Sliding feedback consumption control method and system for electric automobile

Abstract

The invention relates to an electric vehicle sliding feedback consumption control method and system, and the method comprises the steps: triggering a downhill feedback consumption mode when a vehicle is in a downhill road section and the driving state of the vehicle meets a triggering condition; after the downhill feedback consumption mode is triggered, according to the accumulated driving distance of the vehicle on the current downhill road section, the electric devices are started in a grading mode to consume feedback current. The downhill feedback consumption mode is triggered when the vehicle is in the downhill road section and the driving state of the vehicle meets the triggering condition, and the electric devices are dynamically started in a grading manner according to the accumulated driving distance of the current downhill road section so as to consume the feedback current, so that the dynamic regulation and control of the downhill feedback current are realized; according to the invention, the feedback current which may flow back to the power battery originally is converted into effective energy for the working of the electric appliance, and the residual current is continuously consumed, so that the voltage accumulation effect caused by continuous charging in the long downhill process of the battery cell is effectively inhibited, and the technical phenomenon that the battery voltage is abnormally increased due to current overload is avoided.

Description

Technical Field

[0001] This application relates to the field of electric vehicles, specifically to a method and system for controlling the coasting regenerative energy consumption of electric vehicles. Background Technology

[0002] With the rapid development of electric vehicle technology, regenerative braking energy recovery systems have become one of the core technologies for improving vehicle range. On normal downhill sections, vehicles convert kinetic energy into electrical energy and store it in the battery through braking and coasting regenerative braking, achieving efficient energy utilization. However, for special scenarios where downhill sections exceed 5 kilometers in some areas (such as mountainous regions), existing technologies have significant drawbacks: when a vehicle enters a long downhill section after charging (SOC≥98%), the continuous regenerative current can cause an abnormal increase in the voltage of individual battery cells, triggering an overcharge fault reporting mechanism. This fault not only causes the vehicle to automatically limit the energy recovery function, but also seriously affects the customer's driving experience (such as sudden vehicle deceleration, malfunction indicator lights illuminating), and may even cause safety hazards. Summary of the Invention

[0003] This application provides a method and system for controlling the consumption of electric vehicle coasting feedback, which can solve the problem of overcharging fault reporting of power battery caused by braking feedback and coasting feedback in the prior art on long downhill sections of electric vehicle.

[0004] In a first aspect, embodiments of this application provide a method for controlling coasting regenerative braking consumption in electric vehicles, comprising: When the vehicle is on a downhill section and the vehicle's driving status meets the triggering conditions, the downhill feedback consumption mode is triggered. Once the downhill feedback consumption mode is triggered, the electrical components are activated in stages to consume the feedback current based on the vehicle's cumulative driving distance on the current downhill section.

[0005] In conjunction with the first aspect, in one implementation, the vehicle driving state meets the triggering conditions including: the power battery's state of charge reaches a preset threshold, the vehicle's accumulated downhill distance exceeds a preset threshold, and there is no throttle signal.

[0006] After grading the start-up of electrical components to consume the feedback current, the method further includes: exiting the downhill feedback consumption mode when the battery state of charge drops to a preset level and a throttle signal is present.

[0007] In conjunction with the first aspect, in one implementation, based on the cumulative driving distance of the vehicle on the current downhill section, the electrical components are activated in stages to consume the feedback current. Specifically, this includes: when the cumulative driving distance is greater than a first preset distance and less than or equal to a second preset distance, entering the downhill feedback consumption level one mode, activating the first group of electrical components to consume the feedback current; and when the cumulative downhill distance is greater than the second preset distance, entering the downhill feedback consumption level two mode, activating the second group of electrical components to consume the feedback current.

[0008] In conjunction with the first aspect, in one implementation, activating the first group of electrical devices to consume the feedback current specifically includes: activating the vehicle's lighting equipment to consume the feedback current.

[0009] In conjunction with the first aspect, in one embodiment, activating the second electrical device group to consume the feedback current specifically includes activating the vehicle's lighting equipment and thermal management equipment to consume the feedback current.

[0010] In conjunction with the first aspect, in one embodiment, the thermal management device includes an air conditioning compressor and a heater.

