second braking torque, the third braking torque and the fourth braking torque.
In this embodiment, if the braking torque required by the current working condition is large and the two rear wheels, the first energy storage component and the second energy storage component cannot meet the braking requirement, the fourth braking torques corresponding to the first hub motor and brake assembly 11 and the second hub motor and brake assembly 12 are further determined, so as to control the vehicle to distribute the braking torques according to the second braking torque, the third braking torque and the fourth braking torque. According to the embodiment, when the braking torque required by the current working condition is large, the two front wheels are controlled to participate in braking energy recovery, and braking force is distributed according to the recovery capacity of the two front wheels, so that a flexible energy recovery control strategy is realized, the energy recovery efficiency is improved, and the braking requirement is ensured.
In an optional embodiment of the present invention, the controlling the distribution of the braking torque of the vehicle according to the second braking torque, the third braking torque and the fourth braking torque comprises the following two conditions:
case a:
if the first braking torque is smaller than or equal to a first value, controlling the third in-wheel motor belt brake assembly 13 and the fourth in-wheel motor belt brake assembly 14 to generate the second braking torque, controlling the first energy storage component and the second energy storage component to generate the third braking torque, and controlling the first in-wheel motor belt brake assembly 11 and the second in-wheel motor belt brake assembly 12 to generate the braking torque of the difference value between the first braking torque and a second value;
wherein the first value is a sum of the second braking torque, the third braking torque, and the fourth braking torque; the second value is a sum of the second braking torque and the third braking torque.
Case B:
if the first braking torque is larger than the first value, controlling the third in-wheel motor belt brake assembly 13 and the fourth in-wheel motor belt brake assembly 14 to generate the second braking torque, controlling the first energy storage component and the second energy storage component to generate the third braking torque, controlling the first in-wheel motor belt brake assembly 11 and the second in-wheel motor belt brake assembly 12 to generate the fourth braking torque, and controlling a hydraulic braking system to generate the braking torque of the difference value between the first braking torque and the first value;
wherein the first value is a sum of the second braking torque, the third braking torque, and the fourth braking torque.
In the above embodiment, when the four in-wheel motors, the first energy storage component and the second energy storage component can meet the first braking force of the demand, the two rear wheels, the first energy storage component and the second energy storage component are controlled to provide braking torque according to the maximum recovered energy, and the remaining braking torque is provided by the two front wheels. The energy recovery efficiency can be effectively improved, and the driving range of the whole vehicle is improved. When the four in-wheel motors, the first energy storage component and the second energy storage component can not meet the first braking force of the demand, the four in-wheel motors, the first energy storage component and the second energy storage component are controlled to provide braking torque according to the maximum recovered energy, and meanwhile, a hydraulic system is controlled to complement the required residual braking torque. The first energy storage component and the second energy storage component in the embodiment provide braking torque with the maximum recovered energy, so that the energy recovery efficiency can be effectively improved, and the driving range of the whole vehicle is improved.
As shown in fig. 1 and 2, in an alternative embodiment of the present invention, the first energy storage component includes: the first elastic energy storage device 21 is connected with the first hub motor belt brake assembly 11 through a first transmission shaft 41; and a first electromagnetic clutch 31 for switching the working state of the first elastic energy accumulator 21, wherein the first electromagnetic clutch 31 is disposed between the first transmission shafts 41 and is connected with the vehicle control unit 10 (the connection relationship between the first electromagnetic clutch 31 and the vehicle control unit 10 is not shown in fig. 2). The second energy storage component includes: a second elastic energy storage device 22, wherein the second elastic energy storage device 22 is connected with the second hub motor belt brake assembly 12 through a second transmission shaft 42; and a second electromagnetic clutch 32 for switching the working state of the second elastic energy storage 22, wherein the second electromagnetic clutch 32 is disposed between the second transmission shafts 42 and connected with the vehicle control unit 10 (the connection relationship between the second electromagnetic clutch 32 and the vehicle control unit 10 is not shown in fig. 2). Controlling the first and second energy storage components to generate braking torque may include:
controlling the first electromagnetic clutch 31 to attract the first transmission shaft 41 so as to enable the first elastic energy accumulator 21 and the first hub motor belt brake assembly 11 to be communicated; and controlling the second electromagnetic clutch 32 to attract the second transmission shaft 42 so as to enable the second elastic energy accumulator 22 to be communicated with the second hub motor belt brake assembly 12, so that the elastic energy accumulator converts kinetic energy into elastic energy to store the elastic energy, and the energy recovery degree is increased. When the driving requirement is met, the elastic potential energy is converted into the driving force, the energy recovery efficiency is effectively improved, the energy consumption of the power battery pack is reduced, and the driving range of the whole vehicle is increased.
