Retarding braking control method and system for electric vehicle

Abstract

The invention relates to the technical field of vehicle control, in particular to a retarding braking control method and system for an electric vehicle. The method comprises the steps that S11, based on vehicle starting, set data are obtained; step S12, acquiring first driving energy consumption Q1 on the basis that the vehicle runs from the travel starting point to the judgment point; step S13, acquiring second driving energy consumption Q2 on the basis of the first driving energy consumption Q1; and step S14, based on Q1 + Q2 < A, starting the consumption mode. Therefore, the problem that mechanical braking intervention is reduced when the electric vehicle goes downhill is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle control, and in particular to a deceleration and braking control method and system for an electric vehicle. Background Art

[0002] When an electric vehicle is going downhill, it will convert kinetic energy into electrical energy through the kinetic energy recovery system, and then charge the power battery. In this process, a certain braking effect will be produced on the drive wheels. However, when the power battery is at a high level and the electrical energy cannot be recovered, the kinetic energy recovery system cannot generate braking force. At this time, the driver can step on the brake pedal to intervene in the mechanical brake. Wear will occur during the operation of the mechanical brake. In the case of long-term mechanical braking, the mechanical brake will accumulate heat, causing the mechanical brake system to overheat and the braking effect to be weakened. Therefore, other equipment is usually installed on the vehicle, such as a retarder or a brake resistor, to consume the energy that the vehicle cannot recover, reduce the intervention of the mechanical brake system, ensure the driving safety of the vehicle, and reduce the wear of the mechanical brake.

[0003] However, other equipment installed on the vehicle greatly increases the cost of the vehicle; the equipment is large in size, and the redesign of the placement of various vehicle components is not conducive to the layout of the vehicle. Usually this part of energy is converted into heat energy, which not only makes it impossible for the vehicle to utilize this part of energy, but also prevents the retarder or brake resistor from overheating, which affects the safety of the vehicle. Summary of the invention

[0004] In order to solve the problem of reducing mechanical brake intervention when an electric vehicle is going downhill, the present invention provides an electric vehicle deceleration braking control method and system.

[0005] In a first aspect, the present invention provides an electric vehicle deceleration and braking control method, the electric vehicle deceleration and braking control method comprising:

[0006] Step S11, based on vehicle startup, obtaining setting data; wherein the setting data includes a trip starting point, a judgment point, a ramp starting point, a ramp end point, an estimated recovered energy A, and a power of a consumption mode, and the vehicle travels along the trip starting point, the judgment point, the ramp starting point, and the ramp end point in sequence;

[0007] Step S12, based on the vehicle traveling from the starting point of the trip to the determination point, obtaining a first driving energy consumption Q1; wherein the first driving energy consumption Q1 is the energy consumption value consumed from the starting point of the trip to the determination point;

[0008] Step S13, based on the first driving energy consumption Q1, obtaining a second driving energy consumption Q2; wherein the second driving energy consumption Q2 is the energy consumption value required to drive from the judgment point to the starting point of the ramp;

[0009] Step S14: based on Q1+Q2<A, start the consumption mode.

[0010] In some embodiments, the step S11 includes:

[0011] Step S111, based on the vehicle starting, obtaining the trip starting point, the ramp starting point, the ramp end point, the estimated recovered energy A, the power of the consumption mode, and the gross weight of the vehicle and cargo; wherein the setting data also includes the gross weight of the vehicle and cargo;

[0012] Step S112, based on the total weight of the vehicle and cargo being less than or equal to a set weight, obtaining the judgment point; wherein the judgment point is located within a first set range between the starting point of the trip and the starting point of the ramp.

[0013] In some embodiments, the step S11 further includes:

[0014] Step S113, based on the total weight of the vehicle and cargo being greater than the set weight, obtaining the judgment point; wherein the judgment point is located within a second set range between the starting point of the trip and the starting point of the ramp, and the distance between the second set range and the starting point of the trip is less than the distance between the first set range and the starting point of the trip.