[0011] In conjunction with the first aspect, in one embodiment, activating the thermal management device to consume the feedback current specifically includes: selecting the type of the thermal management device according to the current season, activating the air conditioning compressor to consume the feedback current in spring and summer, and activating the heater to consume the feedback current in autumn and winter.

[0012] In conjunction with the first aspect, in one embodiment, activating the thermal management device to consume the feedback current further includes: increasing the battery thermal management setting temperature by a set value relative to the basic thermal management setting temperature in winter; and decreasing the battery thermal management setting temperature by a set value relative to the basic thermal management setting temperature in summer.

[0013] In conjunction with the first aspect, in one embodiment, when the thermal management device is activated to consume the feedback current, the method further includes: when the thermal management device is detected to be in an on state, increasing the power of the thermal management device to consume the feedback current.

[0014] Secondly, this application provides an electric vehicle coasting regenerative current consumption control system, which includes: a first module and a second module. The first module is used to: trigger a downhill regenerative current consumption mode when the vehicle is on a downhill section and the vehicle's driving state meets the triggering conditions. The second module is used to: after the downhill regenerative current consumption mode is triggered, start electrical devices in stages to consume the regenerative current according to the cumulative driving distance of the vehicle on the current downhill section.

[0015] The beneficial effects of the technical solutions provided in this application include: This application provides a method and system for controlling the regenerative braking consumption of electric vehicles. By triggering a downhill regenerative braking consumption mode when the vehicle is on a downhill section and the vehicle's driving state meets the triggering conditions, and dynamically grading the activation of electrical components to consume the regenerative current based on the cumulative driving distance of the current downhill section, precise dynamic control of the downhill regenerative current is achieved. This converts the regenerative current that might otherwise flow back to the power battery into effective energy for electrical operation. This process, by continuously consuming excess current, effectively suppresses the voltage accumulation effect of individual battery cells caused by continuous charging during long downhill sections, avoiding the technical phenomenon of abnormal voltage rise due to current overload, thus fundamentally eliminating the triggering conditions for overcharge fault reporting. Simultaneously, the grading activation logic ensures dynamic matching between current consumption and downhill length, avoiding ineffective consumption in short downhill scenarios and ensuring sufficient current dissipation in long downhill scenarios, maintaining the voltage stability of the battery system, and providing reliable protection for the safe operation of the vehicle under complex downhill conditions. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the electric vehicle coasting feedback consumption control method of this application; Figure 2 This is a schematic diagram of the electric vehicle coasting feedback consumption control system of this application.

[0017] In the diagram: 1. Power battery pack; 2. High-voltage power distribution control unit (PDU); 3. DC-DC converter; 4. Air conditioning compressor; 5. PTC (Power Transmission Control Unit); 6. Vehicle control unit (VCU); 7. Daytime running lights; 8. Low beam headlights; 9. Battery. Detailed Implementation

[0018] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0019] This application provides a method and system for controlling the consumption of electric vehicle coasting feedback, which can solve the problem of overcharging fault reporting of power battery caused by braking feedback and coasting feedback in the prior art on long downhill sections of electric vehicle.

[0020] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0021] In a first aspect, embodiments of this application provide a method for controlling coasting regenerative braking consumption in electric vehicles, comprising: 101: When the vehicle is on a downhill section and the vehicle's driving status meets the triggering conditions, the downhill feedback consumption mode is triggered. 102: After the downhill feedback consumption mode is triggered, the electrical components are activated in stages to consume the feedback current based on the cumulative driving distance of the vehicle on the current downhill section.

[0022] By triggering the downhill feedback consumption mode when the vehicle is on a downhill section and the vehicle's driving status meets the triggering conditions, and dynamically activating electrical components to consume the feedback current based on the cumulative driving distance of the current downhill section, precise dynamic control of the downhill feedback current is achieved. This converts the feedback current that might otherwise flow back to the power battery into effective energy for electrical operation. This process, by continuously consuming excess current, effectively suppresses the voltage accumulation effect of individual battery cells caused by continuous charging during long downhill sections, avoiding the technical phenomenon of abnormally high battery voltage due to current overload, thus fundamentally eliminating the triggering conditions for overcharge fault reporting. At the same time, the tiered activation logic ensures dynamic matching between current consumption and downhill length, avoiding ineffective consumption in short downhill scenarios and ensuring sufficient current dissipation in long downhill scenarios, maintaining the voltage stability of the battery system, and providing reliable protection for the safe operation of the vehicle under complex downhill conditions.