It should be noted that the energy storage requirement provided by the elastic energy storage device cannot be converted into electric energy in time, and only after braking is finished, the electric energy is directly converted into driving torque through release to push the whole vehicle to advance. If the vehicle is in the braking process until the vehicle stops, the clutch is controlled to disconnect the transmission shaft by judging that the vehicle does not continue to run or the vehicle does not have speed and displacement signals generated for a certain time interval, and the energy stored in the elastic energy storage device is released at the same time so as to protect the elastic element in the energy storage device.
The energy recovery control method of the distributed drive system will be described with reference to fig. 5. The flow of the braking energy recovery control may include:
step 51, obtaining a brake pedal travel signal;
when the whole vehicle passes through the self-checking that all systems are normal, the whole vehicle enters into the Ready state, the brake pedal signal is normal, a driver acts on the brake pedal through feet, and the pedal stroke signal is collected through the displacement sensor 81 and is input into the relevant controller.
Step 52, acquiring a desired braking torque demand TB1 of a driver;
by the controller interpreting the pedal stroke signal, a driver desired braking torque demand such as TB1 (first braking torque) can be achieved. Wherein those wheels are selected by the drive controller to provide the driver demanded drive torque during driving of the vehicle.
Step 53, judging whether the recovered torque TB2 of the two hub motors of the rear wheel meets the condition that TB2-TB1 is more than or equal to 0;
firstly, considering whether the working driving wheels (such as two rear hub motors which are driven currently) have enough energy recovery capacity, the braking torque TB2 generated by meeting the energy recovery of the motors is larger than TB1, if so, executing a step 54; if the maximum recovery capacities TB2 of the two rear hub motors can not meet the braking requirement TB1 of the driver through calculation, the step 55 is carried out;
step 54, the braking torque TB1 desired by the driver is borne by two rear hub motors, one for each rear hub motor
Figure BDA0002470791210000131
In order to generate as much braking energy recovery as possible.
Step 55, judging whether the first elastic energy storage 21 and the second elastic energy storage 22 of the front wheels meet the requirements of TB1-TB2-TB3 and are not more than 0;
the two rear wheel hub motors are distributed according to the maximum braking torque, and subjected to NAND logical judgment, and whether the difference between TB1 and TB2 can meet the braking requirement through compensation by the first elastic energy storage device 21 and the second elastic energy storage device 22 on the front wheel motor is judged; if the energy storage torques TB3 of the first elastic energy storage 21 and the second elastic energy storage 22 of the front wheels can meet the difference requirement of TB1 and TB2, then step 56 is carried out; if the braking torque required by the driver is particularly large, and the sum of the braking energy torque TB2 recovered by the two rear hub motors and the energy storage TB3 of the front wheels can not meet the requirement of TB1, performing step 57;
and 56, the braking torque difference between the TB and the TB2 is borne by the TB3, namely the first elastic energy storage device 21 and the second elastic energy storage device 22 are controlled to store energy, the energy storage functions of the TB1-TB2 are provided, the electromagnetic clutches on the two front hub motors are controlled to be switched on respectively, the energy difference between the TB1 and the TB2 is absorbed, and the two front elastic energy storage devices respectively store energy
Figure BDA0002470791210000132
Step 57, electrifying a front wheel hub motor, recovering braking energy and providing braking torque TB 4;
step 58, judging whether the braking torque TB4 of the two front wheel hub motors meets the requirement that TB1-TB2-TB3-TB4 is less than or equal to 0; if the braking torque is met, the two front hub motors are started to work, so that the braking energy torque of TB4 which is TB1-TB2-TB3 is provided, and the braking torque borne by each front hub motor is TB1-TB2-TB3
Figure BDA0002470791210000141
If not, go to step 59;
step 59, controlling a hydraulic system to provide hydraulic brake torque TB5 which is TB1-TB2-TB3-TB 4;
if TB1 increases still further, the difference is taken over by the hydraulic brake system, i.e. the difference is compensated for by the hydraulic system. The electric control booster with the master cylinder 7 controls the hub motor to push the hydraulic master cylinder to output a hydraulic pressure value with a corresponding size, so that the generated hydraulic braking torque can meet TB1-TB2-TB3-TB 4.