[0015] In some embodiments, the step S11 further includes:

[0016] Step S1121, based on the total weight of the vehicle and cargo being less than or equal to a set weight, obtaining slope data; wherein the set data also includes the slope data;

[0017] Step S1122: based on the slope data being less than or equal to a set slope, obtaining the judgment point; wherein the judgment point is located within a first set interval within the first set range.

[0018] In some embodiments, the step S11 further includes:

[0019] Step S1123, based on the slope data being greater than the set slope, obtaining the judgment point; wherein the judgment point is located in a second set interval within the first set range, and the distance between the second set interval and the starting point of the trip is less than the distance between the first set interval and the starting point of the trip.

[0020] In some embodiments, the step S11 further includes:

[0021] Step S1124, based on the total weight of the vehicle and cargo being greater than a set weight, obtaining slope data; wherein the set data also includes the slope data;

[0022] Step S1125: based on the slope data being greater than a set slope, setting the determination point within a third set interval within the second set range.

[0023] In some embodiments, the step S11 further includes:

[0024] Step S1126, based on the slope data being less than or equal to the set slope, setting the judgment point within a fourth set interval within the second set range; wherein the distance between the third set interval and the starting point of the trip is less than the distance between the fourth set interval and the starting point of the trip.

[0025] In some embodiments, the step S14 is based on Q1*K1+Q2*K2<A, starting the consumption mode, wherein K1 is the first safety factor, K2 is the second safety factor, K1>1; K2>1.

[0026] In some embodiments, the setting data also includes the total weight of the vehicle and cargo; the K1 is proportional to the total weight of the vehicle and cargo; and the K2 is proportional to the total weight of the vehicle and cargo.

[0027] In some embodiments, K1<K2.

[0028] In a second aspect, the present invention provides an electric vehicle deceleration and braking control system, which can be applied to any one of the electric vehicle deceleration and braking control methods in the first aspect, and the electric vehicle deceleration and braking control system comprises:

[0029] A vehicle, comprising a vehicle body, a drive motor, and a power battery; the vehicle body is detachably connected to the drive motor; the power battery is detachably connected to the vehicle body; the drive motor is electrically connected to the power battery;

[0030] An energy-consuming component, wherein the energy-consuming component is detachably connected to the vehicle body; the energy-consuming component is electrically connected to the power battery;

[0031] A control component, wherein the control component is detachably connected to the vehicle body; the control component is electrically connected to the energy-consuming component; the control component is electrically connected to the power battery; and the control component is electrically connected to the drive motor.

[0032] In order to solve the problem of reducing mechanical brake intervention when an electric vehicle goes downhill, the present invention has the following advantages:

[0033] During the driving process of the vehicle, the estimated recovery energy A, the first driving energy consumption Q1 of the vehicle from the starting point of the trip to the judgment point, and the second driving energy consumption Q2 of the vehicle from the judgment point to the starting point of the slope are obtained, wherein Q1 is the energy consumed by the vehicle from the starting point of the trip to the judgment point through real-time collection, and Q2 is calculated based on the first driving energy consumption Q1. When Q1+Q2<A, the consumption mode is turned on. The energy consumption components on the vehicle are used to consume the energy of the vehicle and the energy is recovered when the vehicle goes downhill, thereby reducing the intervention of mechanical braking and ensuring the driving safety of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 A schematic flow chart of a method for controlling slow braking of an electric vehicle according to an embodiment is shown;

[0035] Figure 2 A schematic diagram of an electric vehicle retarding braking control system according to an embodiment is shown;

[0036] Figure 3 A circuit diagram of an electric vehicle retarding braking control system according to an embodiment is shown.

[0037] Reference numerals:

[0038] 10 vehicle; 11 vehicle body; 12 driving motor; 13 power battery; 20 energy-consuming components; 30 control components. DETAILED DESCRIPTION

[0039] The present disclosure will now be discussed with reference to several exemplary embodiments. It should be understood that these embodiments are discussed only to enable those skilled in the art to better understand and thus implement the present disclosure, rather than implying any limitation on the scope of the present disclosure.

