CN113320394B - Adaptive multi-mode energy recovery method and system based on road condition identification - Google Patents
Adaptive multi-mode energy recovery method and system based on road condition identification Download PDFInfo
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Abstract
The invention provides a self-adaptive multi-mode energy recovery method and system based on road condition identification, which aim at automobiles with electric drive systems, including hybrid electric automobiles and pure electric automobiles, realize a multi-mode energy recovery function based on active road surface type identification on the basis of a braking system through an electronic booster, improve the energy recovery efficiency and give consideration to the comfort of vehicle braking. The invention can intelligently adapt to multi-mode energy recovery of different road states. The invention is completely based on the self equipment of the vehicle under the current condition of the vehicle, and no additional equipment is added, thereby reducing the modification cost for the newly added function.
Description
Technical Field
The invention belongs to the technical field of electric automobile driving, and particularly relates to a self-adaptive multi-mode energy recovery method and system based on road condition identification.
Background
In recent years, with the reasons of emission regulations, energy policies and the like, the motorization of automobiles has become an irresistible trend in the future, and the sales of electric automobiles are extremely explosive in recent years. For the electric automobile, the endurance mileage is the most important design index. In order to improve the endurance mileage, the capacity of the battery is continuously improved on one hand, and the effective utilization rate of the electric energy is improved on the other hand. Under different running conditions of the vehicle, about 35-80% of kinetic energy of the vehicle is converted into heat energy through braking and dissipated; therefore, in order to further improve the driving range of the electric vehicle, the braking energy recovery technology has become one of the current hot spots.
The ESC electronic stabilization system is called a brake hydraulic pressure adjusting unit; the Eboost electronic power-assisted device is used for amplifying the braking force of a driver and has the same function as an Iboost brake-by-wire system; the VCU electric power drive control unit controls the drive motor to enter a recovery mode to generate electric energy when in the energy recovery mode; TCU vehicle driveline units are used to implement automatic transmission control.
The braking energy recovery system consists of two systems of traditional mechanical friction braking and motor recovery braking; the mechanical friction braking system mainly comprises a brake pedal stroke sensor, a booster, an ESC brake hydraulic pressure adjusting unit and a caliper assembly; the recovery braking system mainly comprises a recovery storage battery and a front shaft driving motor. Firstly, in the daily service braking process, when the braking energy recovery is coordinated with two modes of recovery braking and mechanical hydraulic braking, the pedal feeling of the brake is greatly different from that of the traditional brake, and the auxiliary characteristic needs to be adjusted in real time according to different braking working conditions; in the traditional mechanical braking system, a vacuum mechanical booster is designed as a booster amplifier, and once the structural parameters are fixed, the booster amplifier cannot be adjusted in the later period; and therefore is subject to a great limitation in the adjustment of the brake pedal feel. Secondly, the existing braking energy recovery determines the recovery target torque by taking the vehicle speed, a braking pedal signal and the like as calculation input conditions of the recovery torque; the technical scheme does not consider real-time vehicle parameter and road condition changes, and when the vehicle parameter and the road condition change, the dynamic deceleration feeling of the vehicle is greatly different, so that the comfort of the whole vehicle is greatly influenced; thirdly, due to different road surfaces, the energy recovery strategy still cannot adapt to the change of the road surface type, and the recovery efficiency is reduced on the low-adhesion road surface. In addition, the design of the recovery multi-mode is not possible.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: the self-adaptive multi-mode energy recovery method and system based on road condition identification are used for achieving a multi-mode energy recovery function.
The technical scheme adopted by the invention for solving the technical problems is as follows: a self-adaptive multi-mode energy recovery method based on road condition identification comprises the following steps:
s0: calibrating the road surface to obtain a sliding energy recovery MAP (MAP) and a braking coordination energy recovery MAP, and storing the MAP and the MAP in an ESC (electronic stability control) controller;
s1: judging the conditions met by the current state of the vehicle, and if all the conditions for entering the sliding energy recovery mode are met, executing the step S2; if all the conditions for entering the braking coordination energy recovery mode are met, executing the step S4; if not, the step is repeatedly executed;
s2: if the vehicle enters a sliding energy recovery mode, performing road condition identification on a road on which the vehicle currently runs, wherein the road condition identification comprises road surface type identification based on the tire road surface friction characteristic of vehicle dynamics, special road condition identification based on a template matching method and road slope identification based on a vehicle kinematics method;
s3: the sliding energy recovery mode sequentially comprises a strong recovery mode, a medium recovery mode and a light recovery mode from strong to weak according to the energy recovery intensity; the ESC controller adjusts energy recovery intensity and switches energy recovery modes according to the road condition identification result, calculates an actual recovery torque request according to the current driving state of the vehicle and a sliding energy recovery MAP graph, and sends the actual recovery torque request to the VCU controller; step S5 is executed;
s4: if the vehicle enters the braking coordination energy recovery mode, the ESC controller calculates an actual recovery torque request according to a total braking torque demand calculated by the travel of a brake pedal of a driver, a vehicle recovery potential torque sent by the VCU controller and a braking coordination energy recovery MAP (MAP) MAP, and sends the actual recovery torque request to the VCU controller;
s5: the VCU controller controls the power motor to carry out recovery operation according to the actual recovery torque request, and stores the recovered electric energy in the power battery.
According to the scheme, in the step S1, the specific steps are as follows:
the conditions that the vehicle enters the coasting energy recovery mode comprise that a driver completely looses an accelerator pedal and does not have braking action, the running speed of the vehicle is greater than the minimum recovery threshold speed, and a vehicle power battery meets the recovery charging conditions;
all conditions for the vehicle to enter the braking coordination energy recovery mode comprise that a driver steps on a brake pedal, the pedal stroke exceeds a trigger threshold value of the braking coordination energy recovery function, the vehicle running speed is greater than the minimum recovery threshold value, and a vehicle power battery meets the recovery charging condition.
