An electric vehicle regenerative braking control method and system

Abstract

The present application relates to the technical field of vehicle control, in particular to a kind of electric vehicle retarder brake control method and system.Method comprising the following steps: step S11, based on vehicle start, obtain setting data;Step S12, based on the vehicle from the journey starting point travels to the judgment point, obtain first travel energy consumption Q1Step S13, based on the first travel energy consumption Q1, obtain second travel energy consumption Q2;Step S14, based on Q1+Q2<A, start the consumption mode.In this way, the problem of reducing mechanical brake intervention when electric vehicle downhill is solved.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and more specifically, to a method and system for controlling the slow braking of electric vehicles. Background Technology

[0002] When an electric vehicle goes downhill, it uses a kinetic energy recovery system to convert kinetic energy into electrical energy, which then charges the battery. This process provides some braking effect to the drive wheels. However, when the battery charge is high and energy recovery is insufficient, the kinetic energy recovery system cannot generate braking force. In this case, the driver can press the brake pedal, engaging mechanical braking. Mechanical braking causes wear and tear, and prolonged use can lead to heat buildup, causing the mechanical braking system to overheat and reducing its effectiveness. Therefore, other devices, such as retarders or braking resistors, are typically installed in vehicles to dissipate the energy that cannot be recovered, reducing the need for mechanical braking, ensuring driving safety, and minimizing wear on the mechanical brakes.

[0003] However, the additional equipment installed on the vehicle significantly increases the overall cost; the equipment is bulky, requiring a redesign of the placement of various vehicle components, which is detrimental to the overall vehicle layout. This energy is typically converted into heat, which not only prevents the vehicle from utilizing this energy but also necessitates preventing overheating of retarders or braking resistors, which could compromise vehicle safety. Summary of the Invention

[0004] To address the issue of reducing mechanical braking intervention when electric vehicles are going downhill, this invention provides a method and system for slow braking control of electric vehicles.

[0005] In a first aspect, the present invention provides a method for controlling the slow braking of an electric vehicle, the method comprising:

[0006] Step S11: Based on vehicle startup, acquire set data; wherein, the set data includes trip start point, judgment point, ramp start point, ramp end point, expected recovered energy A, power of consumption mode, and the vehicle travels sequentially along the trip start point, the judgment point, the ramp start point, and the ramp end point;

[0007] Step S12: Based on the vehicle's journey from the starting point of the trip to the judgment point, obtain the 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 judgment point;

[0008] Step S13: Based on the first driving energy consumption Q1, obtain the second driving energy consumption Q2; wherein, the second driving energy consumption Q2 is the energy consumption value required to travel from the judgment point to the starting point of the slope;

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

[0010] In some embodiments, step S11 includes:

[0011] Step S111: Based on the vehicle startup, obtain the trip start point, the ramp start point, the ramp end point, the expected recovered energy A, the power of the consumption mode, and the total weight of the vehicle and cargo; wherein, the set data also includes the total 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, obtain the judgment point; wherein the judgment point is located within a first set range between the starting point of the journey and the starting point of the ramp.

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

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

[0015] In some embodiments, 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, obtain 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, obtain the judgment point; wherein the judgment point is located within a first set interval within the first set range.

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

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

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

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

[0022] Step S1125: Based on the slope data being greater than the set slope, the judgment point is set within the third set interval of the second set range.

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

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

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

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

[0027] In some embodiments, K1 < K2.

[0028] Secondly, the present invention provides an electric vehicle deceleration braking control system, which can be applied to any of the electric vehicle deceleration braking control methods of the first aspect, and the electric vehicle deceleration braking control system includes:

[0029] The vehicle includes a body, a drive motor, and a power battery; the body is detachably connected to the drive motor; the power battery is detachably connected to the body; and the drive motor is electrically connected to the power battery.