[0023] In this embodiment of the application, the vehicle driving state meets the triggering conditions as follows: the state of charge of the power battery reaches a preset threshold, the cumulative downhill distance of the vehicle exceeds a preset threshold, and there is no throttle signal.

[0024] When the vehicle is in normal driving condition, key electrical components such as VCU (Vehicle Control Unit), BMS (Battery Management System), DCDC3 (DC-DC Converter), PTC5 (Positive Temperature Coefficient Heater), and air conditioning compressor 4 all complete self-tests and maintain stable signals and a fault-free state.

[0025] The VCU monitors the battery health status (SOH) and battery state of charge (SOC) in real time, and combines this with the vehicle's accumulated downhill distance and accelerator pedal signal; or brake regenerative current, to comprehensively determine whether to trigger the downhill regenerative consumption mode.

[0026] When the battery health status (SOH) ≥ 90% and the battery state of charge (SOC) ≥ 98% reported by the BMS, and the vehicle has accumulated a downhill distance of more than 0.5 kilometers with no accelerator pedal signal and only a brake pedal signal, or the brake feedback current continues to exceed 50 amps for more than 10 seconds, the downhill feedback consumption mode is determined to be triggered.

[0027] In real-world driving scenarios, a State of Charge (SOC) of ≥98% indicates that the battery is nearly fully charged. At this level, braking or coasting feedback during downhill driving continuously charges the battery, potentially leading to excessively high voltage in individual cells and triggering an overcharge fault. A cumulative downhill distance >0.5 km is used as a criterion to ensure the system only activates on effective long downhill sections (such as those exceeding 5 km in mountainous areas), avoiding false triggering during short coasting distances (such as small inclines in urban areas). A feedback current >50A for 10 seconds quantifies the energy recovery intensity, indicating sufficient braking feedback that needs to be consumed promptly to prevent malfunctions. For example, when a vehicle is driving downhill on a mountain highway, with an SOC ≥98% and a downhill distance of 1 km, the system triggers the downhill feedback consumption mode to prevent overcharge alarms and ensure driving safety. This condition setting is based on the vehicle's actual operating logic, ensuring precise triggering timing while avoiding interference with daily driving.

[0028] Based on the above embodiments, in this embodiment, the electrical components are activated in stages to consume the feedback current according to the cumulative distance traveled by the vehicle on the current downhill section, specifically including: When the cumulative driving distance is greater than the first preset distance and less than or equal to the second preset distance, the system enters the downhill feedback consumption level one mode and activates the first electrical component group to consume the feedback current; when the cumulative downhill distance is greater than the second preset distance, the system enters the downhill feedback consumption level two mode and activates the second electrical component group to consume the feedback current.

[0029] During the downhill driving process, the VCU uses on-board sensors and the CAN bus system to accumulate the continuous driving distance of the current downhill section in real time. This distance is calculated from the starting point of the downhill section and only records the driving distance of the downhill section, eliminating interference from flat roads or uphill sections, to ensure that the accumulated distance accurately reflects the actual downhill length.

[0030] In this embodiment, the first preset distance is 0.5 kilometers and the second preset distance is 2 kilometers.

[0031] When the cumulative downhill distance is greater than 0.5 kilometers and less than or equal to 2 kilometers, the system automatically enters the downhill feedback consumption level one mode. In this embodiment, the first electrical component group is activated to consume the feedback current, specifically including: activating the vehicle's lighting equipment to consume the feedback current. That is, after entering the downhill feedback consumption level one mode, the high-power daytime running lights 7 and low beam headlights 8 are activated, directly consuming the excess current generated by braking feedback by increasing the working power of the lights, while maintaining the vehicle's basic lighting function and avoiding affecting the driver's vision.