According to the scheme, in the step S2,
the specific steps of road surface type identification are as follows:
s21: the default road surface type adopted when the vehicle enters the energy recovery mode is the road surface type identified in the last braking;
s22: acquiring dynamic friction change data of tires and various road surface types under a braking working condition, drawing an adhesion coefficient-slip rate curve spectrogram of the road surface type, obtaining a deceleration identification interval of the road surface type through slicing, and storing the deceleration identification interval in an ESC (electronic stability control) controller of a vehicle;
s23: the ESC controller collects the working condition information of the latest n times of braking, calculates the vehicle slip rate and the vehicle deceleration during braking, compares the vehicle slip rate and the vehicle deceleration with the deceleration identification interval of the road surface type stored by the ESC controller, and finishes the road surface type identification based on the tire road surface friction characteristic of the vehicle dynamics;
the specific steps of the special road condition identification are as follows:
s24: acquiring a road spectrum of a special road working condition to acquire the characteristics of a wheel speed pulse and the characteristics of vertical acceleration, extracting a template corresponding to the special road working condition, and storing the template in an ESC (electronic stability control) controller of a vehicle;
s25: the ESC controller collects real-time vertical acceleration signals and wheel speed pulse signals to be matched with the template, and special road working condition identification is completed;
the concrete steps of road slope identification are as follows:
s26: let the inertial acceleration of the vehicle, acquired from a longitudinal inertial sensor of the vehicle, be αxThe longitudinal speed v of the vehicle is calculated from the rotational speed of the wheelsxWith a longitudinal acceleration of the vehicle of
The ESC controller of the vehicle estimates the gradient θ of the road based on a kinematic method:
s27: carrying out data sampling for multiple times on an acceleration working condition under a working condition that the gradient is zero; let the longitudinal driving force taken by the VCU controller be FxThen the ESC controller estimates the vehicle mass as:
values for multiple masses are evaluated and averaged for storage in the ESC controller.
According to the scheme, in the step S3, the specific steps are as follows:
s31: if the road condition identifies the special road working condition comprising a railway road, a pothole road, a speed bump and a washboard road, exiting the energy recovery mode and entering a waiting mode;
s32: if the road condition identifies an uphill road with the gradient larger than 10%, the energy recovery mode is exited, and the waiting mode is entered;
if the road condition identifies an uphill road with the gradient between 5% and 10%, the energy recovery mode enters a light recovery mode, the gradient range corresponds to the range proportion of the light recovery mode, and the energy recovery strength is inversely proportionally adjusted on the reference nominal value of the light recovery mode along with the increase and decrease of the gradient;
if the road condition identifies an uphill road with the gradient between 0% and 5%, the energy recovery mode enters a middle recovery mode, the gradient range corresponds to the middle recovery range proportion, and the energy recovery intensity is inversely proportionally adjusted on the reference nominal value of the middle recovery mode along with the increase and decrease of the gradient;
if the road condition identifies a downhill road, the energy recovery mode enters a strong recovery mode;
s33: if the road condition identifies the road surface types of a dry asphalt road surface, a wet cobble road surface, a snow road surface and an ice road surface, adjusting the energy recovery intensity according to the road surface type and the adhesion coefficient by taking the energy recovery intensity of the calibration road surface of the dry asphalt as a reference according to the initial value of the energy recovery intensity, and adjusting the energy recovery intensity under the current energy recovery mode if the adjustment degree is within the preset range of the current energy recovery mode; and if the adjustment degree exceeds the preset range of the current energy recovery mode, switching the energy recovery mode.
Further, in step S33, the adhesion coefficient of the tires of the vehicle on the dry asphalt pavement, the wet cobble pavement, the snow pavement and the ice pavement is sequentially decreased from 1.0 to 0.1; when the adhesion coefficient corresponding to the road surface type is reduced by 0.1, the corresponding energy recovery strength is improved by 5 percent; when the energy recovery intensity exceeds a preset range, switching an energy recovery mode; and if the energy recovery intensity reaches the upper limit value, adopting a strong recovery mode.
Further, in step S3,
the ratio of the actual recovery torque of the strong recovery mode to the maximum recovery potential torque of the vehicle is 70-100%;
the ratio of the actual recovery torque of the medium recovery mode to the maximum recovery potential torque of the vehicle is 30-70%;
the ratio of the actual recovery torque of the light recovery mode to the maximum recovery potential torque of the vehicle is 0-30%;
and respectively taking the median values of the upper limit and the lower limit of the corresponding range as reference nominal values for each recovery mode, and adjusting the actual recovery torque request to switch the energy recovery mode:
the reference nominal value of the forced recovery mode is 85%;
setting the reference nominal value of the medium recovery mode to be 50 percent;
let the baseline nominal value for the light recovery mode be 15%.
According to the scheme, in the step S4, the specific steps are as follows:
s41: a pedal stroke sensor PTS collects a brake pedal stroke signal and sends the brake pedal stroke signal to Eboost electronic power-assisted equipment; the ESC controller sends a braking hydraulic signal to the Eboost electronic power-assisted device;
s42: the Eboost electronic power-assisted device calculates the total braking torque demand of the driver according to the received brake pedal stroke signal and the brake hydraulic signal and sends the total braking torque demand to the ESC controller in real time;
s43: the VCU controller estimates the vehicle recovery potential torque for driving the motor to recover energy under the current working condition according to the working state of the whole vehicle including the vehicle speed, the motor rotating speed, the gear and the battery state, and sends the vehicle recovery potential torque to the ESC controller in real time;
s44: the ESC controller calculates an actual recovered torque request based on the total brake torque request, the vehicle recovered potential torque, and the brake coordinated energy recovery MAP, and sends the actual recovered torque request to the VCU controller.
