A control system and method for improving energy feedback limitation of an electric vehicle

Abstract

The application relates to a control system and method for improving energy feedback limitation of an electric vehicle, which system comprises: a vehicle controller, used for acquiring power feedback information of the vehicle in real time; according to the power feedback information, calculating feedback power of the vehicle and judging a quadrant in which a motor of a motor assembly is located, and sending a brake compensation request to a chassis brake controller or the motor assembly; the chassis brake controller, used for responding to the brake compensation request sent by the vehicle controller, executing hydraulic brake compensation, and feeding back corresponding first brake information to the vehicle controller; and the motor assembly, used for responding to the brake compensation request sent by the vehicle controller, executing driving or feedback torque, and feeding back corresponding second brake information to the vehicle controller. The application guarantees consistent deceleration feeling in the coasting / braking deceleration process through hydraulic brake compensation, improves high driving comfort, improves energy feedback, avoids high-voltage battery overcharge alarm, and prolongs the service life of the high-voltage battery.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of vehicle power control, and particularly relates to a control system and method for improving energy feedback limitation of an electric vehicle. BACKGROUND

[0002] The existing electric vehicles generally have poor driving experience due to insufficient power system energy feedback capability in the following scenarios:

[0003] Scenario 1: The high-voltage battery is close to full charge, the feedback capability is insufficient, the throttle is released for coasting feedback (the user selects a strong feedback level), the deceleration feeling is obviously weakened, and it is restored to normal deceleration feeling only when the vehicle consumes more power;

[0004] Scenario 2: The high-voltage battery is in a medium-high SOC, but in a low-temperature environment below-10℃, the feedback capability is also limited, the throttle is released for coasting feedback (the user selects a strong feedback level), the deceleration feeling is obviously weakened, and it is restored to normal deceleration feeling only when the high-voltage battery is warmed up;

[0005] Scenario 3: The high-voltage battery is close to full charge, the feedback capability is insufficient, the vehicle is driving forward and the speed is greater than 3kph, the driver switches from D to R, the motor works in the fourth quadrant (the speed is positive and the torque is negative) to generate electricity, the motor negative torque request is limited to avoid overcharging the battery, especially on a large downhill section, the vehicle rushes forward, and even if the throttle is pressed, it will not turn.

[0006] Scenario 4: The high-voltage battery is close to full charge, the feedback capability is insufficient, the vehicle is driving backward and the speed is greater than 3kph, the driver switches from R to D, the motor works in the second quadrant (the speed is negative and the torque is positive) to generate electricity, the motor positive torque request is limited to avoid overcharging the battery, especially on a large downhill section, the vehicle rushes backward, and even if the throttle is pressed, it will not turn.

[0007] Scenario 5: The medium-low SOC, but the motor capability is limited, the system feedback capability is insufficient, the throttle is released for coasting feedback (the user selects a strong feedback level), and the deceleration feeling is obviously weakened.

[0008] In view of the above scenarios, most existing electric vehicles generally adopt the following ways to cope with them, but there are still some deficiencies.

[0009] Method 1: When it is detected that the electric vehicle is in a torque reversing working condition and the drive motor is in an energy recovery state, the feedback capability is improved by automatically starting the air conditioner and thermal management equipment to increase the power consumption, but this method is mainly for scenarios 3 and 4, and there is a risk of not turning on a long slope, and the air conditioner is started unexpectedly in a suitable temperature environment;

[0010] The second mode is to send the coasting deceleration target to the brake system, and the brake system performs electro-hydraulic distribution. The hydraulic brake cooperates with the electric brake feedback to decelerate and park. When the electric feedback capacity is insufficient, the hydraulic brake compensates. This is mainly for scenarios 1, 2 and 5, but does not consider scenarios 3 and 4.

[0011] The third mode is to reduce the motor power generation efficiency, adjust the distribution ratio of mechanical power of the motor to electrical energy and heat energy, so that the same mechanical energy is converted into much less electrical energy, and the remaining mechanical energy is absorbed by the environment in the form of low-quality heat energy. Even if the battery recovery power is limited, it can still meet the vehicle deceleration requirements. This is mainly applicable to scenarios 1 and 2, and can be partially used in scenarios 3 and 4, but not in scenario 5. For deceleration requests far exceeding the battery recovery power or long-time deceleration, the motor will overheat and be easily damaged. SUMMARY

