CN116985641A - Retarding control method and device for dual-motor vehicle and electronic equipment - Google Patents

Retarding control method and device for dual-motor vehicle and electronic equipment Download PDF

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Publication number
CN116985641A
CN116985641A CN202310957825.1A CN202310957825A CN116985641A CN 116985641 A CN116985641 A CN 116985641A CN 202310957825 A CN202310957825 A CN 202310957825A CN 116985641 A CN116985641 A CN 116985641A
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China
Prior art keywords
vehicle
motor
power
deceleration
torque
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Pending
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CN202310957825.1A
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Chinese (zh)
Inventor
罗品奎
黄泽铧
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Jiangsu Zero One Automotive Technology Co ltd
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Jiangsu Zero One Automotive Technology Co ltd
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Priority to CN202310957825.1A priority Critical patent/CN116985641A/en
Publication of CN116985641A publication Critical patent/CN116985641A/en
Pending legal-status Critical Current

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Classifications

    • 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
    • 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
    • B60L15/2018—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 for braking on a slope
    • 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
    • B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
    • 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
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • 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

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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 application relates to a method and a device for controlling the retarding of a double-motor vehicle and electronic equipment, wherein the method comprises the following steps: acquiring the running state of the vehicle; judging whether retarding is needed or not based on the running state; when the vehicle is judged to be in need of retarding, the double motors are controlled to respectively generate power generation and power consumption, and the power generation and the power consumption are equal; and calculating and outputting the deceleration of the whole vehicle according to the generated power and the consumed power, and controlling the vehicle to be retarded. According to the application, the vehicle body can be decelerated in a mode that the two motors are mutually matched, at the moment, the motor for generating the generated power is equal to the motor for generating the consumed power, the current output from the storage battery is 0, or the current on the bus of the storage battery is 0, so that the safety of the storage battery can be ensured, and further, the function of braking and decelerating the vehicle can be achieved because the negative torque is larger than the positive torque at the moment, and the deceleration of the vehicle body is controlled by adjusting the torque of the two motors.