According to the scheme, in the step S4, if the actual recovered torque request meets the total braking torque request, all braking force is provided by the energy recovery braking system; if the actual regenerative torque request does not satisfy the total brake torque request, the remaining braking forces, other than the braking force provided by the energy recovery brake, are supplemented by the mechanical braking system.
A self-adaptive multi-mode energy recovery system based on road surface identification comprises a pedal stroke sensor PTS, an Eboost electronic power-assisted device, an ESC controller, a VCU controller and a brake assembly; the pedal stroke sensor PTS, the Ebooster electronic power assisting device, the ESC controller and the VCU controller are respectively hung on a data bus, and the control end of the VCU controller is connected with the controlled end of the brake assembly; the pedal stroke sensor PTS is arranged at the brake pedal and used for collecting a brake pedal stroke signal; the E-Booster electronic power assisting device is used for amplifying pedal force of a vehicle braking system, obtaining a real-time adjustable braking power assisting curve through software calibration, and adjusting the braking power assisting curve according to different energy recovery modes to adapt to different energy recovery models; the controller controls the power-assisted motor to realize active braking without intervention of a driver; the E-Booster electronic power assisting device comprises a power assisting motor and a transmission gear.
A computer storage medium having stored therein a computer program executable by a computer processor, the computer program executing an adaptive multi-mode energy recovery method based on road condition identification.
The invention has the beneficial effects that:
1. the invention relates to a self-adaptive multi-mode energy recovery method and system based on road condition identification, which aim at automobiles with electric drive systems, including hybrid electric automobiles and pure electric automobiles, realize a multi-mode energy recovery function based on active road surface type identification on the basis of a braking system through an electronic booster, improve the energy recovery efficiency and give consideration to the comfort of vehicle braking.
2. The invention can intelligently adapt to multi-mode energy recovery of different road states.
3. The road condition active identification module is completely based on the equipment of the vehicle, an ESC control unit, a wheel speed sensor and the like under the condition of the vehicle, and does not add any additional equipment, so that the modification cost is reduced for the newly added function.
Drawings
FIG. 1 is a functional block diagram of an embodiment of the present invention.
FIG. 2 is a schematic diagram of a braking energy recovery operation according to an embodiment of the present invention.
Fig. 3 is a flowchart of switching between recovery modes according to an embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and specific embodiments.
Referring to fig. 1, the present invention adjusts the brake boost curve according to different recovery modes for adapting to different energy recovery models.
The road surface type recognition algorithm adopted by the embodiment of the invention can adapt to different road surface types, and different energy recovery strategies are adopted according to different road surface types, so that better recovery efficiency and comfortable brake feeling are obtained. For example, when the vehicle is in a coasting state: if the target torque of the recovery brake needs to be increased on the ice surface; conventional recycling strength needs to be maintained on high attachment roads. The braking feeling of the vehicle on the low-attachment road surface is close to that on the high-attachment road surface through sliding recovery, and the recovery efficiency on the low-attachment road surface is also improved.
The multi-mode energy recovery is carried out according to different recovery efficiency and comfort strategies, and three modes are included according to the recovery intensity: (1) a strong recovery mode, wherein the deceleration achieved by energy recovery exceeds 0.15 g; (2) in the medium recovery mode, the deceleration achieved by energy recovery is between 0.15g and 0.05 g; (3) in the light recovery mode, the deceleration achieved by energy recovery is less than 0.05 g; a conventional no-receive mode is also included for turning off the recovery function. Different from the existing energy recovery regulation technology which simply sets three recovery levels of strength, medium strength and weak strength according to the recovery strength, the multi-mode energy recovery of the invention gives consideration to the recovery efficiency and the comfort of the braking feeling of the vehicle during recovery: the first is an economic mode, which takes the priority of recovery efficiency, uses up the recovery potential as much as possible and sacrifices the comfort; the second type is a comfort mode, which is a traditional recovery mode, and mainly aims at comfort, only a high-adhesion road surface is used for calibration to determine a group of recovery parameters, the recovery target is more than 0.1g, and even if higher recovery potential exists, the recovery parameters can not be reused for ensuring the comfort. And the third mode is a neutralization mode, intelligent judgment is carried out according to the two modes and different working conditions, and self-adaptive adjustment is carried out so as to carry out intelligent switching between the two modes.
The main realization method of the invention is as follows:
the applicable object is a pure electric vehicle; the energy recovery of the invention comprises gliding energy recovery and braking energy recovery.
The energy recovery scheme designed by the invention is based on a basic braking system of an electronic power-assisted scheme; the pedal force amplification module in the basic braking system adopts an electronic Booster device (E-Booster) to replace a traditional vacuum Booster;
the working characteristic of the electronic power-assisted equipment is electronic power assistance, and a power-assisted module of the electronic power-assisted equipment is composed of a power-assisted motor and a transmission gear; on one hand, a real-time adjustable brake boosting curve can be realized through software calibration according to needs; on the other hand, the controller can control the power-assisted motor, and active braking without driver intervention is realized.
The core technical point of the invention is that on the basis of the designed braking system, an intelligent multi-mode energy recovery method based on active pavement type recognition is creatively designed; finally, the energy recovery multi-mode is realized, so that the energy recovery efficiency is improved, and the vehicle braking comfort is considered.