[0032] When the cumulative downhill distance exceeds 2 kilometers, the system upgrades to the downhill feedback consumption level 2 mode. In this embodiment, the second electrical device group is set to start to consume the feedback current. Specifically, this includes starting the vehicle's lighting equipment and thermal management equipment to consume the feedback current. That is to say, after entering the downhill feedback consumption level 2 mode, in addition to continuously starting the high-power daytime running lights 7 and low beam lights 8, the thermal management equipment is also activated to further consume current to match the high energy feedback demand of long downhill slopes.

[0033] In this embodiment, the 0.5 km threshold is set based on measured data of short slopes on urban roads (such as gentle slopes with a gradient of less than 5%), effectively filtering out false triggers caused by brief feedback. The 2 km threshold is used to distinguish the length of the downhill slope, making the first-level mode suitable for medium-length downhill slopes (such as typical road sections of 1-2 km) and the second-level mode suitable for long downhill slopes (such as continuous downhill slopes in mountainous areas of >2 km), ensuring that the system accurately responds to different downhill scenarios, avoiding the risk of battery overcharging due to insufficient current consumption, and maintaining the stable operation of the vehicle's electrical system.

[0034] In this embodiment, the thermal management equipment includes an air conditioning compressor 4 and a heater. The air conditioning compressor 4 is used for cooling and the PTC5 (heater) (positive temperature coefficient heater) is used for heating.

[0035] Furthermore, the thermal management equipment is activated to consume the feedback current, with the selection mechanism based on the current seasonal ambient temperature requirements. Specifically, this includes selecting the type of thermal management equipment according to the current season: activating the air conditioning compressor 4 to consume the feedback current in spring and summer, and activating the heater to consume the feedback current in autumn and winter.

[0036] In spring and summer, when the ambient temperature is high, the system automatically starts the air conditioning compressor 4 to consume the excess current generated by the braking feedback through the cooling cycle, while maintaining a comfortable temperature inside the vehicle and avoiding additional energy consumption due to temperature regulation. In autumn and winter, when the ambient temperature is low, the system automatically starts the PTC5 to consume the feedback current through the electric heating process, while providing the heating function inside the vehicle, ensuring that basic temperature requirements are met while consuming current.

[0037] This seasonal switching design is based on actual road scenarios. In spring and summer, the air conditioning compressor 4 needs to continuously consume current to achieve cooling, while in autumn and winter, the PTC5 needs to consume current to achieve heating. Both directly use the feedback current as energy, avoiding additional reliance on the power battery. It matches the climate characteristics of different seasons and prevents the system from misjudging or consuming power ineffectively due to differences in ambient temperature, thereby maintaining the battery's safe state stably during long downhill driving.

[0038] Furthermore, activating the thermal management device to consume the feedback current also includes: increasing the battery thermal management setting temperature relative to the basic thermal management setting temperature in winter; and decreasing the battery thermal management setting temperature relative to the basic thermal management setting temperature in summer.

[0039] Specifically, in the vehicle's downhill regenerative braking mode, when the system activates thermal management equipment (such as PTC5 or air conditioning compressor 4) to consume braking regenerative current, the battery thermal management setting temperature is simultaneously adjusted in detail: In winter, the battery thermal management setting temperature is increased by 2°C from the normal thermal management level, allowing the battery heating system to continue operating under higher temperature requirements. PTC5 consumes more regenerative current by increasing heating power, while also improving cab comfort. In summer, the battery thermal management setting temperature is decreased by 2°C from the normal thermal management level, allowing the battery cooling system to continue operating under lower temperature requirements. Air conditioning compressor 4 consumes more regenerative current by increasing cooling power, while also optimizing the cooling effect inside the vehicle.

[0040] This temperature adjustment mechanism ensures that the thermal management equipment operates efficiently when consuming current, while preventing excessive temperature fluctuations from affecting battery performance or driving experience. The system displays real-time temperature adjustment prompts on the instrument panel (such as "Battery temperature +2℃" or "Battery temperature -2℃"), informing the user of the current thermal management status and achieving coordinated optimization of temperature comfort and current consumption without additional operation.

[0041] In addition, when activating the thermal management device to consume the feedback current, the method also includes: when the thermal management device is detected to be in the on state, increasing the power of the thermal management device to consume the feedback current.

