Electric vehicle energy recovery method and electronic device

Abstract

The application discloses an electric vehicle energy recovery method and electronic equipment, and the method comprises the following steps: in the process of energy recovery, an anti-lock braking system activation event is responded to; the activation time of the anti-lock braking system is monitored, and the exit operation of the energy recovery is controlled according to the activation time of the anti-lock braking system. According to the activation time of the anti-lock braking system, the exit operation of the energy recovery is controlled, the vehicle acceleration feeling caused by the energy recovery exit after the anti-lock braking system is activated on the bump road surface is solved, the phenomenon that the vehicle rushes forward after passing through the bump road surface is avoided, the occurrence of safety accidents is reduced, and the driving safety and stability of the vehicle are improved.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle technology, and in particular to an energy recovery method and electronic device for electric vehicles. Background Technology

[0002] To improve driving range, existing electric vehicles generally incorporate energy recovery functions. This recovers energy generated during braking or coasting to charge the electric vehicle's battery, thereby increasing its driving range.

[0003] However, when an electric vehicle traverses a bumpy surface (such as a speed bump or rough road), the front wheels momentarily lose contact with the ground or the road surface's coefficient of friction decreases, causing a sharp drop in front wheel speed and reaching the activation threshold of the Anti-lock Braking System (ABS). To prevent the front wheels from locking up or the vehicle from becoming unstable, the electric vehicle immediately disengages energy recovery to ensure vehicle stability. At this point, because energy recovery is disengaged, the vehicle loses some deceleration, resulting in a reduced braking torque compared to before the disengagement, which may give the impression of acceleration.

[0004] Therefore, when using existing energy recovery methods on bumpy roads, the vehicle control unit (VCU) will immediately disengage energy recovery after the ABS is activated, causing the vehicle to feel accelerated. This can easily cause panic in the driver, increasing the risk of a collision and affecting driver comfort. Summary of the Invention

[0005] Therefore, it is necessary to provide an electric vehicle energy recovery method and electronic device to address the technical problem that electric vehicles in the existing technology tend to accelerate when passing through bumpy roads.

[0006] This invention provides a method for energy recovery in electric vehicles, comprising:

[0007] During energy recovery, in response to the anti-lock braking system activation event;

[0008] Monitor the activation time of the anti-lock braking system and control the exit operation of the energy recovery system based on the activation time of the anti-lock braking system.

[0009] This invention controls the deactivation of regenerative braking based on the activation time of the anti-lock braking system (ABS), thus resolving the vehicle acceleration sensation caused by the deactivation of regenerative braking after ABS activation when traversing bumpy roads. This avoids the vehicle lurching forward after traversing bumpy roads, reducing the occurrence of accidents and improving vehicle driving safety and stability.

[0010] Furthermore, the monitoring of the activation time of the anti-lock braking system and the control of the energy recovery deactivation operation based on the activation time of the anti-lock braking system specifically include:

[0011] Monitor the activation time of the anti-lock braking system.

[0012] If the activation time of the anti-lock braking system is less than or equal to a preset first time threshold, the energy recovery exit operation will not be performed.

[0013] If the activation time of the anti-lock braking system is greater than a preset first time threshold, then the energy recovery exit operation is executed.

[0014] This embodiment determines whether to perform the energy recovery withdrawal operation based on the activation time of the anti-lock braking system, thereby avoiding torque fluctuations caused by the ABS mistakenly triggering the withdrawal of regenerative torque on certain road surfaces.

[0015] Furthermore, the first time threshold is the minimum value of the activation time distribution range of the anti-lock braking system when the electric vehicle passes through a bumpy road surface.

[0016] This embodiment determines whether to perform the energy recovery exit operation based on the activation time distribution range of the anti-lock braking system when the electric vehicle passes through a bumpy road surface, which is more in line with reality.

[0017] Furthermore, the step of performing the energy recovery exit operation if the activation time of the anti-lock braking system is greater than a preset first time threshold specifically includes:

[0018] If the activation time of the anti-lock braking system is greater than a preset first time threshold, the energy recovery exit operation is performed using a preset exit slope, whereby the exit slope is defined as the amount of reduction in energy recovery torque used for energy recovery per unit time.

[0019] This embodiment uses an exit slope to perform the energy recovery exit operation in order to avoid a sudden decrease in energy recovery torque, so that the driver will not experience a sense of stalling.