In summary, the main content of the present invention is divided into 3 parts:
identifying and designing the road type during energy recovery;
designing an energy recovery system scheme of the electric vehicle;
designing an intelligent multi-mode energy recovery strategy;
a first part: road surface working condition recognition
The first part of the innovation of the invention is the identification of the road surface working condition during energy recovery:
the main contents of the method are divided into three working conditions of road surface type identification, special road working condition and road surface gradient identification:
(1) road surface type: conventional 5 kinds of road surfaces (dry asphalt, wet cobbles, snow surface, ice surface),
(2) special types: the types of the road surfaces such as railway roads, pothole roads, speed bumps, washboard roads and the like;
(3) road gradient identification: estimating the up-down gradient and the mass of the whole vehicle;
and when the vehicle enters the energy recovery mode, performing energy recovery according to the identified road surface working condition. The road surface type identification method in energy recovery is respectively identified according to the three types.
The identification method for the type of the conventional road surface is as follows:
the conventional road type adopted when the vehicle enters the energy recovery stage each time is a road type result recognized when a driver brakes last time; the brake frequency of the driver is very high, so that the effectiveness of the conventional road surface identification result can be ensured;
the conventional pavement identification designed by the invention relates to 5 common pavements in total, which are respectively as follows: dry asphalt, wet cobbles, snow surface, ice surface, and the like. The method is designed based on the road surface friction characteristics of the tire of vehicle dynamics; the concrete implementation is as follows:
(1) in the vehicle design stage, data acquisition is carried out on the 5 kinds of pavements through a test vehicle, wherein the data acquisition mainly comprises friction dynamic change data of tires and the ground under the braking working condition; finally drawing an adhesion coefficient-slip rate curve spectrogram under different road surface types, obtaining deceleration identification intervals under different road surface types through slicing, and storing the deceleration identification intervals in an internal memory of an ESC controller of the vehicle;
(2) the identification of the conventional road surface is completed by an ESC controller; the specific identification is realized by acquiring the information of the brake working conditions of the last three times to carry out matching identification; and the recognition result at the latest braking is mainly referred to. The identification method is to take the latest driver braking as an example, calculate the vehicle slip ratio and the vehicle deceleration at the time, and then compare the calculated slip ratio and the vehicle deceleration with deceleration identification intervals stored in the ESC controller under different road surface types, thereby completing the road surface type identification once. The energy recovery belongs to the function with lower functional safety requirement; and the possibility of sudden change of the 5 road surface types is not high, and the method designed by the invention can sufficiently ensure the effectiveness.
The 2 nd type identification, the identification realization method for the special road surface working condition is as follows:
the special road surface related by the invention mainly refers to an abnormal road surface, and specifically comprises road surface types such as a railway road, a pothole road, a speed bump, a washboard road and the like; when the vehicle passes through the characteristic road conditions, the motion state of the wheels is in an abnormal state, and the vehicle body is in a large jumping state in the vertical direction; and therefore have a large uncertainty impact on the energy recovery function.
For the pavement types, the invention designs a template matching method for identification; the identification process is completed by an ESC controller; ESC receives vertical acceleration signal and wheel speed pulse signal as input; specific feature types are then identified by pattern matching.
The template identification method comprises the following steps: in the vehicle design stage, repeatedly testing the test vehicle on the road surface with various characteristic types, acquiring corresponding road spectrums, namely the characteristics of wheel speed pulses and the characteristics of vertical acceleration, and then extracting template maps corresponding to the respective types; in the actual driving process, matching can be carried out according to real-time dynamic data, so that the corresponding special road surface type can be identified.
The method for estimating the road gradient and the vehicle mass is realized by the following identification of the type 3:
at present, middle and high-end vehicles are high in configuration, GPS or gyroscope equipment is configured in the vehicles, road gradient CAN be directly output in real time and sent to a CAN bus of an automobile, and the vehicle CAN be used by a relevant controller. For a vehicle with low configuration, a GPS or gyroscope device is not configured, the dynamic gradient of the road cannot be directly obtained, and the gradient can be estimated only by an indirect method; the present invention employs slope estimation based on vehicle kinematics methods.
Slope estimation based on kinematic methods, mainly by means of a longitudinal acceleration sensor and wheel speed signals configured by the vehicle itself; the calculation principle is shown in formula X:
in the above formula, αxThe value of the inertial acceleration of the vehicle can be obtained in real time by a longitudinal inertia sensor fixed on the vehicle bodyxIs the longitudinal speed of the vehicle and,
the longitudinal acceleration of the vehicle can be obtained by comprehensively calculating the rotating speed of the wheels.
The ESC controller obtains the inertia sensor signal alpha through a hard wirex4 wheel speed signals, and then estimating the gradient value of the road in real time through the algorithm; and the message is transmitted to the CAN bus for the calling of the relevant controller.
After the above estimation of the road gradient is completed, the principle of estimating the real-time load of the vehicle under the condition of the gradient of 0 can be simplified as follows:
in the above formula, FxIs a longitudinal driving force, which can be obtained by a vehicle driving controller VCU;
the longitudinal acceleration of the vehicle can be obtained by comprehensively calculating the rotating speed of the wheels. Since the mass of the vehicle is generally not changed once the vehicle is started, only one estimation is needed during one driving process.
The estimation of the vehicle mass is done by the ESC controller; firstly, under the working condition that the gradient is zero, acquiring an acceleration working condition, sampling data for 3 times, estimating three masses through the above principle formula, and solving an average value; the quality data is then stored in the memory of the ESC controller for access by other functions.