In the above embodiment, it is considered that the two rear wheel hub motors are preferentially used for recovering braking energy, the kinetic energy is converted into electric energy to be stored, when the two rear wheels do not meet the requirement, the elastic energy accumulator is considered to be controlled simultaneously to convert the kinetic energy into elastic potential energy to be stored, further, the two front wheel hub motors are controlled simultaneously to participate in the recovery of the braking energy when needed, and finally, when the required braking force is large and the driving system is not enough to meet the braking requirement, the hydraulic braking force is provided by controlling the hydraulic system to complement the requirement, so as to meet the first braking torque of the braking requirement of the driver of the whole vehicle. According to the scheme, the braking energy recovery control strategy under different working condition requirements is realized, the braking requirement is ensured, the energy recovery efficiency can be effectively improved, and the driving range of the whole vehicle is improved.
Corresponding to the above method embodiment, the embodiment of the present invention further provides an energy recovery control device of the distributed driving system.
As shown in fig. 6, a block diagram of an energy recovery control device of a distributed drive system is shown. The device 600 is applied to a controller and comprises:
the obtaining module 601 is used for obtaining a first braking torque required by the current working condition of the vehicle;
a first determination module 602 for determining a second braking torque of the drive system; wherein the second braking torque is the sum of the maximum braking energy recovery torques of the third and fourth hub motor belt brake assemblies;
a first control module 603, configured to control the third in-wheel motor brake assembly and the fourth in-wheel motor brake assembly to generate a first brake torque required by a current operating condition of the vehicle when the first brake torque is less than or equal to the second brake torque;
a processing module 604 for determining a third braking torque of the drive system if the first braking torque is greater than the second braking torque; wherein the third braking torque is a sum of maximum braking energy recovery torques of the first energy storage component and the second energy storage component; controlling the vehicle to distribute the braking torque according to the second braking torque and the third braking torque so as to generate a first braking torque required by the current working condition of the vehicle;
wherein, the hub motors in the first hub motor belt brake assembly 11 arranged in the left front wheel hub and the second hub motor belt brake assembly 12 arranged in the right front wheel hub of the vehicle are excitation motors, and the hub motors in the third hub motor belt brake assembly 13 arranged in the left rear wheel hub and the fourth hub motor belt brake assembly 14 arranged in the right rear wheel hub of the vehicle are permanent magnet motors;
the first energy storage component and the second energy storage component are respectively connected with two hub motors in a first hub motor belt brake assembly 11, a second hub motor belt brake assembly 12, a third hub motor belt brake assembly 13 and a fourth hub motor belt brake assembly 14.
Optionally, the processing module 604 further includes:
and the first control submodule is used for controlling the third hub motor belt brake assembly and the fourth hub motor belt brake assembly to generate the second brake torque and controlling the first energy storage component and the second energy storage component to generate the brake torque of the difference value of the first brake torque and the second brake torque when the first brake torque is smaller than or equal to the sum of the second brake torque and the third brake torque.