[0012] To solve the problem of insufficient energy feedback capacity of the electric vehicle in different scenarios, the first aspect of the present application provides a control system for improving the energy feedback limitation of an electric vehicle, comprising a vehicle controller, a chassis brake controller and a motor assembly. The vehicle controller is configured to obtain real-time power feedback information of the vehicle, including throttle pedal opening signal, motion direction, gear signal and state of charge of the power battery. According to the power feedback information, the feedback power of the vehicle is calculated, and the quadrant of the motor in the motor assembly is determined. The chassis brake controller is configured to respond to the brake compensation request sent by the vehicle controller, execute hydraulic brake compensation, and feed back the corresponding first brake information to the vehicle controller. The motor assembly is configured to respond to the brake compensation request sent by the vehicle controller, execute driving or feedback torque, and feed back the corresponding second brake information to the vehicle controller.

[0013] In some embodiments of the present application, the vehicle controller comprises an acquisition module configured to obtain real-time power feedback information of the vehicle, including throttle pedal opening signal, motion direction, gear signal and state of charge of the power battery; a determination module configured to calculate the feedback power of the vehicle and determine the quadrant of the motor in the motor assembly according to the power feedback information; and a brake request module configured to send a brake compensation request to the chassis brake controller or the motor assembly according to the feedback capacity of the vehicle and the quadrant of the motor assembly.

[0014] Further, the brake request module comprises: a first brake request unit configured to send a brake compensation request to the chassis brake controller according to a difference between the feedback power of the vehicle and a target torque request of the current coasting feedback; and a second brake request unit configured to send a brake compensation request to the motor assembly according to the difference between the feedback power of the vehicle and the target torque request of the current coasting feedback.

[0015] In some embodiments of the application, the chassis brake controller comprises: a first control unit configured to control the speed and direction of movement of the vehicle; a second control unit configured to perform hydraulic brake compensation in response to the brake compensation request sent by the vehicle controller; and a feedback unit configured to feed back the hydraulic brake torque applied to the wheel end to the vehicle controller.

[0016] Further, the second control unit performs hydraulic brake compensation in response to the brake compensation request sent by the vehicle controller through the hydraulic compensation deceleration available flag and the hydraulic compensation deceleration active flag.

[0017] In the above-mentioned embodiments, the battery management system is further configured to provide the state of charge information of the power battery to the vehicle controller and to control the power battery.

[0018] In the second aspect of the application, a control method for improving energy feedback limitation of an electric vehicle is provided, comprising: acquiring the power feedback information of the vehicle in real time, wherein the power feedback information comprises the accelerator pedal opening signal, the direction of movement, the gear signal and the state of charge of the power battery; calculating the feedback power of the vehicle and determining the quadrant in which the motor in the motor assembly is located according to the power feedback information, and sending a brake compensation request to the chassis brake controller or the motor assembly; performing hydraulic brake compensation in response to the brake compensation request sent by the vehicle controller, and feeding back the corresponding first brake information to the vehicle controller; performing driving or feedback torque in response to the brake compensation request sent by the vehicle controller, and feeding back the corresponding second brake information to the vehicle controller.

[0019] Further, the calculation of the feedback power of the vehicle and the determination of the quadrant in which the motor in the motor assembly is located, and the sending of the brake compensation request to the chassis brake controller or the motor assembly comprise: sending a brake compensation request to the chassis brake controller according to a difference between the feedback power of the vehicle and a target torque request of the current coasting feedback; and sending a brake compensation request to the motor assembly according to the difference between the feedback power of the vehicle and the target torque request of the current coasting feedback.

[0020] A third aspect of the present invention provides an electronic device comprising: one or more processors; and a storage device for storing one or more programs, wherein when the one or more programs are executed by the one or more processors, the one or more processors implement the control method for improving energy feedback limitation in electric vehicles provided in the second aspect of the present invention.

[0021] In a fourth aspect, the present invention provides a computer-readable medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the control method for improving energy feedback limitation in electric vehicles provided in the second aspect of the present invention.

[0022] The beneficial effects of this invention are as follows: This solution proposes a method for electric vehicles where, when the high-voltage battery is fully charged or the motor's degradation limits the power system's feedback capability, the difference between the deceleration target request and the system's feedback capability can be sent to the braking system for hydraulic braking, ensuring a consistent deceleration feel during coasting / braking. This solution can also be used when the vehicle speed and gear are inconsistent, and the limited power system feedback capability may lead to overcharging of the high-voltage battery due to motor power generation. In response to accelerator pedal operation, the difference between the acceleration target request and the system's feedback capability is requested to the braking system for hydraulic braking, quickly reducing the vehicle speed to zero and assisting in vehicle steering, especially effective on steep downhill slopes.