A second part: the scheme design of the energy recovery braking system based on the recognized road surface comprises the following steps:
the invention designs a braking energy recovery system based on electric braking assistance for a pure electric vehicle, and the specific system scheme is shown in figure 1.
Different from the traditional basic braking system, the braking assistance module of the braking system adopts electronic assistance equipment, and the pedal force of a driver stepping on the pedal can be amplified by an assistance motor of the electronic assistance equipment, so that higher braking hydraulic pressure is output and enters the ESC hydraulic pressure adjusting module. The scheme has the advantages that the EBooster electronic power assisting equipment can realize various power assisting modes through software calibration, and better pedal feeling is obtained; thus, higher levels of energy recovery can be achieved; the scheme can achieve the recovery braking efficiency of 0.3g deceleration at most.
The principle of the energy recovery braking system for energy recovery is illustrated in fig. 2;
and a brake pedal stroke sensor PTS is arranged at the brake pedal and can output a brake pedal stroke signal to carry out an ESC control unit and an eBooster unit.
The eBooster control unit comprehensively judges and calculates the total braking torque demand of the driver according to the received PTS signal and the braking hydraulic signal; meanwhile, the eBooster control unit sends the braking demand torque value of the driving assembly to a CAN bus in real time for ESC to obtain;
the VCU control module comprehensively judges and estimates the current working condition according to the working state (vehicle speed, motor rotating speed, gear, battery state and the like) of the whole vehicle, and the moment potential capable of recovering energy when the driving motor is used as a power generation mode; meanwhile, the VCU control unit sends the potential recovery torque value of the motor to the CAN bus in real time to acquire the potential recovery torque value of the motor from the ESC;
according to the above, the ESC control unit obtains the driver total braking demand torque sent by the eBooster control unit and the motor potential recovery torque sent by the VCU control unit in real time from the CAN bus, and then calculates according to the energy recovery logic and the calibration MAP made in the design stage, so as to obtain the actual braking energy recovery demand torque; and after calculation, the ESC control unit sends the actual recovery request torque to the CAN bus for the VCU control unit to receive, recovers through the power motor, and stores the electric energy into the power battery.
After the pavement type and the working condition are identified, designing a vehicle energy recovery strategy according to an identified output result; the design of the vehicle energy recovery strategy can be divided into two parts according to the operation of a driver, namely pure sliding energy recovery when the driver does not brake and coordinated energy recovery when the driver brakes; the invention creatively designs a multi-mode recovery energy recovery strategy by considering the recognition result of the road condition.
And a third part: the recycling multi-mode intelligent switching function design based on the pavement recognition is as follows:
the upper half part: intelligent multi-mode functional technical scheme
The manual mode is simply adopted in the market at present, and the shortcoming is that after a certain recovery mode is selected, no matter what road working condition the vehicle meets, the vehicle can only work in this type of recovery mode all the time, and the switching of the recovery mode can not be carried out according to the difference of the road working condition of the vehicle, and as a result, the optimal recovery efficiency and the optimal running comfort of the vehicle can not be achieved.
On the basis of the existing manual regulation mode, the invention creatively designs intelligent switching logics of three recovery modes. When the vehicle selects the intelligent adjusting mode and performs energy recovery, the energy recovery system can automatically switch to the most appropriate recovery mode in real time according to the road condition and the road surface type identified in real time so as to adapt to the current road condition and the road surface type; thereby taking recovery efficiency and vehicle dynamic performance into account.
The invention designs multi-mode energy recovery, and designs three recovery modes according to the recovery strength, including a strong recovery mode, a medium recovery mode and a light recovery mode;
with respect to the classification of the recovery strength in the pure glide recovery mode, the strong, medium and light classifications are calculated with the utilization of the maximum recovery potential; when the actual recovery torque accounts for 70% -100% of the maximum recovery potential torque of the vehicle, the mode is called a strong recovery mode; when the actual recovery torque is between 30% and 70% of the maximum recovery potential torque of the vehicle, the vehicle is called as a medium recovery mode; when the actual recovery torque accounts for the maximum recovery potential torque of the vehicle and is lower than 0-30%, the light recovery mode is called.
The recovery ranges are defined for the three types of recovery intensities as described above, and a reference nominal value is set for each recovery mode for each intensity, and the median value of the upper and lower limits of each range is taken. Therefore, the reference nominal value for the strong recovery mode is set to 85%; the reference nominal value for the medium recovery mode is set to 50%; the reference nominal value for the light recovery mode is set to 15%.
The above-mentioned recovery modes to three kinds of intensity have carried on range definition and reference nominal value to presume separately; the aim is that when different recovery modes are switched, the actual recovery torque request can be directly switched according to the reference nominal value in the range; then when the vehicle identifies different road states, such as different road gradients, road surface types and other states, the recovery request can be adjusted in two stages; when a large request adjustment is needed, the recovery mode is directly switched; when a smaller request adjustment is needed, the increase and decrease of the small range can be performed within the recovery range of the current mode.
The lower half: intelligent multi-mode working process based on pavement recognition result
Firstly, an energy recovery working strategy is designed, and about the strategy design of energy recovery, the innovation points are 2:
the target torque recovered by sliding can be adjusted in real time according to the recognition result of the road condition;
the lowest recoverable threshold speed of sliding recovery can be adjusted in real time according to the recognition result of the road condition;
an intelligent multi-mode recycling process based on the road surface recognition result is shown in fig. 3.