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

[0031] 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] To address the issue of reducing mechanical braking intervention when electric vehicles are going downhill, this invention has the following advantages:

[0033] During vehicle operation, the system acquires the expected recovered energy A, the first energy consumption Q1 of the vehicle traveling from the starting point to the judgment point, and the second energy consumption Q2 of the vehicle traveling from the judgment point to the start of the slope. Q1 is the energy consumed by the vehicle traveling from the starting point to the judgment point through real-time data collection, and Q2 is calculated based on the first energy consumption Q1. When Q1 + Q2 < A, the energy consumption mode is activated. The system utilizes energy-consuming components on the vehicle to consume its energy and recovers it during downhill driving, thereby reducing the need for mechanical braking and ensuring vehicle safety. Attached Figure Description

[0034] Figure 1 A schematic flowchart of an embodiment of an electric vehicle slow braking control method is shown.

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

[0036] Figure 3 A schematic diagram of a circuit for an electric vehicle slow braking control system according to one embodiment is shown.

[0037] Figure label:

[0038] 10 Vehicle; 11 Body; 12 Drive motor; 13 Power battery; 20 Energy-consuming components; 30 Control components. Detailed Implementation

[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, and are not intended to imply any limitation on the scope of the disclosure.

[0040] As used herein, the term "comprising" and its variations are to be interpreted as open-ended terms meaning "including but not limited to". The term "based on" is to be interpreted as "at least partially based 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 terms "upper", "lower", "left", "right", "front", "rear", "top", "bottom", "inner", "outer", "vertical", "horizontal", "lateral", "longitudinal", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. These terms are primarily for the purpose of better describing this application and its embodiments and are not intended to limit the indicated devices, elements, or components to having a specific orientation or being constructed and operated in a specific orientation. Furthermore, some of the above terms may be used to indicate other meanings besides orientations or positional relationships; for example, the term "upper" may in some cases indicate a dependency or connection relationship. Those skilled in the art can understand the specific meaning of these terms in this application according to the specific circumstances. In addition, the terms "installed", "set up", "equipped with", "connected", and "linked" should be interpreted broadly. 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 a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, elements, or components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances. Furthermore, 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 or quantity of the indicated devices, elements, or components. Unless otherwise stated, "a plurality of" means two or more.

[0041] When an 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 to charge the battery. Simultaneously, the kinetic energy recovery also provides a braking effect on the vehicle 10. However, when the power battery 13 of the vehicle 10 has a high charge level, it cannot fully absorb this energy, preventing the vehicle 10 from braking effectively. This necessitates mechanical braking to decelerate the vehicle 10. Prolonged mechanical braking can severely compromise the safety of the vehicle 10. This embodiment provides a method for slow-motion braking control of an electric vehicle, such as... Figure 1 As shown, the electric vehicle slow braking control method may include steps S11 to S14, and each step is described in detail below:

[0042] In step S11, based on the start of vehicle 10, setting data can be acquired. This setting data may include the trip start point, judgment point, ramp start point, ramp end point, expected recovered energy A, and power of the consumption mode. Vehicle 10 can travel sequentially along the trip start point, judgment point, ramp start point, and ramp end point. In some embodiments, the setting data may include ramp start speed and ramp end speed. The expected recovered energy can be calculated based on the ramp start speed and ramp end speed. Simultaneously, when the vehicle reaches the ramp start point, a warning sound can be emitted, allowing the driver to control the ramp start speed at a certain value.

[0043] In step S12, based on the vehicle 10's journey from the starting point to the judgment point, the first driving energy consumption Q1 can be obtained. The first driving energy consumption Q1 is the energy consumed by the vehicle 10 from the starting point to the judgment point. The first driving energy consumption Q1 can be obtained through real-time data collection.

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

[0045] In step S14, based on Q1 + Q2 < A, the energy consumption mode can be activated. When the sum of the first driving energy consumption Q1 and the second driving energy consumption Q2 of vehicle 10 is less than the recovered energy A, the power battery 13 cannot recover all the energy generated by vehicle 10 during the downhill process. Prolonged use of the mechanical brakes will cause wear on the mechanical brakes, or overheating after prolonged braking, leading to loss of vehicle speed control and affecting the driving safety of vehicle 10. Therefore, the energy consumption mode can be activated. The energy consumption mode can include energy consumption through the energy dissipation component 20, increasing the energy consumption of the power battery 13, so that the power battery 13 can fully absorb the recovered energy of vehicle 10, allowing the braking force generated by the recovered energy to play a role throughout the downhill process, ensuring the driving safety of vehicle 10 while making reasonable use of energy. In some embodiments, when the vehicle reaches the end of the slope, road information can be continuously acquired to determine whether there is a slope. When the vehicle encounters a slope again, steps S11 to S14 can continue to be executed.