[0023] This solution is well-suited for the five scenarios mentioned above and offers advantages over existing solutions:

[0024] Compared to method two, it can cover the entire temperature range without affecting the normal operation of thermal management;

[0025] Compared to method three, which primarily uses electrical feedback with hydraulic compensation as a supplement, it increases the scenarios where hydraulic braking is requested when pressing the accelerator during gear shifts. The initiative lies with the power system rather than the chassis system, making the control method more flexible and reducing reliance on suppliers. Compared to method four, the efficiency reduction range of the motor is limited, while hydraulic braking can respond to larger target decelerations. It is more direct and effective when braking to a stop while pressing the accelerator during gear shifts, avoiding energy waste. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the basic structure of a control system for improving energy feedback limitation in electric vehicles according to some embodiments of the present invention;

[0027] Figure 2 This is a schematic diagram of the specific structure of a control system for improving energy feedback limitation in electric vehicles according to some embodiments of the present invention;

[0028] Figure 3 This is one of the schematic flowcharts of a control method for improving energy feedback limitation in electric vehicles according to some embodiments of the present invention;

[0029] Figure 4 Specific flowchart of the control method for improving energy feedback limitation of the electric vehicle in some embodiments of the present application No. 2;

[0030] Figure 5 Structure diagram of the control method for improving energy feedback limitation of the electric vehicle in some embodiments of the present application;

[0031] Figure 6 Structure diagram of the electronic device in some embodiments of the present application. DETAILED DESCRIPTION

[0032] The principles and features of the present application are described below in conjunction with the accompanying drawings, and the examples are only used to explain the present application, and are not used to limit the scope of the present application.

[0033] Reference Figure 1 With Figure 2 In the first aspect of the present application, a control system for improving energy feedback limitation of an electric vehicle is provided, comprising a vehicle controller 11, a chassis brake controller 12 and a motor assembly 13. The vehicle controller 11 is configured to obtain power feedback information of the vehicle in real time, wherein the power feedback information comprises an accelerator pedal opening signal, a moving direction, a gear signal and a state of charge of a power battery. The vehicle controller 11 is configured to calculate feedback power of the vehicle and determine a quadrant of a motor in the motor assembly 13 according to the power feedback information, and send a brake compensation request to the chassis brake controller 12 or the motor assembly 13. The chassis brake controller 12 is configured to perform hydraulic brake compensation in response to the brake compensation request sent by the vehicle controller 11, and feed back corresponding first brake information to the vehicle controller 11. The motor assembly 13 is configured to perform driving or feedback torque in response to the brake compensation request sent by the vehicle controller 11, and feed back corresponding second brake information to the vehicle controller 11.

[0034] In some embodiments of the present application, the vehicle controller 11 comprises an obtaining module configured to obtain power feedback information of the vehicle in real time, wherein the power feedback information comprises an accelerator pedal opening signal, a moving direction, a gear signal and a state of charge of a power battery. The vehicle controller 11 comprises a determining module configured to calculate feedback power of the vehicle and determine a quadrant of a motor in the motor assembly 13 according to the power feedback information. The vehicle controller 11 comprises a brake request module configured to send a brake compensation request to the chassis brake controller 12 or the motor assembly 13 according to feedback capability of the vehicle and the quadrant of the motor assembly 13.

[0035] Reference Figure 2In some specific embodiments, the vehicle control unit 11 (VCU) is used to calculate the minimum capability of the power system (i.e., system feedback capability) based on the allowable charging power and SOC of the high-voltage battery and the maximum and minimum allowable torque of the motor; arbitrate whether the motor is in the second or fourth quadrant based on the signals of the vehicle's direction of motion and the PRND gear position; calculate the coasting feedback target torque request (when the vehicle's direction of motion is consistent with the gear position) and the throttle torque request (when the vehicle's direction of motion is inconsistent with the gear position) based on the vehicle speed and throttle opening signals, and then calculate the difference between it and the target value of the system feedback capability (hydraulic compensation deceleration torque request), and send it to the IPB for hydraulic braking compensation;

[0036] Without loss of generality, the quadrants of a motor are based on the horizontal axis (motor speed) and the vertical axis (motor torque), dividing the motor's operating range into four quadrants: Quadrant 1, positive speed and positive torque, electric acceleration forward state; Quadrant 2, negative speed and positive torque, reverse braking state, generating electricity; Quadrant 3, negative speed and negative torque, electric acceleration reverse state; Quadrant 4, positive speed and negative torque, forward braking state, generating electricity.