Optionally, the processing module 604 further includes:
a first determination submodule for determining a fourth braking torque of the drive system when the first braking torque is greater than a sum of the second braking torque and the third braking torque; the fourth braking torque is the sum of the maximum braking energy recovery torques of the first hub motor belt brake assembly and the second hub motor belt brake assembly;
and the second control submodule is used for controlling the vehicle to distribute the braking torque according to the second braking torque, the third braking torque and the fourth braking torque.
Optionally, the second control sub-module includes:
a first control unit, configured to control the third and fourth hub motor band brake assemblies to generate the second brake torque, control the first and second energy storage components to generate the third brake torque, and control the first and second hub motor band brake assemblies to generate the brake torque of a difference between the first brake torque and a second value when the first brake torque is less than or equal to a first value;
wherein the first value is a sum of the second braking torque, the third braking torque, and the fourth braking torque; the second value is a sum of the second braking torque and the third braking torque.
Optionally, the second control sub-module further includes:
a second control unit, configured to control the third in-wheel motor band brake assembly and the fourth in-wheel motor band brake assembly to generate the second braking torque, control the first energy storage component and the second energy storage component to generate the third braking torque, control the first in-wheel motor band brake assembly and the second in-wheel motor band brake assembly to generate the fourth braking torque, and control a hydraulic braking system to generate a braking torque of a difference between the first braking torque and the first value when the first braking torque is greater than the first value;
wherein the first value is a sum of the second braking torque, the third braking torque, and the fourth braking torque.
The device is a device corresponding to the method embodiment, and all implementation manners in the method embodiment are applicable to the device embodiment, and the same technical effects as the method embodiment can be achieved.
In addition, the present invention also provides an electric vehicle, including: the control method comprises the following steps of a memory, a controller and a computer program which is stored on the memory and can run on the controller, wherein the controller executes the computer program to realize the control method for the braking energy recovery of the distributed driving system.
Specifically, the electric vehicle includes: a first in-wheel motor belt brake assembly 11 arranged in the left front wheel hub, a second in-wheel motor belt brake assembly 12 arranged in the right front wheel hub, a third in-wheel motor belt brake assembly 13 arranged in the left rear wheel hub and a fourth in-wheel motor belt brake assembly 14 arranged in the right rear wheel hub; a first energy storage component is connected to the first hub motor belt brake assembly 11, and a second energy storage component is connected to the second hub motor belt brake assembly 12; first in-wheel motor area brake assembly 11 with in-wheel motor in the second in-wheel motor area brake assembly 12 is excitation motor, third in-wheel motor area brake assembly 13 with in-wheel motor in the fourth in-wheel motor area brake assembly 14 is permanent-magnet machine, just the controller respectively with first in-wheel motor area brake assembly 11 second in-wheel motor area brake assembly 12 third in-wheel motor area brake assembly 13 fourth in-wheel motor area brake assembly 14 and first energy storage component with the second energy storage component is connected.
In the above scheme, adopt in-wheel motor's the form of arranging to in-wheel motor with two rear wheels adopts PMSM, and in-wheel motor of two front wheels adopts asynchronous machine (excitation motor), realizes when rear wheel drive front wheel is driven, can effectual reduction drive energy consumption, improves in-wheel motor's work efficiency, thereby increases electric automobile's continuation of the journey mileage. By adding the electromagnetic clutch and the elastic energy storage device, the energy recovery mode and the energy recovery way of the electric automobile are increased, the driving torque selection mode and the driving torque control are more flexible, various braking energy recovery modes under different working condition requirements are realized, and the method plays an important role in increasing the endurance mileage of the battery.
While the preferred embodiments of the present invention have been described, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention as defined in the following claims.