[0042] In this embodiment, when the vehicle enters the downhill regenerative braking mode and the thermal management equipment (such as the air conditioning compressor 4 or PTC5) is activated, the VCU monitors the equipment status in real time and automatically increases its output power based on the original operating power, while displaying a prompt on the instrument panel. For example, the cooling intensity of the air conditioning compressor 4 or the heating intensity of the PTC5 is increased to a higher level to more efficiently consume the excess current generated by braking regenerative braking. This design directly utilizes the thermal management equipment already activated by the user, avoiding the additional energy consumption caused by repeatedly starting new equipment. It ensures that in long downhill sections (such as when the cumulative downhill distance exceeds 2 kilometers), the system can dynamically match the current consumption demand, preventing the power battery from triggering overcharge faults due to excessively high voltage in individual cells caused by continuous charging, while maintaining the comfort of the vehicle's interior temperature.

[0043] Based on the above embodiments, in this embodiment, after the graded activation of the electrical components to consume the feedback current, the method further includes: when the battery state of charge drops to a preset level and a throttle signal is present, exiting the downhill feedback consumption mode.

[0044] When the vehicle is running in downhill regenerative braking mode, the VCU continuously monitors the battery state of charge (SOC) and accelerator pedal signal. When the SOC drops to 95% or below and the system detects that the driver has pressed the accelerator pedal (indicating acceleration intention or end of downhill coasting), the system automatically determines that the vehicle has exited downhill regenerative braking mode and immediately displays the message "Downhill regenerative braking mode has been exited" on the instrument panel. At the same time, it turns off electrical components such as low beam headlights 8, daytime running lights 7, air conditioning compressor 4 (AC) or PTC5, and restores the battery thermal management setting temperature to the normal level (such as the 25°C set for daily driving).

[0045] Using SOC≤95% as the exit threshold ensures that current consumption stops after the battery charge safely drops from near full charge (98%), avoiding unnecessary energy consumption when the vehicle is accelerating or going uphill; the throttle signal accurately reflects the driver's operating intention, and the system avoids misjudging the exit during brief braking or short downhill distances.

[0046] This application uses the VCU as the core control unit to coordinate in real time the battery health status (SOH) and state of charge (SOC) feedback from the BMS, the voltage stabilization function of the DC-DC3, and the current consumption capacity of the PTC5 and the air conditioning compressor 4. It constructs a simple logical judgment mechanism based on downhill mileage and battery status. The system only needs to monitor specific conditions such as SOC ≥ 98% (battery nearly fully charged), cumulative mileage exceeding 0.5 km on downhill sections with no accelerator signal (only brake signal), or feedback current continuously exceeding 50A for 10 seconds, thus avoiding complex algorithms. It avoids reliance on additional sensors, ensuring intuitive and easy-to-implement logic. The design employs mileage thresholds of 0.5 km and 2 km to differentiate between short urban slopes (such as gentle slopes with a gradient of less than 5%) and long downhill slopes in mountainous areas (such as continuous road sections of more than 5 km), effectively filtering out the risk of false triggering. At the same time, it directly utilizes the vehicle's existing electrical components (such as high-power daytime running lights 7 and low beam headlights 8) for current consumption, eliminating the need for additional hardware and reducing implementation costs. The system has a stable and reliable response, continuously preventing overcharging fault reporting in long downhill scenarios, significantly improving customer driving safety and experience, demonstrating high feasibility and practicality.

[0047] Secondly, this application provides an electric vehicle coasting regenerative current consumption control system, which includes: a first module and a second module. The first module is used to: trigger a downhill regenerative current consumption mode when the vehicle is on a downhill section and the vehicle's driving state meets the triggering conditions. The second module is used to: after the downhill regenerative current consumption mode is triggered, start electrical devices in stages to consume the regenerative current according to the cumulative driving distance of the vehicle on the current downhill section.