[0020] Furthermore, the control of the energy recovery torque to perform the exit operation using a preset exit slope specifically includes:

[0021] Based on the activation time of the anti-lock braking system, the energy recovery exit operation is performed in stages with different exit slopes.

[0022] This embodiment uses different exit slopes depending on the different activation times of the anti-lock braking system.

[0023] Furthermore, the step of performing the energy recovery exit operation in stages with different exit slopes based on the activation time of the anti-lock braking system specifically includes:

[0024] If the activation time of the anti-lock braking system is greater than a preset first time threshold and less than or equal to a second time threshold, then the energy recovery exit operation is performed using a preset first exit slope, wherein the second time threshold is greater than the first time threshold.

[0025] If the activation time of the anti-lock braking system is greater than the second time threshold, the energy recovery exit operation is performed using a preset second exit slope, where the second exit slope is greater than the first exit slope.

[0026] This embodiment uses a smaller exit slope for shorter activation times to ensure comfort when driving over bumpy roads and prevent the driver from experiencing a loss of speed. For longer activation times, a larger exit slope is used to ensure vehicle stability after the ABS has properly engaged.

[0027] Furthermore, the second time threshold is the maximum value of the activation time distribution range of the anti-lock braking system when the electric vehicle passes over a bumpy road surface.

[0028] This embodiment determines whether to perform the energy recovery exit operation based on the activation time distribution range of the anti-lock braking system when the electric vehicle passes through a bumpy road surface, which is more in line with reality.

[0029] Furthermore, the step of performing the energy recovery exit operation if the activation time of the anti-lock braking system is greater than a preset first time threshold specifically includes:

[0030] If the activation time of the anti-lock braking system is greater than a preset first time threshold, the energy recovery exit operation is executed. If the anti-lock braking system is not activated during the exit operation, the energy recovery exit operation is stopped.

[0031] In this embodiment, the energy recovery exit operation is stopped when the anti-lock braking system is not activated, so as to minimize the reduction in energy recovery torque and reduce the acceleration sensation.

[0032] Furthermore, the activation time of the anti-lock braking system when the electric vehicle travels over bumpy roads ranges from 200 milliseconds to 400 milliseconds.

[0033] This embodiment obtains the ABS activation time distribution range by statistically analyzing a large amount of real vehicle test data on bumpy roads, so as to fit the actual use scenario.

[0034] This invention provides an electronic device for an electric vehicle, the electronic device comprising:

[0035] At least one processor; and,

[0036] A memory communicatively connected to at least one of the processors; wherein,

[0037] The memory stores instructions that can be executed by at least one of the processors to enable at least one of the processors to perform the electric vehicle energy recovery method as described above.

[0038] This invention controls the deactivation of regenerative braking based on the activation time of the anti-lock braking system (ABS), thus resolving the vehicle acceleration sensation caused by the deactivation of regenerative braking after ABS activation when traversing bumpy roads. This avoids the vehicle lurching forward after traversing bumpy roads, reducing the occurrence of accidents and improving vehicle driving safety and stability. Attached Figure Description

[0039] Figure 1 This is a flowchart illustrating the energy recovery method for electric vehicles according to the present invention.

[0040] Figure 2 This is a system schematic diagram of the preferred embodiment of the present invention;

[0041] Figure 3 A flowchart illustrating the preferred embodiment of an electric vehicle energy recovery method according to the present invention;

[0042] Figure 4 This is a schematic diagram of the hardware structure of an electronic device for an electric vehicle according to the present invention. Detailed Implementation

[0043] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0044] like Figure 1 The diagram shows a flowchart of an energy recovery method for electric vehicles according to the present invention, including:

[0045] Step S101, during energy recovery, in response to the anti-lock braking system activation event;

[0046] Step S102: Monitor the activation time of the anti-lock braking system and control the exit operation of the energy recovery system based on the activation time of the anti-lock braking system.

[0047] Specifically, this embodiment can be applied to the electronic control unit (ECU) of an automobile, such as the controller of the vehicle control unit (VCU).

[0048] When an electric vehicle enters energy recovery mode, such as when the brake pedal is pressed, and when passing over bumpy surfaces, such as speed bumps or bad roads, the front wheels may become suspended or the road surface adhesion coefficient may change, causing the ABS to activate. At this time, step S101 is triggered, and then step S102 is executed to monitor the activation time of the ABS. Based on the length of the ABS activation time, the energy recovery is deactivated.