[0040] As used herein, the term "including" and its variants are to be interpreted as open-ended terms meaning "including but not limited to". The term "based on" is to be interpreted as "based at least in part on". The terms "one embodiment" and "an embodiment" are to be interpreted as "at least one embodiment". The term "another embodiment" is to be interpreted as "at least one other embodiment". The orientation or position relationship indicated by the terms "upper", "lower", "left", "right", "front", "back", "top", "bottom", "inner", "outer", "vertical", "horizontal", "lateral", "longitudinal" and the like is based on the orientation or position relationship shown in the accompanying drawings. These terms are mainly for better describing the present application and its embodiments, and are not used to limit the indicated devices, elements or components to have a specific orientation, or to be constructed and operated in a specific orientation. In addition, in addition to being used to indicate an orientation or position relationship, some of the above terms may also be used to indicate other meanings, such as the term "upper" may also be used to indicate a certain dependency or connection relationship in some cases. For those of ordinary skill in the art, the specific meanings of these terms in this application can be understood according to the specific circumstances. In addition, the terms "install", "set", "provided with", "connected" and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral structure; it can be a mechanical connection, or an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, or it can be an internal connection between two devices, elements or components. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances. In addition, the terms "first", "second", etc. are mainly used to distinguish different devices, elements or components (the specific types and structures may be the same or different), and are not used to indicate or imply the relative importance and quantity of the indicated devices, elements or components. Unless otherwise specified, "plurality" means two or more.

[0041] When the electric vehicle is going downhill, the kinetic energy recovery system allows the kinetic energy of the vehicle 10 to be converted into electrical energy by the drive motor 12 of the vehicle 10 to charge the battery. At the same time, the kinetic energy recovery will have a braking effect on the vehicle 10. However, when the power battery 13 of the vehicle 10 has a lot of power, the power battery 13 cannot completely absorb this part of energy, so that the vehicle 10 cannot produce a braking effect, so that the vehicle 10 needs to use mechanical braking to slow down the vehicle 10. Long-term mechanical braking will seriously affect the safety of the vehicle 10. This embodiment provides an electric vehicle deceleration braking control method, such as Figure 1 As shown, the electric vehicle deceleration braking control method may include steps S11 to S14, and each step is described in detail as follows:

[0042] In step S11, based on the start of the vehicle 10, the setting data can be obtained. Among them, the setting data may include the starting point of the trip, the judgment point, the starting point of the ramp, the end point of the ramp, the expected recovery energy A, and the power of the consumption mode. The vehicle 10 can travel along the starting point of the trip, the judgment point, the starting point of the ramp, and the end point of the ramp in sequence. In other embodiments, the setting data may include the speed at the starting point of the ramp and the speed at the end point of the ramp. The expected recovery power can be calculated based on the speed at the starting point of the ramp and the speed at the end point of the ramp. At the same time, when the vehicle travels to the starting point of the ramp, the vehicle can emit a prompt sound so that the driver can control the vehicle speed at the starting point of the ramp to a certain value.

[0043] In step S12, based on the vehicle 10 traveling from the starting point of the trip to the determination point, a first driving energy consumption Q1 can be obtained, wherein the first driving energy consumption Q1 is the energy consumption value consumed by the vehicle 10 traveling from the starting point of the trip to the determination point. The first driving energy consumption Q1 can be obtained through real-time collection.

[0044] In step S13, based on the first driving energy consumption Q1, the second driving energy consumption Q2 can be obtained, wherein the second driving energy consumption Q2 is the energy consumption value required for the vehicle 10 to travel from the judgment point to the starting point of the ramp. The second driving energy consumption Q2 can be calculated by the first driving energy consumption Q1, the distance S1 from the starting point of the trip to the judgment point, and the distance S2 from the judgment point to the starting point of the ramp. Q2 = Q1*S2 / S1.