The entry conditions for sliding recovery are three, which are respectively as follows:
the driver completely loosens the accelerator pedal and has no braking action;
the running speed of the vehicle is greater than the lowest recovery threshold value;
recovering and charging conditions of a vehicle power battery;
when the vehicle meets the 3 conditions and the sliding recovery mode is carried out, the innovation point of the invention is that the recovery strategy is dynamically adjusted according to the real-time road condition recognition result. The specific implementation mode is as follows:
in the vehicle design stage, calibration is carried out in advance under the 3 types of road conditions mentioned above, recovered MAP is formed and stored in the memory of the ESC control unit;
when the vehicle meets the 3 conditions and is in a sliding recovery mode, firstly identifying the current road condition type and estimating the vehicle quality;
according to the current driving state of the vehicle and in combination with an energy recovery MAP (MAP) in an internal memory of an ESC (electronic stability control) control unit, judging a current actual torque recovery request and sending the torque recovery request to a CAN (controller area network) bus;
after receiving the current torque recovery request from the CAN bus, the VCU control unit performs recovery operation through the power motor and stores the recovered electric energy in the power battery.
Entering a brake coordination recovery condition:
there are three entry conditions for brake coordination recovery, as follows:
the driver steps on the brake pedal, and the pedal stroke exceeds the trigger threshold value of the brake coordination recovery function;
the running speed of the vehicle is greater than the lowest recovery threshold value;
recovering and charging conditions of a vehicle power battery;
when the vehicle meets the 3 conditions, the energy recovery system enters a braking coordination recovery mode, and the innovation point of the invention is that the actual request recovery torque in the braking coordination recovery process is dynamically adjusted according to the real-time road condition recognition result. The specific implementation mode is as follows:
in the vehicle design stage, calibration is carried out in advance under the 3 types of road conditions mentioned above, and brake coordination recovery MAP is formed and stored in the memory of the ESC control unit;
when the vehicle meets the 3 conditions and is in a braking coordination recovery mode, firstly identifying the current road condition type and estimating the vehicle quality;
ESC can get the total braking torque demand according to the brake pedal journey of the driver; meanwhile, potential torque which is sent by the VCU and is available for recovery when the vehicle is shut down is received; the current actual recovery request torque is comprehensively estimated by combining with the brake coordination recovery MAP stored in an ESC memory, and an ESC control unit sends the required value to a VCU through a CAN bus;
after receiving the current torque recovery request from the CAN bus, the VCU control unit performs recovery operation through the power motor and stores the recovered electric energy in the power battery.
If the actual recovered torque can meet the driver total braking torque demand, all braking force is provided by the recovered braking; if the actual recovered torque cannot meet the driver total braking torque demand, the rest braking force is supplemented by the mechanical braking system except the recovered braking torque.
The logic design of the ESC control unit for recycling judgment according to the currently identified road information is as follows:
when the recognized road surface type is a special abnormal road surface (a rail road, a pothole road, a speed bump, a washboard road and other special road surfaces), the recovery system temporarily exits the recovery mode for the influence of the recovery of the deceleration energy to the smoothness of the vehicle and carries out a waiting mode because the road surface is the abnormal road surface; waiting for the recovery request state in the ESC control unit, wherein the actual recovery request torque value sent by the ESC is 0;
when the recognized road surface type is a slope, the road surface type is divided into an ascending slope and a descending slope for zoning; when an uphill slope is identified, if the dynamic slope is greater than 10%, the energy recovery system enters a waiting mode because the slope is too great; when the gradient is 5% -10%, automatically entering a light recovery mode, wherein the range corresponds to the range proportion of light recovery, and performing inverse correlation adjustment on the reference nominal value of light recovery along with the increase and decrease of the gradient; when the gradient is 0-5%, the medium recovery mode is automatically entered, the range corresponds to the range proportion of the medium recovery, and the inverse correlation adjustment is carried out on the reference nominal value of the medium recovery along with the increase and decrease of the gradient. When the system recognizes the downhill, namely the slope value is negative, the system directly and automatically enters a strong recovery mode, so that the energy recovery efficiency is improved, and larger deceleration is obtained.
In addition, when the recognized road surface type is the result of 5 kinds of conventional road surfaces, the recovery mode needs to be automatically switched and the recovery strength needs to be finely adjusted according to the road surface state and the adhesion coefficient.
The 5 types of road surfaces related by the invention are dry asphalt, wet cobblestone, snow surface and ice surface respectively; the adhesion coefficients of the tires on 5 road surface types are sequentially reduced, and the range is sequentially reduced from 1.0 to 0.1; since the smaller the road surface adhesion coefficient, the smaller the rolling resistance of the road, the more regenerative braking is required for the vehicle to compensate, thereby obtaining a uniform deceleration effect and improving energy recovery efficiency.
The calibration pavement of the three recovery modes based on the intelligent gradient adjustment takes dry asphalt as a reference value; when the system identifies the pavement type, the dry asphalt is taken as an initial reference value, and the corresponding recovery strength is improved by 5% when the adhesion coefficient corresponding to the pavement type is reduced by 0.1; when the adjusted recovery intensity value exceeds a certain range, automatically and intelligently switching the recovery mode; if the upper limit of 100% is exceeded, the recovery mode may be strong.
The main content of the design is divided into 3 parts, 1, the design of road surface type identification in energy recovery; the method mainly comprises three working conditions of road surface type identification, special road working condition and road surface gradient identification, wherein the working conditions comprise the following working conditions of type 1, road surface type: conventional 5 pavements (dry asphalt, wet cobbles, snow, ice), category 2, special type: the types of the road surfaces such as railway roads, pothole roads, speed bumps, washboard roads and the like; type 3, road gradient identification: estimating the up-down gradient and the mass of the whole vehicle; 2. designing an energy recovery system scheme of the electric vehicle; the invention designs a basic braking system based on an electronic power-assisted scheme; 3. designing an intelligent multi-mode energy recovery strategy; the core technical point of the invention is that on the basis of the designed braking system, an intelligent multi-mode energy recovery method based on active pavement type recognition is creatively designed; finally, the energy recovery multi-mode is realized, so that the energy recovery efficiency is improved, and the vehicle braking comfort is considered.