[0049] like Figure 2 The diagram shown is a system schematic of the preferred embodiment of the present invention, including a wheel speed sensor 1; a brake pedal switch signal 2; an Electronic Stability Controller (ESC) controller 3; an ABS status signal 4; a VCU controller 5; and a motor actuator 6. Energy recovery in the electric vehicle is achieved by the VCU controller 5 sending an energy recovery request to the motor actuator 6, which then executes the corresponding energy recovery torque according to the request, converting this portion of the energy recovery torque into electrical energy. The energy recovery deactivation operation involves the motor actuator 6 stopping or reducing the execution of the energy recovery torque.

[0050] This invention controls the deactivation of regenerative braking based on the activation time of the anti-lock braking system (ABS), thus resolving the vehicle acceleration sensation caused by the deactivation of regenerative braking after ABS activation when traversing bumpy roads. This avoids the vehicle lurching forward after traversing bumpy roads, reducing the occurrence of accidents and improving vehicle driving safety and stability.

[0051] In one embodiment, monitoring the activation time of the anti-lock braking system and controlling the deactivation operation of the energy recovery system based on the activation time of the anti-lock braking system specifically includes:

[0052] Monitor the activation time of the anti-lock braking system.

[0053] If the activation time of the anti-lock braking system is less than or equal to a preset first time threshold, the energy recovery exit operation will not be performed.

[0054] If the activation time of the anti-lock braking system is greater than a preset first time threshold, then the energy recovery exit operation is executed.

[0055] This embodiment determines whether to perform the energy recovery withdrawal operation based on the activation time of the anti-lock braking system, thereby avoiding torque fluctuations caused by the ABS mistakenly triggering the withdrawal of regenerative torque on certain road surfaces.

[0056] In one embodiment, the first time threshold is the minimum value of the activation time distribution range of the anti-lock braking system when the electric vehicle passes over a bumpy road surface.

[0057] This embodiment determines whether to perform the energy recovery exit operation based on the activation time distribution range of the anti-lock braking system when the electric vehicle passes through a bumpy road surface, which is more in line with reality.

[0058] In one embodiment, the step of performing the energy recovery exit operation if the activation time of the anti-lock braking system is greater than a preset first time threshold specifically includes:

[0059] If the activation time of the anti-lock braking system is greater than a preset first time threshold, the energy recovery exit operation is performed using a preset exit slope, whereby the exit slope is defined as the amount of reduction in energy recovery torque used for energy recovery per unit time.

[0060] This embodiment uses an exit slope to perform the energy recovery exit operation in order to avoid a sudden decrease in energy recovery torque, so that the driver will not experience a sense of stalling.

[0061] In one embodiment, controlling the energy recovery torque to perform the exit operation using a preset exit slope specifically includes:

[0062] Based on the activation time of the anti-lock braking system, the energy recovery exit operation is performed in stages with different exit slopes.

[0063] This embodiment uses different exit slopes depending on the different activation times of the anti-lock braking system.

[0064] In one embodiment, the step of performing the energy recovery exit operation in stages with different exit slopes based on the activation time of the anti-lock braking system specifically includes:

[0065] If the activation time of the anti-lock braking system is greater than a preset first time threshold and less than or equal to a second time threshold, then the energy recovery exit operation is performed using a preset first exit slope, wherein the second time threshold is greater than the first time threshold.

[0066] If the activation time of the anti-lock braking system is greater than the second time threshold, the energy recovery exit operation is performed using a preset second exit slope, where the second exit slope is greater than the first exit slope.

[0067] This embodiment uses a smaller exit slope for shorter activation times to ensure comfort when driving over bumpy roads and prevent the driver from experiencing a loss of speed. For longer activation times, a larger exit slope is used to ensure vehicle stability after the ABS has properly engaged.

[0068] In one embodiment, the second time threshold is the maximum value of the activation time distribution range of the anti-lock braking system when the electric vehicle passes over a bumpy road surface.

[0069] This embodiment determines whether to perform the energy recovery exit operation based on the activation time distribution range of the anti-lock braking system when the electric vehicle passes through a bumpy road surface, which is more in line with reality.