[0045] In step S14, based on Q1+Q2<A, the consumption mode can be turned on. When the sum of the first driving energy consumption Q1 and the second driving energy consumption Q2 of the vehicle 10 is less than the recovered energy A, the power battery 13 cannot recover all the energy generated by the vehicle 10 during the downhill process. Long-term use of the mechanical brake will cause wear on the mechanical brake, or the mechanical brake will overheat after long-term braking, resulting in uncontrollable vehicle speed, thereby affecting the driving safety of the vehicle 10. Therefore, the consumption mode can be turned on. The consumption mode can include realizing energy consumption through the energy consumption component 20, so that the energy consumption of the power battery 13 is increased, so that the power battery 13 can completely absorb the recovered energy of the vehicle 10, so that the braking force generated by the recovered energy can play a role in the entire downhill process, and the energy is reasonably utilized while ensuring the driving safety of the vehicle 10. In other embodiments, when the vehicle reaches the end of the ramp, the road information can continue to be obtained to determine whether there is a ramp. When the vehicle encounters a ramp again, steps S11 to S14 can be continued.

[0046] In this embodiment, step S11 may include step S111 and step S112, and each step is described in detail as follows:

[0047] In step S111, based on the start of the vehicle 10, the starting point of the trip, the starting point of the ramp, the end point of the ramp, the expected recovery energy A, the power of the consumption mode, and the gross weight of the vehicle 10 can be obtained. Among them, the setting data can also include the gross weight of the vehicle. Since the vehicle 10 passes through multiple fixed routes during operation, the loading conditions of the vehicle 10 are not fixed, so the gross weight of the vehicle 10 is easy to change, and the gross weight of the vehicle 10 will have a greater impact on the energy of the vehicle 10, so the position of the judgment point can be determined by obtaining the gross weight information of the vehicle.

[0048] In step S112, a judgment point can be obtained based on the total weight of the vehicle and cargo being less than or equal to the set weight. The judgment point can be located within a first set range between the starting point of the trip and the starting point of the ramp. When the total weight of the vehicle and cargo of the vehicle 10 is small, the energy recovered by the vehicle 10 is small when conditions other than the total weight of the vehicle and cargo remain unchanged. The position of the judgment point can be made close to the starting point of the ramp, so that the calculated value of the second driving energy consumption Q2 is more accurate. In other embodiments, even if the judgment point is close to the starting point of the ramp, the energy consumed by the consumption mode is less than the downhill recovery capacity, and the driver steps on the brake pedal to allow the mechanical brake to intervene, the load on the mechanical brake is also small, and it is difficult for the mechanical brake to overheat.

[0049] In this embodiment, step S11 may further include step S113.

[0050] In step S113, based on the total weight of the vehicle and cargo being greater than the set weight, a judgment point can be obtained. The judgment point can be located within a second set range between the starting point of the trip and the starting point of the ramp, and the distance between the second set range and the starting point of the trip can be less than the distance between the first set range and the starting point of the trip. When the total weight of the vehicle and cargo of the vehicle 10 is large, when conditions other than the total weight of the vehicle and cargo remain unchanged, the energy recovered by the vehicle 10 is large, and the position of the judgment point can be made close to the starting point of the trip, reserving more time for the consumption mode to run, so that the consumption mode can consume enough energy, ensuring that the power battery 13 can absorb all the energy generated by the vehicle 10 when the vehicle 10 goes downhill, and ensuring that the vehicle 10 can brake throughout the entire process when going downhill.

[0051] In this embodiment, step S11 may further include step S1121 and step S1122, and each step is described in detail as follows:

[0052] In step S1121, the slope data can be obtained based on the total weight of the vehicle and cargo being less than or equal to the set weight. The set data may also include slope data. When the vehicle 10 is traveling on a set route, the slope information can be obtained through a high-precision map or advance settings. Since the range of slope variation is smaller than the total weight of the vehicle and cargo when the vehicle 10 is traveling on multiple fixed routes, the total weight information of the vehicle 10 can be obtained first, and then the slope information can be obtained. In other embodiments, when the positioning of the high-precision map fails, the vehicle's odometer can be used to determine the vehicle's location information to determine whether the consumption mode needs to be turned on. This allows the vehicle to ensure driving safety when the high-precision map loses its positioning.