[0048] The first module consists of the vehicle controller (VCU6), battery management system (BMS), high-voltage power distribution control system (PDU2), vehicle downhill range monitoring unit, and accelerator and brake pedal signal acquisition module. The BMS is integrated into the power battery pack 1. The vehicle downhill range monitoring unit uses the CAN bus to collect data from wheel speed sensors and GPS in real time to calculate the continuous downhill driving distance. The BMS provides real-time data on battery state of charge (SOC) ≥98% and state of health (SOH) ≥90%. The PDU2 is a high-voltage power distribution hub with an integrated current sensor that monitors whether the brake feedback current continuously exceeds 50 amps for more than 10 seconds. The range monitoring unit accumulates the driving distance from the start of the downhill slope (gradient continuously greater than 5%). The signal acquisition module detects signals in real time when there is no accelerator pedal signal (driver not accelerating) but only a brake pedal signal (vehicle in a downhill coasting state). These four components work together to trigger the downhill feedback consumption mode.

[0049] The second module consists of the vehicle controller (VCU6), the lighting control circuit (including high-power drive modules for daytime running lights 7 and low beam headlights 8, which receive VCU control signals via hard wiring), and the thermal management control circuit (including drive modules for the air conditioning compressor 4 and PTC5, which receive VCU commands via CAN bus). Its core function is to perform tiered control based on the cumulative driving distance of the current downhill section calculated by the VCU: when the cumulative distance is greater than 0.5 kilometers and less than or equal to 2 kilometers, the VCU outputs a signal to the lighting control circuit to activate the high-power daytime running lights 7 and low beam headlights 8 to consume current while maintaining basic lighting. Function: When the cumulative distance exceeds 2 kilometers, the VCU simultaneously activates the lighting equipment control circuit and the thermal management equipment control circuit, starting the daytime running lights 7, low beam headlights 8, and air conditioning compressor 4 (spring and summer seasons) or PTC5 (autumn and winter seasons) to consume current, ensuring that the current consumption level matches the needs of long downhill slopes. At the same time, the instrument panel displays a mode switching prompt, realizing closed-loop control from triggering to exiting; DCDC3 is responsible for converting the high voltage of the power battery pack 1 into low voltage, ensuring that the battery 9 supplies power to the daytime running lights 7, low beam headlights 8, and thermal management equipment, ensuring that the current consumption process is stable and reliable, and avoiding mode failure due to power interruption of electrical components.

[0050] In this system, the positive terminal of the power battery pack 1 is directly connected to the positive terminal of the high-voltage power distribution control system PDU2, and the negative terminal is directly connected to the negative terminal of the high-voltage power distribution control system PDU2, forming the main circuit for high-voltage DC power supply to the vehicle. The positive and negative terminals of the high-voltage power distribution control system PDU2 are also connected to the positive and negative terminals of DC-DC converter 3, air conditioning compressor 4, and PTC5, achieving efficient distribution of high-voltage power. DC-DC converter 3 is responsible for converting the high-voltage power (e.g., 400V) of the power battery to low-voltage power (e.g., 12V or 24V), providing a stable power supply for the vehicle's low-voltage system. The positive and negative terminals of DC-DC converter 3 are connected to battery 9, which serves as the low-voltage power supply for the vehicle. The low-voltage energy storage unit has its positive and negative terminals directly connected to the daytime running lights 7 and low beam headlights 8 to provide power to the lighting equipment. The vehicle controller VCU6 is connected to the internal BMS (Battery Management System), high-voltage power distribution control system PDU2, DC-DC converter 3, air conditioning compressor 4 and PTC5 of the power battery pack 1 through the CAN bus communication interface. It can obtain data such as battery SOC≥98% and feedback current in real time to determine the triggering conditions. At the same time, the VCU directly controls the daytime running lights 7 and low beam headlights 8 through hard wiring to ensure that high-power lighting consumption current can be started in time when the downhill feedback consumption mode is triggered, avoiding response lag caused by CAN bus communication delay.

[0051] Thirdly, embodiments of this application provide an electric vehicle coasting feedback consumption control device, which can be a personal computer (PC), laptop computer, server, or other device with data processing capabilities.

[0052] In this embodiment of the application, the electric vehicle coasting feedback consumption control device may include a processor, a memory, a communication interface, and a communication bus.

[0053] The communication bus can be of any type and is used to interconnect the processor, memory, and communication interface.

[0054] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces used for interconnecting components within the electric vehicle coasting regenerative braking control device, as well as interfaces used for interconnecting the electric vehicle coasting regenerative braking control device with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.