Description

Retarding control method and device for dual-motor vehicle and electronic equipment
Technical Field
The application relates to the technical field of vehicle control, in particular to a method and a device for controlling the retarding speed of a dual-motor vehicle and electronic equipment.
Background
As shown in fig. 1 of the specification, in a dual-motor driven truck, two motors can recover energy according to the current speed and the maximum charge allowable power of a motor battery during the sliding or braking process, so that the kinetic energy of the truck body is converted into the electric energy of the battery. In fig. 1, the electric power generated by the motor 1 enters the battery from the lead 1 through the lead 3, and the electric power generated by the motor 2 enters the battery from the lead 2 through the lead 3.
Under the condition of a long ramp, in order to ensure that the speed of the vehicle is not too high and to protect the braking system from overheating, the two motors can continuously charge the high-voltage battery. When the high-voltage battery is full, no more electric energy can enter the battery to ensure the safety of the battery, so that the current value on the lead 3 is ensured to be 0, or the electric energy can only flow out from the lead 3 to the motor.
In the prior art, in order to ensure that the current on the lead wire 3 is 0, the motor 1 and the motor 2 do not perform energy recovery any more, namely, the motor 1 and the motor 2 cannot generate negative torque, so that the vehicle body can be decelerated only by means of a braking device in the downhill process.
If the deceleration function in the downhill process is totally dependent on braking, the brake pad can be overheated, the driving safety is reduced, and the service life of the brake pad is also reduced. In particular, in the event of a failure of the braking function, the prior art does not have a method of decelerating the vehicle body.
Disclosure of Invention
The application discloses a retarding control method and device for a dual-motor vehicle and electronic equipment, and aims to solve the technical problems in the prior art.
The application adopts the following technical scheme:
in a first aspect, an embodiment of the present application provides a method for controlling a speed of a dual-motor vehicle, including the following steps:
acquiring the running state of the vehicle;
judging whether retarding is needed or not based on the running state;
when the vehicle is judged to be in need of retarding, the double motors are controlled to respectively generate power generation and power consumption, and the power generation and the power consumption are equal;
and calculating and outputting the deceleration of the whole vehicle according to the generated power and the consumed power, and controlling the vehicle to be retarded.
In a second aspect, an embodiment of the present application provides a retarder control device for a two-motor vehicle, including:
the acquisition module is used for acquiring the running state of the vehicle;
the judging module is used for judging whether the speed reduction is needed or not based on the running state;
the first control module is used for controlling the double motors to respectively generate power generation and power consumption when the vehicle is judged to be in need of retarding, and the power generation and the power consumption are equal;
and the second control module is used for calculating and outputting the deceleration of the whole vehicle according to the generated power and the consumed power and controlling the vehicle to be retarded.
In a third aspect, an embodiment of the present application provides an electronic device, including:
one or more processors;
a memory for storing one or more programs; the one or more programs, when executed by the one or more processors, cause the one or more processors to implement the two-motor vehicle retarder control method as claimed in any one of the preceding claims.
In a fourth aspect, embodiments of the present application provide a readable storage medium having stored thereon a program or instructions which, when executed by a processor, implement the steps of a method for controlling a retarder of a two-motor vehicle as described above.
One embodiment of the above application has the following advantages or benefits: the application mainly provides a retarding control method of a double-motor vehicle, which is particularly suitable for a double-motor driven truck, and by the method, the use of brakes can be reduced as much as possible, the brakes are protected, the brakes are not overheated, and the service life of a brake pad is prolonged; on the other hand, when the battery of the vehicle is full, the vehicle body can be decelerated by the way that the two motors are mutually matched, at this time, the motor for generating the generated power and the motor for generating the consumed power are equal in power, the current output from the battery is 0, or the current on the bus of the battery is 0, the safety of the battery can be ensured, further, the function of braking and decelerating the vehicle can be achieved because the negative torque is larger than the positive torque at this time, and the deceleration of the vehicle body can be controlled by adjusting the torque of the two motors.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for the description of the embodiments are briefly described below to form a part of the present application, and the exemplary embodiments of the present application and the description thereof illustrate the present application and do not constitute undue limitations of the present application. In the drawings:
FIG. 1 is a schematic diagram of a prior art two-motor vehicle;
fig. 2 is a flowchart of a method for controlling a speed of a dual-motor vehicle according to an embodiment of the present application;
fig. 3 is a schematic structural diagram of a method for controlling a dual-motor vehicle according to an embodiment of the present application;