[0053] In step S1122, based on the slope data being less than or equal to the set slope, a judgment point can be obtained. The judgment point can be located in a first set interval within a first set range. When the slope data is less than the set slope, the recovered energy is small, and the position of the judgment point can be set within the first set interval within the first set range. The first set interval can be set at a position far from the starting point of the trip in the first set range, so that the second driving energy consumption Q2 calculation value is more accurate.

[0054] In this embodiment, step S11 may further include step S1123. In step S1123, when the slope data is greater than the set slope, a judgment point may be obtained. When the slope data is greater than the set slope, the recovered energy is large, and the judgment point may be located within the second set interval within the first set range, so that the position of the judgment point may be set within the first set range close to the starting point of the trip, and the distance between the second set interval and the starting point of the trip may be less than the distance between the first set interval and the starting point of the trip, so that more paths and time are reserved for the consumption mode to run, so that the consumption mode can consume enough energy to ensure that the power battery 13 can absorb all the energy generated by the vehicle 10 when the vehicle 10 goes downhill, and ensure that the vehicle 10 can brake throughout the entire process when going downhill.

[0055] In this embodiment, step S11 may include step S1124 and step S1125, and each step is described in detail as follows:

[0056] In step S1124, based on the total weight of the vehicle and cargo being greater than the set weight, the slope data may be obtained. The set data may also include the slope data. Since the range of slope variation is smaller than the total weight of the vehicle and cargo when the vehicle 10 is traveling on multiple fixed routes, the total weight of the vehicle and cargo may be obtained first, and then the slope information may be obtained.

[0057] Step S1125, based on the fact that the slope data is greater than the set slope, the judgment point can be set within the third set interval within the second set range. When the slope data is greater than the set slope, the recovered energy is large, and the judgment point can be located within the third set interval within the second set range. The position of the judgment point can be set at a position close to the starting point of the trip in the second set range, leaving more time for the consumption mode to run, so that the consumption mode can consume enough energy, ensuring that the power battery 13 can absorb all the energy generated by the vehicle 10 when the vehicle 10 goes downhill, and ensuring that the vehicle 10 can brake throughout the entire process when going downhill.

[0058] In this embodiment, step S11 may further include step S1126, in which, based on the slope data being less than or equal to the set slope, the judgment point may be set within the fourth set interval within the second set range. When the slope data is less than the set slope, the recovered energy is small, and the position of the judgment point may be set within the fourth set interval within the second set range. The fourth set interval may be set at a position far from the starting point of the trip in the second set range, and the distance between the third set interval and the starting point of the trip is less than the distance between the fourth set interval and the starting point of the trip, so that the second driving energy consumption Q2 calculation value is more accurate.

[0059] In this embodiment, step S14 may be based on Q1*K1+Q2*K2<A, to start the consumption mode. Wherein, K1 is the first safety factor, K2 is the second safety factor, and K1>1. K2>1. Since the first driving energy consumption Q1 is real-time collected data, the second driving energy consumption Q2 is a calculated value based on the first driving energy consumption Q1, and K1>1. K2>1 can make the safety redundancy more, thereby improving the driving safety of the vehicle 10. In other embodiments, the second driving energy consumption Q2 of the vehicle can be obtained by obtaining the first driving average energy consumption q1 and the second driving average energy consumption q2. Wherein, the first driving average energy consumption q1 can be the average energy consumption value per kilometer consumed by the vehicle from the starting point of the journey to the judgment point, and the second driving average energy consumption q2 can be the average energy consumption value per kilometer consumed by the vehicle from the judgment point to the starting point of the ramp. The second driving average energy consumption q2 of the vehicle can be calculated by q2=(1+K1)*q1. Q2=Q1*K1+K3*(1+K1)*q1*K2; wherein K3 is the speed adjustment coefficient, K3 can be obtained by converting the vehicle speed, and the safety factor can be an empirical value.