Claims (11)

1. An energy recovery control method of a distributed drive system, comprising:
acquiring a first braking torque required by the current working condition of the vehicle;
determining a second braking torque of the drive system; the second braking torque is the sum of the maximum braking energy recovery torques of the third hub motor belt brake assembly (13) and the fourth hub motor belt brake assembly (14);
under the condition that the first brake torque is smaller than or equal to the second brake torque, controlling the third hub motor belt brake assembly (13) and the fourth hub motor belt brake assembly (14) to generate the first brake torque required by the current working condition of the vehicle;
determining a third braking torque of the drive system in the case that the first braking torque is greater than the second braking torque; the third braking torque is the sum of the maximum braking energy recovery torques of the first energy storage component and the second energy storage component; controlling the vehicle to distribute the braking torque according to the second braking torque and the third braking torque so as to generate a first braking torque required by the current working condition of the vehicle;
the hub motors in a first hub motor belt brake assembly (11) arranged in a left front wheel hub and a second hub motor belt brake assembly (12) arranged in a right front wheel hub of the vehicle are excitation motors, and the hub motors in a third hub motor belt brake assembly (13) arranged in a left rear wheel hub and a fourth hub motor belt brake assembly (14) arranged in a right rear wheel hub of the vehicle are permanent magnet motors;
the first energy storage component and the second energy storage component are respectively connected with two hub motors in the first hub motor belt brake assembly (11), the second hub motor belt brake assembly (12), the third hub motor belt brake assembly (13) and the fourth hub motor belt brake assembly (14).
2. The energy recovery control method of the distributed drive system according to claim 1, wherein the controlling the distribution of the braking torque by the vehicle according to the second braking torque and the third braking torque comprises:
and if the first braking torque is smaller than or equal to the sum of the second braking torque and the third braking torque, controlling the third hub motor belt brake assembly (13) and the fourth hub motor belt brake assembly (14) to generate the second braking torque, and controlling the first energy storage component and the second energy storage component to generate the braking torque of the difference value of the first braking torque and the second braking torque.
3. The energy recovery control method of a distributed drive system according to claim 1, wherein said controlling the distribution of the braking torque by the vehicle in accordance with the second braking torque and the third braking torque further comprises:
determining a fourth braking torque of the drive system if the first braking torque is greater than the sum of the second braking torque and the third braking torque; wherein the fourth braking torque is the sum of the maximum braking energy recovery torques of the first in-wheel motor belt brake assembly (11) and the second in-wheel motor belt brake assembly (12);
and controlling the vehicle to distribute the braking torque according to the second braking torque, the third braking torque and the fourth braking torque.
4. The energy recovery control method of the distributed drive system according to claim 3, wherein the controlling the distribution of the braking torque by the vehicle according to the second braking torque, the third braking torque, and the fourth braking torque comprises:
if the first braking torque is smaller than or equal to a first value, controlling the third hub motor belt brake assembly (13) and the fourth hub motor belt brake assembly (14) to generate the second braking torque, controlling the first energy storage component and the second energy storage component to generate the third braking torque, and controlling the first hub motor belt brake assembly (11) and the second hub motor belt brake assembly (12) to generate the braking torque of the difference value of the first braking torque and a second value;
wherein the first value is a sum of the second braking torque, the third braking torque, and the fourth braking torque; the second value is a sum of the second braking torque and the third braking torque.
5. The energy recovery control method of the distributed drive system according to claim 3, wherein the controlling the distribution of the braking torque by the vehicle according to the second braking torque, the third braking torque, and the fourth braking torque comprises:
if the first brake torque is larger than a first value, controlling the third hub motor belt brake assembly (13) and the fourth hub motor belt brake assembly (14) to generate the second brake torque, controlling the first energy storage component and the second energy storage component to generate the third brake torque, controlling the first hub motor belt brake assembly (11) and the second hub motor belt brake assembly (12) to generate the fourth brake torque, and controlling a hydraulic brake system to generate the brake torque of the difference value of the first brake torque and the first value;
wherein the first value is a sum of the second braking torque, the third braking torque, and the fourth braking torque.