FIG. 4 is a schematic diagram of a motor efficiency model provided in one embodiment of the present application;
fig. 5 is a block diagram of a dual-motor vehicle retarder control device according to an embodiment of the present application;
fig. 6 is a block diagram of an electronic device according to an embodiment of the present application.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application more apparent, the technical solutions of the present application will be clearly and completely described below with reference to specific embodiments of the present application and corresponding drawings. In the description of the present application, it should be noted that the term "or" is generally employed in its sense including "and/or" unless the content clearly dictates otherwise.
It will be apparent that the described embodiments are only some, but not all, embodiments of the application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
On a vehicle equipped with dual motors, the two motors will generate a negative torque during braking, and at least one of the motors can charge a battery in the vehicle body to achieve energy recovery, at this time, kinetic energy of the vehicle body is converted into electrical energy, and the electrical energy generated by the motors is input into the battery through a wire. Under long downhill or long-time sliding state, the electric energy generated by the motor continuously charges the storage battery, and when the storage battery is full, if the storage battery is continuously charged, the storage battery is dangerous, in order to ensure that the current value on a lead input into the storage battery is 0, the prior art can only realize active deceleration by using a braking device, but the braking device is overheated due to long-time use, the service life of the braking device is reduced, and even the braking device fails in serious cases, so that the vehicle body cannot be controlled to decelerate.
In general, a retarder is installed on a passenger car with the total mass of more than 5t and a truck with the total mass of more than 12t and is an auxiliary device of a braking system, and when the vehicle is decelerating or is going down a long slope, the retarder is started, so that the vehicle can be decelerated stably, and abrasion and heating caused by braking are avoided. Taking an eddy current retarder as an example, when the retarder works, generating power can be generated and input into a storage battery, but when the storage battery is fully charged, the retarder can not be used any more, otherwise, the safety of the storage battery is threatened, namely, when the storage battery slides for a long time or descends a long time, the retarder can not be relied on all the time in practice, particularly when the storage battery is fully charged and a vehicle body needs to be controlled to realize the retarder, the retarder is not recommended to work any more, and at the moment, how to realize the retarder without relying on a brake pad is a technical problem which needs to be solved in the industry.
In order to solve the above problems, referring to fig. 2-4, an embodiment of the present application provides a method for controlling a dual-motor vehicle in a deceleration manner, which includes steps S210 to S240, as follows:
and S210, acquiring the running state of the vehicle.
In one embodiment of the application, the running state of the vehicle comprises the running state of the vehicle and the working condition of the engine, and the running state comprises the states of starting, accelerating, constant speed, turning, ascending, descending, stopping and the like; the engine operating conditions include idle speed, small load, medium load, large load, acceleration operating conditions, and the like.
In one embodiment of the present application, the running state of the vehicle may be determined according to the control mode of the driver, including the state of gear shift, coasting (out-of-gear coasting, neutral coasting, accelerating coasting, parking coasting), braking (emergency braking, speed control braking, braking), accelerator speed control, steering, reversing, and the like.
In a preferred embodiment, the running state of the vehicle can be comprehensively judged by synchronously measuring the speed, the motor rotation speed, the oil consumption, the throttle opening and the gear using state of the vehicle in the running process and whether the parking/braking condition exists, and finally the running state of the vehicle is determined.
In one embodiment of the application, the running state of the vehicle is finally monitored and judged by the ECU or the VCU, the data of the ECU/VCU is derived from various sensors of the vehicle body, related instructions are output after the data are calculated, processed and judged, and finally, the action of related executing mechanisms is controlled, so that the purpose of controlling the motor to work is achieved.
In one embodiment of the application, the running state of the vehicle further includes SoC of the battery, i.e., the remaining capacity of the battery. Specifically, the SoC is monitored by the battery management unit BMU.
In one embodiment of the application, the BMU and the ECU/VCU are in data connection through an automobile bus, and the BMU can send the obtained SoC to the ECU/VCU in real time or at fixed time for operation or related judgment.
Those skilled in the art will understand that monitoring the working condition of the engine by the ECU/VCU or monitoring the SoC of the battery by the BMU is a conventional technical means in the art, and details are not repeated herein.
And S220, judging whether retarding is needed or not based on the running state.
In one embodiment of the application, it is determined that the vehicle needs to be retarded when the operating state of the vehicle is in a coasting or downhill state.
In one embodiment of the application, when the SoC of the battery is in a full state, it is determined that the vehicle needs to be retarded.