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

[0047] In step S111, based on the start of vehicle 10, the starting point of the journey, the starting point of the ramp, the ending point of the ramp, the expected recovered energy A, the power of the consumption mode, and the total weight of vehicle 10 and its cargo can be obtained. The set data may also include the total weight of vehicle and cargo. Since the cargo load of vehicle 10 is not fixed when it travels along multiple fixed routes during operation, the total weight of vehicle 10 and its cargo is prone to change, and the total weight of vehicle and cargo has a significant impact on the energy of vehicle 10. Therefore, obtaining the total weight information can be used to determine the location of the judgment point.

[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 a set weight. This judgment point can be located within a first set range between the start of the journey and the start of the ramp. When the total weight of the vehicle 10 is small, under the condition that other than the total weight remains unchanged, the energy recovered by the vehicle 10 is smaller. This allows the judgment point to be located closer to the start of the ramp, making the calculated value of the second driving energy consumption Q2 more accurate. In other embodiments, even if the judgment point is close to the start of the ramp, the energy consumed by the consumption mode is less than the energy recovered during downhill driving. When the driver depresses the brake pedal to engage the mechanical brakes, the load on the mechanical brakes is also small, making it difficult for the mechanical brakes to overheat.

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

[0050] In step S113, a judgment point can be obtained based on the total weight of the vehicle and cargo being greater than a set weight. This judgment point can be located within a second set range between the start of the journey and the start of the ramp. The distance between the second set range and the start of the journey can be less than the distance between the first set range and the start of the journey. When the total weight of the vehicle 10 is large, under the condition that other than the total weight remains unchanged, the energy recovered by the vehicle 10 is greater. This allows the judgment point to be located closer to the start of the journey, reserving more time for the energy consumption mode to operate, enabling the energy consumption mode to consume sufficient energy. This ensures that the power battery 13 can absorb all the energy generated by the vehicle 10 when it is going downhill, ensuring that the vehicle 10 can brake continuously during the downhill journey.

[0051] In this embodiment, step S11 may further include steps S1121 and S1122, each of which is described in detail below:

[0052] In step S1121, slope data can be obtained based on the total weight of the vehicle and cargo being less than or equal to a set weight. The set data may also include slope data. When vehicle 10 travels along a set route, slope information can be obtained through a high-precision map or pre-set parameters. Since the slope variation range is smaller compared to the total weight of the vehicle and cargo during the travel of vehicle 10 on multiple fixed routes, the total weight information of vehicle 10 can be obtained first, followed by the slope information. In other embodiments, when the positioning of the high-precision map fails, the vehicle's location information can be determined using the vehicle's odometer, thereby determining whether a consumable mode needs to be activated. This ensures vehicle safety even when the high-precision map fails to locate the vehicle.

[0053] In step S1122, a judgment point can be obtained based on the slope data being less than or equal to a set slope. The judgment point can be located within a first set interval of a first set range. When the slope data is less than the set slope, the recovered energy is smaller, so the judgment point can be set within the first set interval of the first set range. The first set interval can be set far from the start of the journey within the first set range, making the calculated second driving energy consumption Q2 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 can be obtained. When the slope data is greater than the set slope, the recovered energy is greater, and the judgment point can be located within the second set interval of the first set range. The position of the judgment point can be set close to the starting point of the journey within the first set range. The distance between the second set interval and the starting point of the journey can be less than the distance between the first set interval and the starting point of the journey, reserving more path and time 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 is going downhill, and to ensure that the vehicle 10 can brake throughout the downhill journey.