6. An energy recovery control device of a distributed drive system, comprising:
the acquisition module is used for acquiring a first braking torque required by the current working condition of the vehicle;
a first determination module to determine a second braking torque of the drive system; the second brake torque is the sum of the maximum brake energy recovery torques of the third hub motor belt brake assembly (13) and the fourth hub motor belt brake assembly (14);
the first control module is used for controlling the third hub motor belt brake assembly (13) and the fourth hub motor belt brake assembly (14) to generate a first brake torque required by the current working condition of the vehicle under the condition that the first brake torque is smaller than or equal to the second brake torque;
the processing module is used for determining a third braking torque of the driving system under the condition that the first braking torque is larger than the second braking torque; the third braking torque is the sum of the maximum braking energy recovery torques of the first energy storage component and the second energy storage component; controlling the vehicle to distribute the braking torque according to the second braking torque and the third braking torque so as to generate a first braking torque required by the current working condition of the vehicle;
the hub motors in a first hub motor belt brake assembly (11) arranged in a left front wheel hub and a second hub motor belt brake assembly (12) arranged in a right front wheel hub of the vehicle are excitation motors, and the hub motors in a third hub motor belt brake assembly (13) arranged in a left rear wheel hub and a fourth hub motor belt brake assembly (14) arranged in a right rear wheel hub of the vehicle are permanent magnet motors;
the first energy storage component and the second energy storage component are respectively connected with two hub motors in the first hub motor belt brake assembly (11), the second hub motor belt brake assembly (12), the third hub motor belt brake assembly (13) and the fourth hub motor belt brake assembly (14).
7. The energy recovery control device of the distributed drive system according to claim 6, wherein the processing module includes:
and the first processing submodule is used for controlling the third hub motor belt brake assembly (13) and the fourth hub motor belt brake assembly (14) to generate the second brake torque and controlling the first energy storage component and the second energy storage component to generate the brake torque of the difference value of the first brake torque and the second brake torque when the first brake torque is smaller than or equal to the sum of the second brake torque and the third brake torque.
8. The energy recovery control device of the distributed drive system according to claim 6, wherein the processing module further comprises:
a first determination submodule for determining a fourth braking torque of the drive system when the first braking torque is greater than a sum of the second braking torque and the third braking torque; wherein the fourth braking torque is the sum of the maximum braking energy recovery torques of the first in-wheel motor belt brake assembly (11) and the second in-wheel motor belt brake assembly (12);
and the second control submodule is used for controlling the vehicle to distribute the braking torque according to the second braking torque, the third braking torque and the fourth braking torque.
9. The energy recovery control device of the distributed drive system according to claim 8, wherein the second control submodule includes:
a first control unit, configured to control the third and fourth hub motor belt brake assemblies (13, 14) to generate the second brake torque, control the first and second energy storage components to generate the third brake torque, and control the first and second hub motor belt brake assemblies (11, 12) to generate the brake torque of the difference between the first brake torque and the second value when the first brake torque is less than or equal to a first value;
wherein the first value is a sum of the second braking torque, the third braking torque, and the fourth braking torque; the second value is a sum of the second braking torque and the third braking torque.
10. The energy recovery control device of the distributed drive system of claim 8, wherein the second control sub-module further comprises:
a second control unit, configured to control the third in-wheel motor belt brake assembly (13) and the fourth in-wheel motor belt brake assembly (14) to generate the second brake torque, control the first energy storage component and the second energy storage component to generate the third brake torque, control the first in-wheel motor belt brake assembly (11) and the second in-wheel motor belt brake assembly (12) to generate the fourth brake torque, and control a hydraulic brake system to generate a brake torque of a difference between the first brake torque and the first value when the first brake torque is greater than the first value;
wherein the first value is a sum of the second braking torque, the third braking torque, and the fourth braking torque.
11. An electric vehicle, characterized in that the electric vehicle comprises: memory, a controller, a computer program stored on the memory and executable on the controller, the controller implementing the steps of the method of controlling braking energy recuperation of a distributed drive system according to any of claims 1 to 5 when executing the computer program.
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