[0060] In other embodiments, Q1+Q2 can be compared with K3*A to determine whether the consumption mode needs to be turned on. When Q1+Q2≥K3*A, it is determined that the vehicle power is in a safe range for slow braking, and the consumption mode is not turned on. When Q1+Q2<K3*A, it is determined that the vehicle power is in an unsafe range for slow braking, and the consumption mode is turned on.

[0061] In this embodiment, the setting data may also include the gross weight of the vehicle and cargo. K1 is proportional to the gross weight of the vehicle and cargo. K2 is proportional to the gross weight of the vehicle and cargo. When the vehicle 10 is going downhill, an unexpected situation may occur and the driver may need to perform additional braking by stepping on the brake pedal. The more energy that enters the power battery 13 of the vehicle 10 through kinetic energy recovery during additional braking, the greater the gross weight of the vehicle and cargo, the greater the braking force required, and the more energy is recovered. K1 may be proportional to the gross weight of the vehicle and cargo. K2 may be proportional to the gross weight of the vehicle and cargo. In this way, the power battery 13 may have enough space to accommodate the energy generated by kinetic energy recovery, ensuring that kinetic energy recovery can play a braking role throughout the downhill process.

[0062] In this embodiment, K1<K2. Since the first driving energy consumption Q1 is real-time collected data, and the second driving energy consumption Q2 is a calculated value based on the first driving energy consumption Q1, there is an error in the calculated value, which can improve the second safety factor and reserve more safety redundancy, thereby improving the driving safety of the vehicle 10.

[0063] This embodiment discloses an electric vehicle retarding and braking control system, which can be applied to the electric vehicle retarding and braking control method of any of the above embodiments. The electric vehicle retarding and braking control system includes:

[0064] Vehicle 10. Vehicle 10 may include a vehicle body 11, a drive motor 12, and a power battery 13. The vehicle body 11 and the drive motor 12 are detachably connected. Figure 2 As shown, the power battery 13 is detachably connected to the vehicle body 11. The drive motor 12 is electrically connected to the power battery 13. Figure 2 As shown, the vehicle body 11 can be used to fix various components on the vehicle 10. The driving motor 12 can drive the operation of the vehicle 10. The power battery 13 can provide energy for the operation of the vehicle 10 and can also be used to store energy.

[0065] The energy consuming component 20 is detachably connected to the vehicle body 11. The energy consuming component 20 is electrically connected to the power battery 13. The energy consuming component 20 may include electrical equipment on the vehicle 10, and the power battery 13 may provide energy to maintain the operation of the energy consuming component 20.

[0066] The control assembly 30 is detachably connected to the vehicle body 11. Figure 3 As shown, the control component 30 is electrically connected to the energy consumption component 20. The control component 30 is electrically connected to the power battery 13. The control component 30 is electrically connected to the drive motor 12. Figure 3 As shown, the control component 30 can drive the operation of the motor 12, the power battery 13, and the energy-consuming component 20 respectively.

[0067] Those skilled in the art will appreciate that the above-mentioned embodiments are specific examples for implementing the present disclosure, and in actual applications, various changes may be made thereto in form and detail without departing from the spirit and scope of the present disclosure.

Claims

1. A method for controlling slow braking of an electric vehicle, characterized in that: The electric vehicle deceleration braking control method comprises: Step S11, based on vehicle startup, obtaining setting data; wherein the setting data includes a trip starting point, a judgment point, a ramp starting point, a ramp end point, an estimated recovered energy A, and a power of a consumption mode, and the vehicle travels along the trip starting point, the judgment point, the ramp starting point, and the ramp end point in sequence; Step S12, based on the vehicle traveling from the starting point of the trip to the determination point, obtaining a first driving energy consumption Q1; wherein the first driving energy consumption Q1 is the energy consumption value consumed from the starting point of the trip to the determination point; Step S13, based on the first driving energy consumption Q1, obtaining a second driving energy consumption Q2; wherein the second driving energy consumption Q2 is the energy consumption value required to drive from the judgment point to the starting point of the ramp; Step S14: based on Q1+Q2<A, start the consumption mode.