[0037] The system determines whether the IPB system supports hydraulic compensation (hydraulic compensation deceleration is available), is not in P / N gear, has no faults in the power system, or the target difference exceeds the set value, and then sends an enable signal to the IPB (hydraulic compensation deceleration request enable).

[0038] Power feedback information is primarily transmitted through the GSM gear selector and the AP accelerator pedal sensor. The GSM gear selector converts the driver's gear shifting operation into a PRND gear signal. The AP accelerator pedal sensor converts the depth of the driver's accelerator pedal release into a throttle opening signal, measured in percent.

[0039] Furthermore, the braking request module includes: a first braking request unit, used to send a braking compensation request to the chassis braking controller 12 based on the difference between the feedback power of its own vehicle and the target torque request of the current coasting feedback; and a second braking request unit, used to send a braking compensation request to the motor assembly 13 based on the difference between the feedback power of its own vehicle and the target torque request of the current coasting feedback.

[0040] In some embodiments of the present invention, the chassis brake controller 12 includes: a first control unit for controlling the speed and direction of movement of the vehicle itself; a second control unit for responding to a brake compensation request issued by the vehicle controller 11 and performing hydraulic brake compensation; and a feedback unit for feeding back the hydraulic braking torque applied to the wheel end to the vehicle controller 11.

[0041] In particular, the chassis brake controller 12 is configured to provide a vehicle speed, a vehicle moving direction (stationary, forward, backward), set a hydraulic compensation deceleration available flag according to whether the internal brake system is normal (no fault affecting the hydraulic brake), enable a hydraulic compensation deceleration request if the PDCM sets the hydraulic compensation deceleration request, perform hydraulic brake compensation in response to a hydraulic compensation deceleration torque request, and feed back a function activation (a hydraulic compensation deceleration activation flag), and provide a chassis actual hydraulic brake torque applied at a wheel end (a chassis actual hydraulic brake torque) to the PDCM.

[0042] Further, the second control unit performs hydraulic brake compensation in response to a brake compensation request from the vehicle controller 11 through the hydraulic compensation deceleration available flag and the hydraulic compensation deceleration activation flag.

[0043] In the above embodiment, a battery management system (BMS) is further included, which is configured to provide state of charge information of a power battery to the vehicle controller 11, and control the power battery. That is, the PDCM calculation system is fed back with a battery allowable discharge power and an SOC, and the battery allowable discharge power is low when the SOC is close to full charge, so as to protect the battery from overcharging and cause rapid life attenuation; when the SOC is medium or high, a low-temperature environment below -10°C affects the chemical activity of the battery, and the battery allowable discharge power is also low, so as to avoid overcharging.

[0044] Embodiment 2

[0045] Reference Figure 5 According to a second aspect of the present application, a control method for improving energy feedback limitation of an electric vehicle is provided, which includes: S100. acquiring power feedback information of the vehicle in real time, the power feedback information including an accelerator pedal opening degree signal, a moving direction, a gear signal, and a state of charge of a power battery; S200. calculating feedback power of the vehicle and judging a quadrant in which a motor in a motor assembly is located according to the power feedback information, and sending a brake compensation request to a chassis brake controller or the motor assembly; S300. performing hydraulic brake compensation in response to the brake compensation request from the vehicle controller, and feeding back first brake information to the vehicle controller; and S400. performing driving or feedback torque in response to the brake compensation request from the vehicle controller, and feeding back second brake information to the vehicle controller.

[0046] Further, in step S200, the computing the feedback power of the ego vehicle and judging the quadrant in which the motor in the motor assembly is located, and sending a brake compensation request to the chassis brake controller or the motor assembly include: sending a brake compensation request to the chassis brake controller according to the difference between the feedback power of the ego vehicle and the target torque request of the current coasting feedback; sending a brake compensation request to the motor assembly according to the difference between the feedback power of the ego vehicle and the target torque request of the current coasting feedback.