In one embodiment of the present application, when the running state of the vehicle is in a coasting state or a downhill state and the battery SoC is in a full state, it is determined that the vehicle needs to be retarded.
Specifically, when the SoC of the battery is in the full state, the current output from the battery is 0, and/or the current on the bus line of the battery is 0.
According to the above step S210, the running state of the vehicle is determined by the ECU or VCU, and when the determination result meets the retarding requirement, it is determined that the vehicle needs to be controlled to retard.
And S230, when the vehicle is judged to be in need of retarding, controlling the double motors to respectively generate power generation and power consumption, wherein the power generation and the power consumption are equal to each other.
In one embodiment of the present application, the two motors in the vehicle body are respectively defined as a first motor 110 and a second motor 140, the first motor 110 is connected with the first gearbox 120, and the second motor 140 is connected with the second gearbox 150; further, both the first motor 110 and the second motor 140 may output negative torque to generate generated power, or output positive torque to generate consumed power.
It should be noted that the terms "first," "second," and the like are used merely to distinguish between descriptions and should not be construed as indicating or implying a relative importance or order. For example, the first motor 110 and the first gearbox 120 may be connected to wheels in the middle of the chassis, or may be connected to wheels in the rear of the chassis, and the first motor 110 may output negative torque to generate power generation, or may output positive torque to generate power consumption; the second motor 140 and the second gearbox 150 may be connected to wheels at the rear of the chassis, or may be connected to wheels at the middle of the chassis, and the second motor 140 may output positive torque to generate power consumption, or may output negative torque to generate power generation.
In one embodiment of the present application, a motor generating generated power is defined as a first motor 110, a motor generating consumed power is defined as a second motor 140, the first motor 110 is electrically connected to the battery through a first wire 130 and a third wire 170 in sequence, and the second motor 140 is electrically connected to the battery through a second wire 160 and a third wire 170 in sequence; the third wire 170 may be considered a bus bar of the battery.
In one embodiment of the present application, since the first motor 110 generates the generated power, it outputs a negative torque; since the second motor 140 generates the consumed power, it outputs a positive torque; when the storage battery is fully charged, in order to make the third wire 170 no longer have the current input to the storage battery, so that the generated power and the consumed power need to be equal, at this time, the electric energy generated by the first motor 110 only flows to the second motor 140 and is consumed by the second motor 140 completely, and the current value on the third wire 170 is 0, which is calculated according to the power balance formula, at this time, the negative torque output by the first motor 110 is greater than the positive torque output by the second motor 140, that is, the vehicle body receives a negative additional torque, and the vehicle body can be decelerated without stepping on the brake.
In one embodiment of the present application, the first motor 110 outputs a negative torque, and the electric power generated on the first wire 130 is:
wherein P is 1 For generating power for the first motor 110, T 1 Converting the torque (torque value is negative) to the wheel end for the first motor 110, N 1 For the wheel speed, η, corresponding to the first motor 110 1 To take into account the combined efficiency of the current operating point of the motor and the current driveline efficiency.
In one embodiment of the present application, the second motor 140 outputs positive torque, and the electrical power dissipated on the second wire 160 is:
wherein P is 2 For the consumption power of the second motor 140, T 2 For converting the torque of the second motor 140 to the wheel end (torque value is positive), N 2 For the wheel speed, η, corresponding to the second motor 140 2 To take into account the combined efficiency of the current operating point of the motor and the efficiency of the current drive train.
Since the current on the third wire 170 is guaranteed to be 0, P 1 ＝P 2 And the two are opposite in sign, i.e. the electric energy generated by the first motor 110 is consumed by the second motor 140.
From P 1 ＝P 2 The method comprises the following steps of:
in one embodiment of the application, η 1 、η 2 The efficiency represented is the efficiency from the first motor 110/second motor 140 to the drive train to the wheel output, not just the efficiency of the first motor 110/second motor 140, but eta in a typical electric drive system based on experience 1 、η 2 The value of (2) is about 0.8.
Those skilled in the art will understand η 1 、η 2 The value of (2) is not constant but can be adjusted by adjusting T 1 Or the current gear is adjusted.
In one embodiment of the application, η 1 、η 2 The values of (2) may be determined by a motor efficiency model, and the steps may include:
constructing motor efficiency models of the first motor 110 and the second motor 140, respectively;
the inefficiency interval of the first motor 110 and the second motor 140 is determined according to the motor efficiency model, respectively.
As shown in fig. 4, in particular, in the motor efficiency model, the horizontal axis represents the motor rotation speed, the vertical axis represents the motor torque, and the design characteristics of each motor are different, so that different rotation speed-torque models, that is, motor efficiency models, can be obtained; in the model, the high-efficiency area A, the low-efficiency area B and the low-efficiency area C, eta are calculated based on experimental values or analog values 1 And eta 2 The value of (C) can be obtained based on the inefficiency region B and the inefficiency region C.