[0055] Memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0056] The processor can be a general-purpose processor, which can call the electric vehicle coasting feedback consumption control program stored in the memory and execute the electric vehicle coasting feedback consumption control method provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the electric vehicle coasting feedback consumption control program is called can be referred to the various embodiments of the electric vehicle coasting feedback consumption control method of this application, and will not be repeated here.

[0057] Fourthly, embodiments of this application also provide a computer-readable storage medium.

[0058] The present application provides a computer-readable storage medium storing an electric vehicle coasting feedback consumption control program, wherein when the electric vehicle coasting feedback consumption control program is executed by a processor, it implements the steps of the electric vehicle coasting feedback consumption control method described above.

[0059] The method implemented when the electric vehicle coasting feedback consumption control program is executed can be referred to in the various embodiments of the electric vehicle coasting feedback consumption control method of this application, and will not be repeated here.

[0060] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0061] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0062] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0063] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0064] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0065] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0066] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A method for controlling coasting regenerative braking consumption in electric vehicles, characterized in that, It includes: When the vehicle is on a downhill section and the vehicle's driving status meets the triggering conditions, the downhill feedback consumption mode is triggered. Once the downhill feedback consumption mode is triggered, the electrical components are activated in stages to consume the feedback current based on the vehicle's cumulative driving distance on the current downhill section.

2. The electric vehicle coasting regenerative braking consumption control method as described in claim 1, characterized in that: The vehicle's driving status meets the triggering conditions, including: the power battery's state of charge reaches a preset threshold, the vehicle's accumulated downhill distance exceeds a preset threshold, and there is no throttle signal; After grading the start-up of electrical components to consume the feedback current, the method further includes: exiting the downhill feedback consumption mode when the battery state of charge drops to a preset level and a throttle signal is present.

3. The electric vehicle coasting regenerative braking consumption control method as described in claim 1, characterized in that, Based on the vehicle's cumulative distance traveled on the current downhill section, the electrical components are activated in stages to consume the feedback current, specifically including: When the cumulative driving distance is greater than the first preset distance and less than or equal to the second preset distance, the downhill feedback consumption level 1 mode is entered, and the first electrical component group is activated to consume the feedback current. When the accumulated downhill distance exceeds the second preset distance, the system enters the downhill feedback consumption secondary mode and activates the second electrical component group to consume the feedback current.

4. The electric vehicle coasting regenerative braking consumption control method as described in claim 3, characterized in that, The first group of electrical components is activated to consume the feedback current, specifically including: The vehicle's lighting equipment is activated to consume the feedback current.

5. The electric vehicle coasting regenerative braking consumption control method as described in claim 3, characterized in that, The second group of electrical components is activated to consume the feedback current, specifically including: The vehicle's lighting and thermal management systems are activated to consume the feedback current.

6. The electric vehicle coasting regenerative braking consumption control method as described in claim 5, characterized in that: The thermal management equipment includes an air conditioning compressor (4) and a heater.

7. The electric vehicle coasting regenerative braking consumption control method as described in claim 6, characterized in that, Activating the thermal management equipment to consume the feedback current includes: The type of thermal management equipment is selected according to the current season. In spring and summer, the air conditioning compressor (4) is started to consume the feedback current, and in autumn and winter, the heater is started to consume the feedback current.

8. The electric vehicle coasting regenerative braking consumption control method as described in claim 7, characterized in that: Starting the thermal management equipment to consume the feedback current also includes: In winter, increase the battery thermal management setting temperature relative to the basic thermal management setting temperature by a certain value. In summer, the battery thermal management setting temperature will be lowered by a certain value relative to the basic thermal management setting temperature.

9. The electric vehicle coasting regenerative braking consumption control method as described in claim 5, characterized in that, When activating the thermal management device to consume the feedback current, the method further includes: When the thermal management device is detected to be in the on state, the power of the thermal management device is increased to consume the feedback current.

10. A coasting regenerative braking control system for electric vehicles, characterized in that, It includes: The first module is used to trigger the downhill feedback consumption mode when the vehicle is on a downhill section and the vehicle's driving status meets the triggering conditions. The second module is used to: after the downhill feedback consumption mode is triggered, activate electrical components in stages to consume the feedback current based on the cumulative driving distance of the vehicle on the current downhill section.

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