[0047] Reference Figure 3 In some specific embodiments of the present application, the initial state D-gear coasting feedback ability is limited, the high-voltage battery is full or in a low-temperature environment, and the feedback limited hydraulic compensation deceleration is used to improve the specific implementation, which includes:

[0048] Step 1: D-gear coasting at a higher vehicle speed;

[0049] Step 2: The IPB judges that the brake system is normal and has no influence on the hydraulic brake fault, and sets the hydraulic compensation deceleration available flag to inform the PDCM;

[0050] Step 3: The PDCM calculates the minimum capability of the power system (i.e., the system feedback capability) in real time according to the allowable charging power and SOC of the high-voltage battery and the maximum and minimum allowable torque of the motor, calculates the current coasting feedback target torque request according to the vehicle speed and the accelerator, and obtains the absolute value of the difference between the two.

[0051] Step 4: If the following conditions are all met, the PDCM sets the enable flag (hydraulic compensation deceleration available flag=Ture) and assigns the target difference value to the hydraulic compensation deceleration torque request to the IPB. A1, the hydraulic compensation deceleration available flag=Ture; B1, the power system is fault-free; C1, the gear is not P / N; D1, the absolute value of the target difference value exceeds the set value;

[0052] Step 5: The IPB responds to the hydraulic compensation deceleration torque request, performs hydraulic brake compensation, and feeds back the following signals: A. The hydraulic compensation deceleration activation flag=Active; B. The actual hydraulic brake torque applied to the wheel end by the chassis is provided;

[0053] Step 6: The vehicle maintains the same deceleration feeling as before the feedback is limited;

[0054] Step 7: The driver steps on the accelerator or stops the vehicle, and the target difference value decreases to 0 N·m;

[0055] Step 8: The PDCM cancels the enable flag (hydraulic compensation deceleration available flag=False) and sends the hydraulic compensation deceleration torque request to the IPB;

[0056] Step 9: IPB disengages hydraulic braking, feedbacks the following signals: A. Hydraulic compensation deceleration active flag = Inactive; B. Actual hydraulic braking torque on chassis = 0 N·m;

[0057] Step 10: End of the process.

[0058] Reference Figure 4 In some scenarios, the initial state, the vehicle speed direction is inconsistent with the gear, the high-voltage battery is full or in a low-temperature environment, the feedback is limited, and the hydraulic compensation deceleration is implemented, including the following steps:

[0059] Step 21: The vehicle moves forward from D to R gear; or the vehicle moves backward from R to D gear;

[0060] Step 22: IPB determines that the braking system is normal and has no impact on hydraulic braking failure, and sets the hydraulic compensation deceleration available flag to inform PDCM;

[0061] Step 23: PDCM arbitrates whether the motor is in the second or fourth quadrant according to the vehicle movement direction and PRND gear: first quadrant, vehicle forward and D gear; second quadrant, vehicle backward and D gear; third quadrant, vehicle backward and R gear; fourth quadrant, vehicle forward and R gear. It can be understood that the gear of a general vehicle includes D-forward gear, P-parking gear, R-reverse gear, N-neutral gear, S-sport gear, L-low-speed gear, etc.

[0062] Step 24: PDCM calculates the minimum capability of the power system (i.e., system feedback capability) in real time according to the allowable charging power and SOC of the high-voltage battery, the maximum and minimum allowable torque of the motor, calculates the current throttle torque request according to the vehicle speed and throttle, and then obtains the absolute value of the difference between the two;

[0063] Step 25: PDCM determines that the following conditions are all met, then sets the enable flag (hydraulic compensation deceleration available flag = True), and assigns the target difference to the hydraulic compensation deceleration torque request and sends it to IPB. Condition A1, hydraulic compensation deceleration available flag = True; B1, power system has no fault C1, non-P / N gear; D1, | target difference | exceeds the set value;

[0064] Step 26: IPB responds to the hydraulic compensation deceleration torque request, performs hydraulic braking compensation, and feedbacks the following signals: A. Hydraulic compensation deceleration active flag = Active; B. Provides the actual hydraulic braking torque on the wheel end of the chassis;

[0065] Step 27: The vehicle's tendency to move in the opposite direction is suppressed due to hydraulic braking, and the vehicle speed drops to about 0 kph;

[0066] Step 28: PDCM determines that the motor is close to the first or third quadrant, and sets the target difference to 0 N·m;

[0067] Step 29: PDCM will cancel the enable flag (Hydraulic Compensation Retard Available Flag = False) and send a Hydraulic Compensation Retard Torque Request Cut 0 N-m to IPB;

[0068] Step 30: IPB disengages the hydraulic brake and feeds back the following signals: A. Hydraulic Compensation Retard Activation Flag = Inactive; B. Actual Chassis Hydraulic Brake Torque = 0 N-m;

[0069] Step 31: Vehicle completes the drop-off, PDCM responds to the driver's acceleration operation and drives in the gear direction.