And S240, calculating and outputting the deceleration of the whole vehicle according to the generated power and the consumed power, and controlling the vehicle to be retarded.
In one embodiment of the present application, step S240 further specifically includes the following steps:
calculating the total applied by the double motor to the vehicleDeceleration torque; in general, the wheel speeds on the two drive axles are equal, i.e. the wheel end rotational speed N 1 ＝N 2 The total deceleration torque exerted on the vehicle body by the first motor 110 and the second motor 140 is then:
ΔT＝T 1 (1-η 1 η 2 ) (4)
calculating and outputting the deceleration of the whole vehicle according to the total deceleration torque and the mass of the whole vehicle, wherein the deceleration of the whole vehicle is as follows:
wherein M is the whole vehicle mass, and R is the wheel radius.
As can be seen from the motor efficiency model in the above step S230, the current operating points of the first motor 110 and the second motor 140 and the gear of the gearbox can be comprehensively considered to enable the first motor 110 and/or the second motor 140 to operate in the low-efficiency zone B or C, so that the torque of the first motor 110/the second motor 140 can be adjusted to reduce the speed under the condition of protecting the storage battery and the brake.
In the above process, the first motor 110 and the second motor 140 are matched to perform deceleration, but no current flows into the storage battery, so that the safety of the operation of the storage battery can be ensured no matter whether the storage battery is full of electricity.
Referring to fig. 5, in one embodiment of the present application, there is provided a retarder control device of a two-motor vehicle, the device including:
an acquisition module 310 is configured to acquire an operating state of the vehicle.
And a judging module 320, configured to judge whether the speed needs to be retarded based on the running state.
The first control module 330 is configured to control the dual motors to generate the generated power and the consumed power respectively when it is determined that the vehicle needs to be retarded, and the generated power and the consumed power are equal to each other.
And the second control module 340 is configured to calculate and output deceleration of the whole vehicle according to the generated power and the consumed power, and control the vehicle to be retarded.
In one embodiment of the present application, the obtaining module 310 includes a driving status monitoring component, which may be various sensors disposed on a vehicle body, and can collect, in real time or at regular time, a vehicle speed, a motor rotation speed, oil consumption, a throttle opening and a gear usage status of the vehicle during driving, and whether a parking/braking condition exists, and send the collected driving status to the judging module 320.
In one embodiment of the present application, the acquiring module 310 includes a battery status monitoring component, which may be a battery management unit BMU, capable of implementing SoC monitoring of the battery, and sends to the judging module 320.
In one embodiment of the present application, the acquisition module 310 may include both a driving status monitoring component and a battery status monitoring component, or may include only the driving status monitoring component or the battery status monitoring component.
In one embodiment of the present application, the judging module 320 may be an ECU or a VCU according to the vehicle body structure, and the judging module 320 can perform operation, processing and judgment on the data from the acquiring module 310, then output the related instruction, and finally control the action of the related executing mechanism, so as to achieve the purpose of controlling the motor to work.
In one embodiment of the present application, the judging module 320, the first control module 330 and the second control module 340 can be integrated into the ECU or the VCU at the same time.
In one embodiment of the application, a vehicle equipped with two motors can control both motors by means of the above-mentioned retarder control means: under the condition that the storage battery is full of electricity, one motor generates electricity, and one motor discharges electricity, so that the vehicle body is retarded; in the normal driving process (no matter whether the storage battery is full), one motor generates electricity, and one motor discharges electricity, so that the vehicle body is retarded; in the retarding process, no current flows to the storage battery, and the current flows out of the storage battery or the current on the battery bus is 0, so that the electricity utilization safety of the storage battery is ensured.
Specifically, the retardation control device for a dual-motor vehicle provided in the foregoing embodiment has the same implementation principle and technical effects as the retardation control method for a dual-motor vehicle in the foregoing embodiment, and for brevity, reference may be made to corresponding contents in the foregoing method embodiments for details of the device embodiment.
As shown in fig. 6, corresponding to the method for controlling the speed of the two-motor vehicle provided in the above embodiment, in one embodiment of the present application, there is provided an electronic device including: a processor 410 and a memory 420. The memory 420 stores a computer program that, when executed by the processor 410, performs the above-described method of controlling the retarder of the two-motor vehicle.
In one embodiment of the present application, the electronic device further comprises: bus 440 and communication interface 430, processor 410, communication interface 430, and memory 420 are connected by bus 440. The processor 410 is configured to execute executable modules, such as computer programs, stored in the memory 420.