2. The electric vehicle deceleration braking control method according to claim 1, characterized in that: The step S11 comprises: Step S111, based on the vehicle starting, obtaining the trip starting point, the ramp starting point, the ramp end point, the estimated recovered energy A, the power of the consumption mode, and the gross weight of the vehicle and cargo; wherein the setting data also includes the gross weight of the vehicle and cargo; Step S112, based on the total weight of the vehicle and cargo being less than or equal to a set weight, obtaining the judgment point; wherein the judgment point is located within a first set range between the starting point of the trip and the starting point of the ramp.

3. The electric vehicle deceleration braking control method according to claim 2, characterized in that: The step S11 further includes: Step S113, based on the total weight of the vehicle and cargo being greater than the set weight, obtaining the judgment point; wherein the judgment point is located within a second set range between the starting point of the trip and the starting point of the ramp, and the distance between the second set range and the starting point of the trip is less than the distance between the first set range and the starting point of the trip.

4. The electric vehicle deceleration braking control method according to claim 2, characterized in that: The step S11 further includes: Step S1121, based on the total weight of the vehicle and cargo being less than or equal to a set weight, obtaining slope data; wherein the set data also includes the slope data; Step S1122: based on the slope data being less than or equal to a set slope, obtaining the judgment point; wherein the judgment point is located within a first set interval within the first set range.

5. The electric vehicle deceleration braking control method according to claim 4, characterized in that: The step S11 further includes: Step S1123, based on the slope data being greater than the set slope, obtaining the judgment point; wherein the judgment point is located in a second set interval within the first set range, and the distance between the second set interval and the starting point of the trip is less than the distance between the first set interval and the starting point of the trip.

6. The electric vehicle deceleration braking control method according to claim 3, characterized in that: The step S11 further includes: Step S1124, based on the total weight of the vehicle and cargo being greater than a set weight, obtaining slope data; wherein the set data also includes the slope data; Step S1125: based on the slope data being greater than a set slope, setting the determination point within a third set interval within the second set range.

7. The electric vehicle deceleration braking control method according to claim 6, characterized in that: The step S11 further includes: Step S1126, based on the slope data being less than or equal to the set slope, setting the judgment point within a fourth set interval within the second set range; wherein the distance between the third set interval and the starting point of the trip is less than the distance between the fourth set interval and the starting point of the trip.

8. The electric vehicle deceleration braking control method according to claim 1, characterized in that: The step S14 is to start the consumption mode based on Q1*K1+Q2*K2<A, wherein K1 is the first safety factor, K2 is the second safety factor, K1>1; K2>1.

9. The electric vehicle deceleration braking control method according to claim 8, characterized in that: The setting data also includes the total weight of the vehicle and cargo; the K1 is proportional to the total weight of the vehicle and cargo; and the K2 is proportional to the total weight of the vehicle and cargo.

10. The electric vehicle deceleration braking control method according to claim 9, characterized in that: K1<K2.

11. An electric vehicle deceleration and braking control system, characterized in that: The electric vehicle deceleration and braking control system is applied to an electric vehicle deceleration and braking control method described in claims 1 to 10, and the electric vehicle deceleration and braking control system comprises: A vehicle, comprising a vehicle body, a drive motor, and a power battery; the vehicle body is detachably connected to the drive motor; the power battery is detachably connected to the vehicle body; the drive motor is electrically connected to the power battery; An energy-consuming component, wherein the energy-consuming component is detachably connected to the vehicle body; the energy-consuming component is electrically connected to the power battery; A control component, wherein the control component is detachably connected to the vehicle body; the control component is electrically connected to the energy-consuming component; the control component is electrically connected to the power battery; and the control component is electrically connected to the drive motor.

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