[0070] Example 3

[0071] Reference Figure 6 In a third aspect, the present application provides an electronic device, comprising: one or more processors; a memory device storing one or more programs, when the one or more programs are executed by the one or more processors, the one or more processors implement the control method for improving energy feedback limitation of an electric vehicle according to the second aspect of the present application.

[0072] The electronic device 500 can include a processing device (e.g., a central processing unit, a graphics processing unit, etc.) 501 that can perform various appropriate actions and processes according to programs stored in a read-only memory (ROM) 502 or loaded from a storage device 508 into a random access memory (RAM) 503. In the RAM 503, various programs and data required for the operation of the electronic device 500 are also stored. The processing device 501, the ROM 502, and the RAM 503 are connected to each other through a bus 504. An input / output (I / O) interface 505 is also connected to the bus 504.

[0073] Generally, the following devices can be connected to the I / O interface 505: input devices 506 including, for example, a touch screen, a touch pad, a keyboard, a mouse, a camera, a microphone, an accelerometer, a gyroscope, etc.; output devices 507 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; storage devices 508 including, for example, a hard disk, etc.; and communication devices 509. The communication devices 509 can allow the electronic device 500 to communicate with other devices wirelessly or via wires to exchange data. Although Figure 6 The electronic device 500 is shown with various devices, but it should be understood that not all of the shown devices are required to be implemented or present. More or fewer devices can alternatively be implemented or present. Figure 6 Each block shown in the flowchart of FIG. 8 can represent a device, or a number of devices, depending on the needs of the implementation.

[0074] In particular, according to embodiments of the present disclosure, the processes described above with reference to the flowcharts can be implemented as a computer software program. For example, embodiments of the present disclosure include a computer program product comprising a computer program carried on a computer readable medium, the computer program containing program code for executing the methods illustrated by the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network by the communication device 509, or installed from the storage device 508, or installed from the ROM 502. When the computer program is executed by the processing device 501, the above-mentioned functions defined in the methods of embodiments of the present disclosure are executed. It should be noted that the computer readable medium described in embodiments of the present disclosure can be a computer readable signal medium or a computer readable storage medium or any combination of the two. The computer readable storage medium may, for example, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or apparatus, or any combination of the above. More specific examples of the computer readable storage medium can include, but are not limited to, an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In embodiments of the present disclosure, the computer readable storage medium can be any tangible medium that contains or stores a program that can be used by or in connection with an instruction execution system, apparatus or device. In embodiments of the present disclosure, the computer readable signal medium can include a data signal carried in a baseband or as part of a carrier wave, in which the computer readable program code is carried. Such a propagated data signal can take a variety of forms, including but not limited to an electromagnetic signal, an optical signal or any suitable combination of the above. The computer readable signal medium can also be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate or transport a program for use by or in connection with an instruction execution system, apparatus or device. The program code contained on the computer readable medium can be transmitted by any suitable medium, including but not limited to a wire, an optical fiber, an RF (radio frequency) or the like, or any suitable combination of the above.

[0075] The computer readable medium described above can be included in the electronic device described above; or can exist separately from the electronic device and be not assembled into the electronic device. The computer readable medium described above carries one or more computer programs, which, when executed by the electronic device, cause the electronic device to:

[0076] Computer program code for carrying out operations of embodiments of the present disclosure can be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C++, Python, and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code can execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer, or entirely on the remote computer or server. In the latter scenario, the remote computer can be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection can be made to an external computer (for example, through the Internet using an Internet Service Provider).

[0077] The computer program instructions can also be loaded onto a computer, other programmable data processing apparatus, or other devices to cause a series of operational steps to be performed on the computer, other programmable apparatus or other devices to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide processes for implementing the functions / acts specified in the flowchart and / or block diagram block or blocks.

[0078] The foregoing is merely illustrative of the principles of the application, and the application should not be limited to such detail. Rather, the spirit and scope of the application are limited solely by the claims.