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

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

[0057] Step S1125: Based on the slope data being greater than the set slope, the judgment point can be set within the third set interval of the second set range. When the slope data is greater than the set slope, the recovered energy is greater, and the judgment point can be located within the third set interval of the second set range. This allows the judgment point to be positioned closer to the start of the journey within the second set range, reserving more time for the energy consumption mode to run. This ensures that the energy consumption mode can consume enough energy to guarantee that the power battery 13 can absorb all the energy generated by the vehicle 10 when it goes downhill, thus ensuring that the vehicle 10 can brake throughout the downhill journey.

[0058] In this embodiment, step S11 may further include step S1126. In step S1126, based on the slope data being less than or equal to a set slope, the judgment point can be set within a fourth set interval of the second set range. Specifically, when the slope data is less than the set slope, the recovered energy is smaller, so the judgment point can be set within the fourth set interval of the second set range. The fourth set interval can be set at a location far from the start of the journey within the second set range. The distance between the third set interval and the start of the journey is less than the distance between the fourth set interval and the start of the journey, making the calculated value of the second driving energy consumption Q2 more accurate.

[0059] In this embodiment, step S14 can be based on Q1*K1+Q2*K2<A, enabling the consumption mode. Here, 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, and the second driving energy consumption Q2 is a calculated value based on the first driving energy consumption Q1, K1>1. K2>1 provides greater safety redundancy, thereby improving the safety of vehicle 10's driving. In other embodiments, the second driving energy consumption Q2 of the vehicle can be obtained through the first average driving energy consumption q1 and the second average driving energy consumption q2. Here, the first average driving energy consumption q1 can be the average energy consumption per kilometer consumed by the vehicle from the starting point of the journey to the judgment point, and the second average driving energy consumption q2 can be the average energy consumption per kilometer consumed by the vehicle from the judgment point to the start of the slope. The second average driving energy consumption q2 of the vehicle can be calculated using q2=(1+K1)*q1. Q2 = Q1*K1 + K3*(1+K1)*q1*K2; where K3 is the speed adjustment coefficient, which can be obtained by converting 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 power consumption mode needs to be activated. When Q1+Q2≥K3*A, it is determined that the vehicle's battery level is within a safe range for slow braking, and the power consumption mode is not activated. When Q1+Q2<K3*A, it is determined that the vehicle's battery level is within an unsafe range for slow braking, and the power consumption mode is activated.

[0061] In this embodiment, the set data may also include the total weight of the vehicle and cargo. K1 is proportional to the total weight of the vehicle and cargo. K2 is proportional to the total weight of the vehicle and cargo. When the vehicle 10 is going downhill, unexpected situations may occur requiring the driver to apply additional braking by pressing 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 total weight of the vehicle and cargo, the greater the braking force required, and the more energy is recovered. K1 can be proportional to the total weight of the vehicle and cargo. K2 can be proportional to the total weight of the vehicle and cargo. In this way, the power battery 13 can 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, the calculated value has errors. This can improve the second safety factor and reserve more safety redundancy, thereby improving the driving safety of vehicle 10.

[0063] This embodiment discloses an electric vehicle deceleration braking control system. The electric vehicle deceleration braking control system can be applied to any of the electric vehicle deceleration braking control methods described above. The electric vehicle deceleration braking control system includes:

[0064] Vehicle 10. Vehicle 10 may include a body 11, a drive motor 12, and a power battery 13. The 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 drive motor 12 can drive the vehicle 10 to run. The power battery 13 can provide energy for the operation of the vehicle 10, and can also be used to store energy.

[0065] Energy dissipation component 20 is detachably connected to vehicle body 11. Energy dissipation component 20 is electrically connected to power battery 13. Energy dissipation component 20 may include electrical equipment on vehicle 10, and can be powered by power battery 13 to maintain the operation of energy dissipation component 20.

[0066] Control component 30 is detachably connected to vehicle body 11. For example... Figure 3 As shown, control component 30 is electrically connected to energy-consuming component 20. Control component 30 is electrically connected to power battery 13. Control component 30 is electrically connected to 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 understand that the above embodiments are specific examples of implementing this disclosure, and in practical applications, various changes can be made in form and detail without departing from the spirit and scope of this disclosure.