[0070] In one embodiment, the step of performing the energy recovery exit operation if the activation time of the anti-lock braking system is greater than a preset first time threshold specifically includes:

[0071] If the activation time of the anti-lock braking system is greater than a preset first time threshold, the energy recovery exit operation is executed. If the anti-lock braking system is not activated during the exit operation, the energy recovery exit operation is stopped.

[0072] In this embodiment, the energy recovery exit operation is stopped when the anti-lock braking system is not activated, so as to minimize the reduction in energy recovery torque and reduce the acceleration sensation.

[0073] In one embodiment, the activation time of the anti-lock braking system when the electric vehicle travels over a bumpy road is distributed in the range of 200 milliseconds to 400 milliseconds.

[0074] This embodiment obtains the ABS activation time distribution range by statistically analyzing a large amount of real vehicle test data on bumpy roads, so as to fit the actual use scenario.

[0075] like Figure 3 The diagram shown is a flowchart of a preferred embodiment of the present invention for an electric vehicle energy recovery method, employing the following... Figure 2 The system shown has a normal ESP system with no degradation, and a normal VCU system. The methods include:

[0076] In step S301, the brake pedal switch 2 is in the pressed state;

[0077] In step S302, the vehicle passes over a bumpy road surface, and the front wheels are suspended in the air or the road surface adhesion coefficient changes, causing the ABS to activate.

[0078] In step S303, after the VCU controller 5 receives the ABS activation status signal 4 sent by the ESC controller 3, it exits at different slopes in stages:

[0079] When the ABS activation time T≤T1, where T1=200ms (calibratable and adjustable), the VCU controller 5 does not perform any processing, controls the energy recovery torque not to exit, and maintains the recovery torque within a stable range.

[0080] When the ABS activation time T satisfies T1<T≤T2, where T2=400ms (calibratable and adjustable), the VCU controller 5 starts to exit energy recovery at an exit slope of A=K1 newton meter per millisecond (Nm / ms) (calibratable and adjustable), and when ABS is not activated, the recovery torque stops exiting.

[0081] When the ABS activation time T>T2, the VCU controller 5 exits at a slope of B=K2 newton meter per millisecond (Nm / ms) (calibratable and adjustable), and when ABS is not activated, the recovery torque stops exiting, where K2>K1.

[0082] Specifically, the exit slope is the reduction amount of energy recovery torque for energy recovery per unit time. For example, when t=0, the recovery torque is N newton meters (Nm), the ABS activation time is T milliseconds (ms), and T satisfies T1<T≤T2, then the exit torque duration is T-T1, and the product of this duration multiplied by the exit slope A is the exited torque, which is A(T-T1), so the recovery torque at this time is N-A(T-T1).

[0083] In step S304, the motor 6 executes the corresponding energy recovery torque according to the request from the VCU controller 5.

[0084] Through a large number of real vehicle tests and data analysis, it is counted that the ABS activation time when passing through bump roads mostly fluctuates in the range of 200-400ms, therefore T1 is selected as 200 milliseconds and T2 is selected as 400 milliseconds.

[0085] The present invention solves the problem of vehicle acceleration sensation caused by energy recovery exit after ABS activation when passing through bump roads. The present invention can avoid torque fluctuation caused by recovery torque exit after false ABS triggering on certain roads. After calibrating the time and exit slope, it not only ensures the comfort when passing through bump roads, so that the driver will not have a stall sensation, but also ensures the vehicle stability after normal ABS intervention. Finally, it avoids the forward rushing phenomenon after passing through bump roads, reduces the occurrence of safety accidents, and improves the driving safety and stability of the vehicle.

[0086] As Figure 4 is a schematic diagram of the hardware structure of an electronic device for an electric vehicle according to the present invention, the electronic device comprises:

[0087] at least one processor 401; and,

[0088] A memory 402 is communicatively connected to at least one of the processors 401; wherein,

[0089] The memory 402 stores instructions that can be executed by at least one of the processors 401 to enable at least one of the processors 401 to perform the electric vehicle energy recovery method as described above.

[0090] Specifically, the electronic device can be the Electronic Control Unit (ECU) of a car, such as the controller of the VCU. Figure 4 Take a processor 401 as an example.

[0091] The processor 401 and memory 402 can be connected via a bus or other means. The diagram shows an example of a connection via a bus.