Claims

1. An electric vehicle control system for improving energy feedback limitation, comprising a vehicle controller, a chassis brake controller and a motor assembly, characterized in that, the vehicle controller is configured to acquire power feedback information of the vehicle in real time, the power feedback information comprising an accelerator pedal opening signal, a moving direction, a gear signal and a state of charge of a power battery; calculate feedback power of the vehicle and determine a quadrant of the motor in the motor assembly according to the power feedback information; and send a brake compensation request to the chassis brake controller or the motor assembly; the chassis brake controller is configured to execute hydraulic brake compensation in response to the brake compensation request sent by the vehicle controller, and feed back first brake information to the vehicle controller; the motor assembly is configured to execute driving or feedback torque in response to the brake compensation request sent by the vehicle controller, and feed back second brake information to the vehicle controller; the vehicle controller comprises: a brake request module configured to send a brake compensation request to the chassis brake controller or the motor assembly according to the feedback power of the vehicle and the quadrant of the motor assembly; the brake request module comprises: a first brake request unit configured to send a brake compensation request to the chassis brake controller according to a difference between the feedback power of the vehicle and a target torque request of current coasting feedback; when the control system is applied to a situation where an initial state vehicle speed direction is inconsistent with a gear position, a high-voltage battery is fully charged or in a low-temperature environment, feedback is limited, and hydraulic compensation deceleration is implemented, the following steps are included: the vehicle moves forward from D to R gear, or the vehicle moves backward from R to D gear; the chassis brake controller determines that the brake system is normal and has no influence on hydraulic brake failure, sets a hydraulic compensation deceleration available flag to inform the PDCM of the vehicle controller; the PDCM arbitrates whether the motor is in the second or fourth quadrant according to the vehicle moving direction and the PRND gear position: the first quadrant, the vehicle is moving forward and the D gear; the second quadrant, the vehicle is moving backward and the D gear; the third quadrant, the vehicle is moving backward and the R gear; the fourth quadrant, the vehicle is moving forward and the R gear; the PDCM calculates the feedback power of the vehicle in real time according to the allowable charging power and the SOC of the high-voltage battery, the maximum and minimum required torque of the motor, calculates the current throttle torque request according to the vehicle speed and the throttle, and then obtains the absolute value of the difference between the two; the PDCM sets an enable flag when the following conditions are all met: the hydraulic compensation deceleration available flag = True; the power system has no fault; it is not in P / N gear; and the absolute value of the target difference exceeds a set value, and sends a hydraulic compensation deceleration torque request to the chassis brake controller with the target difference; the chassis brake controller performs hydraulic brake compensation in response to the hydraulic compensation deceleration torque request, and feeds back the following signals: the hydraulic compensation deceleration active flag = Active; and provides the actual hydraulic brake torque applied to the wheel end of the chassis; the trend of the vehicle moving in the opposite direction is suppressed due to the hydraulic brake, and the vehicle speed decreases to 0 kph; the PDCM determines that the motor is close to the first or third quadrant, and sets the target difference to 0 N·m. PDCM cancels the enable flag, sets the hydraulic compensation deceleration available flag to False, and sends a hydraulic compensation deceleration torque request of 0 N·m to the chassis brake controller; The chassis brake controller releases the hydraulic brake and feeds back the following signals: the hydraulic compensation deceleration active flag = Inactive; the actual hydraulic brake torque of the chassis is 0 N·m; The vehicle completes the drop-off, and the PDCM drives in the gear direction in response to the driver's acceleration operation.

2. The control system for improving energy feedback limitation of an electric vehicle according to claim 1, wherein The vehicle control system further comprises: an acquisition module configured to acquire power feedback information of the vehicle in real time, the power feedback information comprising an accelerator pedal opening degree signal, a motion direction, a gear signal, and a state of charge of a power battery; a judgment module configured to calculate feedback power of the vehicle and determine a quadrant in which a motor in the motor assembly is located according to the power feedback information.

3. The control system for improving energy feedback limitation of an electric vehicle according to claim 1, wherein The brake request module further comprises: a second brake request unit configured to send a brake compensation request to the motor assembly according to a difference between the feedback power of the vehicle and a target torque request of the current coasting feedback.

4. The control system for improving energy feedback limitation of an electric vehicle according to claim 1, wherein The chassis brake controller comprises: a first control unit configured to control a speed and a motion direction of the vehicle; a second control unit configured to execute hydraulic brake compensation in response to the brake compensation request sent by the vehicle control system; a feedback unit configured to feed back a hydraulic brake torque applied to a wheel end to the vehicle control system.

5. The control system for improving energy feedback limitation of an electric vehicle according to claim 4, wherein The second control unit executes hydraulic brake compensation in response to the brake compensation request sent by the vehicle control system through the hydraulic compensation deceleration available flag and the hydraulic compensation deceleration active flag.