According to the invention, by actively identifying the road surface type, multi-mode energy recovery is finally realized, the energy recovery efficiency is improved, and the comfort of vehicle braking is also considered.
The above embodiments are only used for illustrating the design idea and features of the present invention, and the purpose of the present invention is to enable those skilled in the art to understand the content of the present invention and implement the present invention accordingly, and the protection scope of the present invention is not limited to the above embodiments. Therefore, all equivalent changes and modifications made in accordance with the principles and concepts disclosed herein are intended to be included within the scope of the present invention.
Claims (7)
1. A self-adaptive multi-mode energy recovery method based on road condition identification is characterized by comprising the following steps: the method comprises the following steps:
s0: calibrating the road surface to obtain a sliding energy recovery MAP (MAP) and a braking coordination energy recovery MAP, and storing the MAP and the MAP in an ESC (electronic stability control) controller;
s1: judging the conditions met by the current state of the vehicle, and if all the conditions for entering the sliding energy recovery mode are met, executing the step S2; if all the conditions for entering the braking coordination energy recovery mode are met, executing the step S4; if not, the step is repeatedly executed;
s2: if the vehicle enters a sliding energy recovery mode, performing road condition identification on a road on which the vehicle currently runs, wherein the road condition identification comprises road surface type identification based on the tire road surface friction characteristic of vehicle dynamics, special road condition identification based on a template matching method and road slope identification based on a vehicle kinematics method;
s3: the sliding energy recovery mode sequentially comprises a strong recovery mode, a medium recovery mode and a light recovery mode from strong to weak according to the energy recovery intensity;
the ratio of the actual recovery torque of the strong recovery mode to the maximum recovery potential torque of the vehicle is 70-100%;
the ratio of the actual recovery torque of the medium recovery mode to the maximum recovery potential torque of the vehicle is 30-70%;
the ratio of the actual recovery torque of the light recovery mode to the maximum recovery potential torque of the vehicle is 0-30%;
taking the median values of the upper limit and the lower limit of the corresponding range as reference nominal values for each recovery mode respectively,
for adjusting the actual regenerative torque request to switch energy recovery modes:
the reference nominal value of the forced recovery mode is 85%;
setting the reference nominal value of the medium recovery mode to be 50 percent;
setting the reference nominal value of the light recovery mode as 15%;
the ESC controller adjusts energy recovery intensity and switches energy recovery modes according to the road condition identification result, calculates an actual recovery torque request according to the current driving state of the vehicle and a sliding energy recovery MAP graph, and sends the actual recovery torque request to the VCU controller; step S5 is executed;
the method comprises the following specific steps:
s31: if the road condition identifies the special road working condition comprising a railway road, a pothole road, a speed bump and a washboard road, exiting the energy recovery mode and entering a waiting mode;
s32: if the road condition identifies an uphill road with the gradient larger than 10%, the energy recovery mode is exited, and the waiting mode is entered;
if the road condition identifies an uphill road with the gradient between 5% and 10%, the energy recovery mode enters a light recovery mode, the gradient range corresponds to the range proportion of the light recovery mode, and the energy recovery strength is inversely proportionally adjusted on the reference nominal value of the light recovery mode along with the increase and decrease of the gradient;
if the road condition identifies an uphill road with the gradient between 0% and 5%, the energy recovery mode enters a middle recovery mode, the gradient range corresponds to the middle recovery range proportion, and the energy recovery intensity is inversely proportionally adjusted on the reference nominal value of the middle recovery mode along with the increase and decrease of the gradient;
if the road condition identifies a downhill road, the energy recovery mode enters a strong recovery mode;
s33: if the road condition identifies the road surface types of a dry asphalt road surface, a wet cobble road surface, a snow road surface and an ice road surface, adjusting the energy recovery intensity according to the road surface type and the adhesion coefficient by taking the energy recovery intensity of the calibration road surface of the dry asphalt as a reference according to the initial value of the energy recovery intensity, and adjusting the energy recovery intensity under the current energy recovery mode if the adjustment degree is within the preset range of the current energy recovery mode; if the adjustment degree exceeds the preset range of the current energy recovery mode, switching the energy recovery mode; the adhesion coefficient of the tires of the vehicle on a dry asphalt pavement, a wet cobble pavement, a snow pavement and an ice pavement is sequentially reduced from 1.0 to 0.1; when the adhesion coefficient corresponding to the road surface type is reduced by 0.1, the corresponding energy recovery strength is improved by 5 percent; when the energy recovery intensity exceeds a preset range, switching an energy recovery mode; if the energy recovery strength reaches the upper limit value of the energy recovery strength, a strong recovery mode is adopted;
s4: if the vehicle enters the braking coordination energy recovery mode, the ESC controller calculates an actual recovery torque request according to a total braking torque demand calculated by the travel of a brake pedal of a driver, a vehicle recovery potential torque sent by the VCU controller and a braking coordination energy recovery MAP (MAP) MAP, and sends the actual recovery torque request to the VCU controller;
s5: the VCU controller controls the power motor to carry out recovery operation according to the actual recovery torque request, and stores the recovered electric energy in the power battery.