[0092] Memory 402, as a non-volatile computer-readable storage medium, can be used to store non-volatile software programs, non-volatile computer-executable programs, and modules, such as the program instructions / modules corresponding to the electric vehicle energy recovery method in the embodiments of this application, for example, Figure 1 The method flow is shown. The processor 401 executes various functional applications and data processing by running non-volatile software programs, instructions, and modules stored in the memory 402, thereby realizing the electric vehicle energy recovery method in the above embodiments.

[0093] Memory 402 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the electric vehicle energy recovery method, etc. Furthermore, memory 402 may include high-speed random access memory and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other non-volatile solid-state storage device. In some embodiments, memory 402 may optionally include memory remotely located relative to processor 401, and these remote memories may be connected via a network to the apparatus performing the electric vehicle energy recovery method. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0094] The one or more modules are stored in the memory 402, and when run by the one or more processors 401, the electric vehicle energy recovery method in any of the above method embodiments is executed.

[0095] This invention controls the deactivation of regenerative braking based on the activation time of the anti-lock braking system (ABS), thus resolving the vehicle acceleration sensation caused by the deactivation of regenerative braking after ABS activation when traversing bumpy roads. This avoids the vehicle lurching forward after traversing bumpy roads, reducing the occurrence of accidents and improving vehicle driving safety and stability.

[0096] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention. Therefore, the scope of protection of this patent should be determined by the appended claims.

Claims

1. A method for energy recovery in electric vehicles, characterized in that, include: During energy recovery, in response to the anti-lock braking system activation event; Monitor the activation time of the anti-lock braking system and control the exit operation of the energy recovery based on the activation time of the anti-lock braking system; The monitoring of the activation time of the anti-lock braking system (ABS) and the control of the energy recovery deactivation operation based on the activation time of the ABS specifically include: Monitor the activation time of the anti-lock braking system. If the activation time of the anti-lock braking system is less than or equal to a preset first time threshold, the energy recovery exit operation will not be performed. If the activation time of the anti-lock braking system is greater than a preset first time threshold, then the energy recovery exit operation is executed. If the activation time of the anti-lock braking system is greater than a preset first time threshold, then the energy recovery exit operation is executed, specifically including: If the activation time of the anti-lock braking system is greater than a preset first time threshold, the energy recovery exit operation is performed using a preset exit slope, whereby the exit slope is defined as the amount of reduction in the energy recovery torque used for energy recovery per unit time. The control of the energy recovery torque to perform the exit operation using a preset exit slope specifically includes: Based on the activation time of the anti-lock braking system, the energy recovery exit operation is performed in stages with different exit slopes; The step of performing the energy recovery exit operation in stages with different exit slopes based on the activation time of the anti-lock braking system specifically includes: If the activation time of the anti-lock braking system is greater than a preset first time threshold and less than or equal to a second time threshold, then the energy recovery exit operation is performed using a preset first exit slope, wherein the second time threshold is greater than the first time threshold. If the activation time of the anti-lock braking system is greater than the second time threshold, the energy recovery exit operation is performed using a preset second exit slope, where the second exit slope is greater than the first exit slope.

2. The electric vehicle energy recovery method according to claim 1, characterized in that, The first time threshold is the minimum value of the activation time distribution range of the anti-lock braking system when the electric vehicle passes through a bumpy road surface.

3. The method for energy recovery in electric vehicles according to claim 1, characterized in that, The second time threshold is the maximum value of the activation time distribution range of the anti-lock braking system when the electric vehicle passes over a bumpy road surface.

4. The method for energy recovery in electric vehicles according to claim 1, characterized in that, If the activation time of the anti-lock braking system is greater than a preset first time threshold, then the energy recovery exit operation is executed, specifically including: If the activation time of the anti-lock braking system is greater than a preset first time threshold, the energy recovery exit operation is executed. If the anti-lock braking system is not activated during the exit operation, the energy recovery exit operation is stopped.

5. The method for energy recovery in electric vehicles according to claim 2 or 3, characterized in that, The activation time of the anti-lock braking system when the electric vehicle travels over bumpy roads ranges from 200 milliseconds to 400 milliseconds.

6. An electronic device for an electric vehicle, characterized in that, The electronic device includes: At least one processor; and, A memory communicatively connected to at least one of the processors; wherein, The memory stores instructions that can be executed by at least one of the processors to enable at least one of the processors to perform the electric vehicle energy recovery method as described in any one of claims 1 to 5.

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