6. The control system for improving energy feedback limitation of an electric vehicle according to any one of claims 1 to 5, further comprising: a battery management system configured to provide state of charge information of the power battery to the vehicle control system and control the power battery.

7. A control method for improving energy feedback limitation of an electric vehicle, characterized by, comprises: acquiring power feedback information of the vehicle in real time, the power feedback information comprising an accelerator pedal opening degree signal, a motion direction, a gear signal, and a state of charge of a power battery; calculating feedback power of the vehicle and determining a quadrant in which a motor in the motor assembly is located according to the power feedback information, and sending a brake compensation request to the chassis brake controller or the motor assembly; executing hydraulic brake compensation in response to the brake compensation request sent by the vehicle control system and feeding back corresponding first brake information to the vehicle control system; executing driving or feedback torque in response to the brake compensation request sent by the vehicle control system and feeding back corresponding second brake information to the vehicle control system; the calculating feedback power of the vehicle and determining a quadrant in which a motor in the motor assembly is located according to the power feedback information, and sending a brake compensation request to the chassis brake controller comprises: sending a brake compensation request to the chassis brake controller according to a difference between the feedback power of the vehicle and a target torque request of the current coasting feedback or a current accelerator torque request; when the control method is applied to an initial state in which a vehicle speed direction is inconsistent with a gear, a high-voltage battery is fully charged or in a low-temperature environment, feedback is limited, and hydraulic compensation deceleration is implemented, the following steps are included: the vehicle moves forward and shifts from D to R; or the vehicle moves backward and shifts from R to D; The chassis brake controller judges that the brake system is normal and has no influence on hydraulic brake failure, sets the hydraulic compensation deceleration available flag to inform the PDCM of the vehicle controller; The PDCM arbitrates whether the motor is in the second or fourth quadrant according to the vehicle motion direction and the PRND gear: the first quadrant, the vehicle is moving forward and the gear is D; the second quadrant, the vehicle is moving backward and the gear is D; the third quadrant, the vehicle is moving backward and the gear is R; the fourth quadrant, the vehicle is moving forward and the gear is R; The PDCM calculates the feedback power of the vehicle in real time according to the allowable charging power and SOC of the high-voltage battery, the maximum and minimum required torque of the motor, and the current throttle torque request according to the vehicle speed and the throttle, and then obtains the absolute value of the difference between the two; The PDCM sets the enable flag and assigns the target difference to the hydraulic compensation deceleration torque request to the chassis brake controller when the following conditions are met: the hydraulic compensation deceleration available flag is True; the power system has no failure; the gear is not P / N; and the absolute value of the target difference exceeds the set value; The chassis brake controller responds to the hydraulic compensation deceleration torque request, performs hydraulic brake compensation, and feeds back the following signals: the hydraulic compensation deceleration active flag is Active; and provides the actual hydraulic brake torque applied to the wheel end of the chassis; The tendency of the vehicle to move in the opposite direction is suppressed by the hydraulic brake, and the vehicle speed drops to 0 kph; The PDCM judges that the motor is close to the first or third quadrant, and sets the target difference to 0 N·m; The PDCM cancels the enable flag, sets the hydraulic compensation deceleration available flag to False, and sends the hydraulic compensation deceleration torque request to the chassis brake controller; The chassis brake controller releases the hydraulic brake and feeds back the following signals: the hydraulic compensation deceleration active flag is Inactive; and the actual hydraulic brake torque of the chassis is 0 N·m; The vehicle completes the turn, and the PDCM drives in the gear direction in response to the driver's acceleration operation.

8. The control method for improving energy feedback limitation of an electric vehicle according to claim 7, wherein The calculation of the feedback power of the vehicle and the judgment of the quadrant in which the motor in the motor assembly is located, and the issuance of a brake compensation request to the motor assembly include: issuing a brake compensation request to the motor assembly according to the difference between the feedback power of the vehicle and the target torque request of the current coasting feedback.

9. An electronic device, comprising: It includes: one or more processors; a storage device for storing one or more programs, when the one or more programs are executed by the one or more processors, so that the one or more processors implement the control method for improving the limited energy feedback of the electric vehicle according to any one of claims 7 to 8.

10. A storage medium having stored thereon a computer program, characterized in that wherein, the computer program is executed by the processor to implement the control method for improving the limited energy feedback of the electric vehicle according to any one of claims 7 to 8.

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