The Memory 420 may include a high-speed random access Memory (RAM, randomAccess Memory), and may further include a non-volatile Memory (non-volatile Memory), such as at least one magnetic disk Memory. The communication connection between the system network element and the at least one other network element is implemented through at least one communication interface (which may be wired or wireless), and the internet, wide area network, local network, metropolitan area network, etc. may be used.
The bus 440 may be an ISA (Industry StandardArchitecture ) bus, a PCI (Peripheral Component Interconnect, peripheral component interconnect standard) bus, or an EISA (ExtendedIndustry StandardArchitecture ) bus, among others. The bus 440 may be classified as an address bus, a data bus, a control bus, etc. For ease of illustration, only one bi-directional arrow is shown in FIG. 6, but not only one bus or type of bus.
The memory 420 is configured to store a program, and the processor 410 executes the program after receiving an execution instruction, where the method executed by the apparatus for flow defining disclosed in any of the foregoing embodiments of the present application may be applied to the processor 410 or implemented by the processor 410.
The processor 410 may be an integrated circuit chip having signal processing capabilities. In implementation, the steps of the above method may be performed by integrated logic circuitry in hardware or instructions in software in the processor 410. The processor 410 may be a general-purpose processor, including a central processing unit (Central Processing Unit, CPU), a network processor (Network Processor, NP), etc. But may also be a digital signal processor (Digital Signal Processing, DSP for short), application specific integrated circuit (Application Specific Integrated Circuit, ASIC for short), off-the-shelf programmable gate array (Field-Programmable Gate Array, FPGA for short), or other programmable logic device, discrete gate or transistor logic device, discrete hardware components. The disclosed methods, steps, and logic blocks in the embodiments of the present application may be implemented or performed. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like. The steps of the method disclosed in connection with the embodiments of the present application may be embodied directly in the execution of a hardware decoding processor, or in the execution of a combination of hardware and software modules in a decoding processor. The software modules may be located in a random access memory, flash memory, read only memory, programmable read only memory, or electrically erasable programmable memory, registers, etc. as well known in the art. The storage medium is located in a memory 420, and the processor 410 reads information in the memory 420 and, in combination with its hardware, performs the steps of the method described above.
In one embodiment of the present application, a computer readable storage medium is provided, where the computer readable storage medium stores a computer program, which when executed by a processor, performs the retarder control method of the two-motor vehicle described in the above embodiment.
It will be clear to those skilled in the art that, for convenience and brevity of description, the specific working process of the system described above may refer to the corresponding process in the foregoing embodiment, which is not described in detail herein.
The method, the device, the electronic device and the computer program product for controlling the speed of the dual-motor vehicle provided by the embodiment of the application comprise a computer readable storage medium storing program codes, and the instructions included in the program codes can be used for executing the method described in the method embodiment, and specific implementation can refer to the method embodiment and will not be repeated here.
Although the illustrative embodiments have been described herein with reference to the accompanying drawings, it is to be understood that the above illustrative embodiments are merely illustrative and are not intended to limit the scope of the present application thereto. Various changes and modifications may be made therein by one of ordinary skill in the art without departing from the scope and spirit of the application. All such changes and modifications are intended to be included within the scope of the present application as set forth in the appended claims.
In the description provided herein, numerous specific details are set forth. However, it is understood that embodiments of the application may be practiced without these specific details. In some instances, well-known methods, structures and techniques have not been shown in detail in order not to obscure an understanding of this description.
Similarly, it should be appreciated that in order to streamline the application and aid in understanding one or more of the various inventive aspects, various features of the application are sometimes grouped together in a single embodiment, figure, or description thereof in the description of exemplary embodiments of the application. However, the method of the present application should not be construed as reflecting the following intent: i.e., the claimed application requires more features than are expressly recited in each claim. Rather, as the following claims reflect, inventive aspects lie in less than all features of a single disclosed embodiment. Thus, the claims following the detailed description are hereby expressly incorporated into this detailed description, with each claim standing on its own as a separate embodiment of this application.
It will be understood by those skilled in the art that all of the features disclosed in this specification (including any accompanying claims, abstract and drawings), and all of the processes or units of any method or apparatus so disclosed, may be combined in any combination, except combinations where the features are mutually exclusive. Each feature disclosed in this specification (including any accompanying claims, abstract and drawings), may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise.