Claims

1. A method for controlling the slow braking of an electric vehicle, characterized in that, The electric vehicle slow braking control method includes: Step S11: Based on vehicle startup, acquire set data; wherein, the set data includes trip start point, judgment point, ramp start point, ramp end point, expected recovered energy A, power of consumption mode, and total vehicle and cargo weight; the vehicle travels sequentially along the trip start point, the judgment point, the ramp start point, and the ramp end point; the position of the judgment point is acquired based on the total vehicle and cargo weight; Step S12: Based on the vehicle's journey from the starting point of the trip to the judgment point, the first driving energy consumption Q1 is obtained through real-time data collection; wherein, the first driving energy consumption Q1 is the energy consumption value consumed from the starting point of the trip to the judgment point; Step S13: Based on the first driving energy consumption Q1, obtain the second driving energy consumption Q2; wherein, the second driving energy consumption Q2 is the energy consumption value required to travel from the judgment point to the starting point of the ramp; the second driving energy consumption Q2 is calculated using the first driving energy consumption Q1, the distance S1 from the starting point of the journey to the judgment point, and the distance S2 from the judgment point to the starting point of the ramp. Step S14: Based on Q1+Q2<A, activate the consumption mode; the consumption mode includes increasing the energy consumption of the power battery through electrical devices on the vehicle.

2. The method for controlling the slow braking of an electric vehicle according to claim 1, characterized in that, Step S11 includes: Step S111: Based on the vehicle startup, obtain the trip start point, the ramp start point, the ramp end point, the expected recovered energy A, the power of the consumption mode, and the total 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, obtain the judgment point; wherein the judgment point is located within a first set range between the starting point of the journey and the starting point of the ramp.

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

4. The method for controlling the slow braking of an electric vehicle according to claim 2, characterized in that, 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, obtain 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, obtain the judgment point; wherein the judgment point is located within a first set interval within the first set range.

5. The method for controlling the slow braking of an electric vehicle according to claim 4, characterized in that, Step S11 further includes: Step S1123: Based on the slope data being greater than a set slope, obtain the judgment point; wherein the judgment point is located within a second set interval within the first set range, and the distance between the second set interval and the starting point of the journey is less than the distance between the first set interval and the starting point of the journey.

6. The method for controlling the slow braking of an electric vehicle according to claim 3, characterized in that, Step S11 further includes: Step S1124: Based on the total weight of the vehicle and cargo being greater than a set weight, obtain the slope data; wherein, the set data also includes the slope data; Step S1125: Based on the slope data being greater than the set slope, the judgment point is set within the third set interval of the second set range.

7. The method for controlling the slow braking of an electric vehicle according to claim 6, characterized in that, Step S11 further includes: Step S1126: Based on the slope data being less than or equal to the set slope, the judgment point is set within the fourth set interval of the second set range; wherein, the distance between the third set interval and the starting point of the journey is less than the distance between the fourth set interval and the starting point of the journey.

8. The method for controlling the slow braking of an electric vehicle according to claim 1, characterized in that, Step S14 is replaced by starting the consumption mode based on Q1*K1+Q2*K2<A, where K1 is the first safety factor, K2 is the second safety factor, K1>1; K2>1.

9. The method for controlling the slow braking of an electric vehicle according to claim 8, characterized in that, The set data also includes the total weight of the vehicle and cargo; K1 is proportional to the total weight of the vehicle and cargo; K2 is proportional to the total weight of the vehicle and cargo.

10. The method for controlling the slow braking of an electric vehicle according to claim 9, characterized in that, K1 < K2.

11. A slow braking control system for electric vehicles, characterized in that, The electric vehicle deceleration braking control system is applied to the electric vehicle deceleration braking control method according to any one of claims 1 to 10, and the electric vehicle deceleration braking control system includes: The vehicle includes a body, a drive motor, and a power battery; the body is detachably connected to the drive motor; the power battery is detachably connected to the body; and the drive motor is electrically connected to the power battery. An energy-consuming component is detachably connected to the vehicle body; the energy-consuming component is electrically connected to the power battery. 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.

Images