Claims (10)

1. A method of controlling a speed of a two-motor vehicle, comprising:
acquiring the running state of the vehicle;
judging whether retarding is needed or not based on the running state;
when the vehicle is judged to be in need of retarding, the double motors are controlled to respectively generate power generation and power consumption, and the power generation and the power consumption are equal;
and calculating and outputting the deceleration of the whole vehicle according to the generated power and the consumed power, and controlling the vehicle to be retarded.
2. The method for controlling the deceleration of the two-motor vehicle according to claim 1, wherein in the step of determining whether the deceleration is required based on the operation state, specifically comprising:
and when the running state of the vehicle is in a sliding state or a downhill state, judging that the vehicle needs to be retarded.
3. The method according to claim 2, characterized in that in the step of determining whether or not the deceleration is required based on the operation state, further comprising:
and when the running state of the vehicle is in a sliding state or a downhill state and the storage battery is in a full-power state, judging that the vehicle needs to be retarded.
4. A method of controlling a retarder of a two-motor vehicle according to claim 3, wherein the current output from the battery is 0 when the battery is in a full state and/or the current on the bus of the battery is 0.
5. The method according to claim 1, wherein in the step of controlling the two motors to generate the generated power and the consumed power, respectively, and to be equal to each other, further comprising:
the motor generating the generated power is used for outputting negative torque, and the motor generating the consumed power is used for outputting positive torque, so that the negative torque is larger than the positive torque when the generated power is equal to the consumed power.
6. The method according to claim 5, wherein the step of calculating and outputting the deceleration of the entire vehicle based on the generated power and the consumed power further comprises:
calculating total deceleration torque applied to the vehicle by the double motors according to the generated power, the negative torque, the consumed power and the positive torque;
and calculating and outputting the deceleration of the whole vehicle according to the total deceleration torque and the mass of the whole vehicle.
7. The method for controlling the deceleration of a two-motor vehicle according to claim 6, characterized in that in the step of calculating the total deceleration torque exerted by the two motors on the vehicle, further comprising:
respectively constructing motor efficiency models of the double motors;
according to the motor efficiency model, determining low-efficiency intervals of the double motors respectively;
and calculating the total deceleration torque exerted by the double motor on the vehicle according to the low-efficiency interval, the generated power, the negative torque, the consumed power and the positive torque of the double motor.
8. A retarder control device for a two-motor vehicle, comprising:
the acquisition module is used for acquiring the running state of the vehicle;
the judging module is used for judging whether the speed reduction is needed or not based on the running state;
the first control module is used for controlling the double motors to respectively generate power generation and power consumption when the vehicle is judged to be in need of retarding, and the power generation and the power consumption are equal;
and the second control module is used for calculating and outputting the deceleration of the whole vehicle according to the generated power and the consumed power and controlling the vehicle to be retarded.
9. An electronic device, comprising:
one or more processors;
a memory for storing one or more programs;
when executed by the one or more processors, causes the one or more processors to implement the method of retarder control of a two-motor vehicle as claimed in any one of claims 1-7.
10. A readable storage medium, characterized in that the readable storage medium has stored thereon a program or instructions which, when executed by a processor, implement the steps of the retarder control method of a two-motor vehicle as claimed in any of claims 1-7.
CN202310957825.1A 2023-08-01 2023-08-01 Retarding control method and device for dual-motor vehicle and electronic equipment Pending CN116985641A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202310957825.1A CN116985641A (en) 2023-08-01 2023-08-01 Retarding control method and device for dual-motor vehicle and electronic equipment

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202310957825.1A CN116985641A (en) 2023-08-01 2023-08-01 Retarding control method and device for dual-motor vehicle and electronic equipment

Publications (1)

Publication Number Publication Date
CN116985641A true CN116985641A (en) 2023-11-03

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
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Country Status (1)

Country Link
CN (1) CN116985641A (en)

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