2. The adaptive multi-mode energy recovery method based on road condition identification as claimed in claim 1, wherein: in the step S1, the specific steps are as follows:
the conditions that the vehicle enters the coasting energy recovery mode comprise that a driver completely releases an accelerator pedal and does not have braking action, the running speed of the vehicle is greater than the minimum recovery threshold speed, and a vehicle power battery meets the recovery charging conditions;
all conditions for the vehicle to enter the braking coordination energy recovery mode comprise that a driver steps on a brake pedal, the pedal stroke exceeds a trigger threshold value of the braking coordination energy recovery function, the vehicle running speed is greater than the minimum recovery threshold value, and a vehicle power battery meets the recovery charging condition.
3. The adaptive multi-mode energy recovery method based on road condition identification as claimed in claim 1, wherein: in the step S2, the step of,
the specific steps of road surface type identification are as follows:
s21: the default road surface type adopted when the vehicle enters the energy recovery mode is the road surface type identified in the last braking;
s22: acquiring dynamic friction change data of tires and various road surface types under a braking working condition, drawing an adhesion coefficient-slip rate curve spectrogram of the road surface type, obtaining a deceleration identification interval of the road surface type through slicing, and storing the deceleration identification interval in an ESC (electronic stability control) controller of a vehicle;
s23: the ESC controller collects the working condition information of the latest n times of braking, calculates the vehicle slip rate and the vehicle deceleration during braking, compares the vehicle slip rate and the vehicle deceleration with the deceleration identification interval of the road surface type stored by the ESC controller,
completing road surface type identification based on tire road surface friction characteristics of vehicle dynamics;
the specific steps of the special road condition identification are as follows:
s24: acquiring a road spectrum of a special road working condition to acquire the characteristics of a wheel speed pulse and the characteristics of vertical acceleration, extracting a template corresponding to the special road working condition, and storing the template in an ESC (electronic stability control) controller of a vehicle;
s25: the ESC controller collects real-time vertical acceleration signals and wheel speed pulse signals to be matched with the template, and special road working condition identification is completed;
the concrete steps of road slope identification are as follows:
s26: let the inertial acceleration of the vehicle, acquired from a longitudinal inertial sensor of the vehicle, be αxThe longitudinal speed v of the vehicle is calculated from the rotational speed of the wheelsxWith a longitudinal acceleration of the vehicle of
The ESC controller of the vehicle estimates the gradient θ of the road based on a kinematic method:
s27: carrying out data sampling for multiple times on an acceleration working condition under a working condition that the gradient is zero; let the longitudinal driving force taken by the VCU controller be FxThen the ESC controller estimates the vehicle mass as:
values for multiple masses are evaluated and averaged for storage in the ESC controller.
4. The adaptive multi-mode energy recovery method based on road condition identification as claimed in claim 1, wherein: in the step S4, the specific steps are as follows:
s41: a pedal stroke sensor PTS collects a brake pedal stroke signal and sends the brake pedal stroke signal to Eboost electronic power-assisted equipment; the ESC controller sends a braking hydraulic signal to the Eboost electronic power-assisted device;
s42: the Eboost electronic power-assisted device calculates the total braking torque demand of the driver according to the received brake pedal stroke signal and the brake hydraulic signal and sends the total braking torque demand to the ESC controller in real time;
s43: the VCU controller estimates the vehicle recovery potential torque for driving the motor to recover energy under the current working condition according to the working state of the whole vehicle including the vehicle speed, the motor rotating speed, the gear and the battery state, and sends the vehicle recovery potential torque to the ESC controller in real time;
s44: the ESC controller calculates an actual recovered torque request based on the total brake torque request, the vehicle recovered potential torque, and the brake coordinated energy recovery MAP, and sends the actual recovered torque request to the VCU controller.
5. The adaptive multi-mode energy recovery method based on road condition identification as claimed in claim 1, wherein: in the step S4, if the actual recovered torque request satisfies the total braking torque request, all braking force is provided by the energy recovery braking system; if the actual regenerative torque request does not satisfy the total brake torque request, the remaining braking forces, other than the braking force provided by the energy recovery brake, are supplemented by the mechanical braking system.
6. A system for the adaptive multi-mode energy recovery method based on road surface identification according to any one of claims 1 to 5, characterized in that:
the device comprises a pedal stroke sensor PTS, an Eboost electronic power-assisted device, an ESC controller, a VCU controller and a brake assembly; the pedal stroke sensor PTS, the Ebooster electronic power assisting device, the ESC controller and the VCU controller are respectively hung on a data bus, and the control end of the VCU controller is connected with the controlled end of the brake assembly; the pedal stroke sensor PTS is arranged at the brake pedal and used for collecting a brake pedal stroke signal;
the E-Booster electronic power assisting device is used for amplifying pedal force of a vehicle braking system, obtaining a real-time adjustable braking power assisting curve through software calibration, and adjusting the braking power assisting curve according to different energy recovery modes to adapt to different energy recovery models; the controller controls the power-assisted motor to realize active braking without intervention of a driver; the E-Booster electronic power assisting device comprises a power assisting motor and a transmission gear.
7. A computer storage medium, characterized in that: stored therein is a computer program executable by a computer processor, the computer program executing an adaptive multi-mode energy recovery method based on road condition identification according to any one of claims 1 to 5.
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| CN115626064A (en) * | 2022-10-19 | 2023-01-20 | 爱驰汽车有限公司 | Energy recovery method and system based on vehicle ESC controller and automobile |
| WO2024082300A1 (en) * | 2022-10-21 | 2024-04-25 | 华为技术有限公司 | Energy recovery method, apparatus, device, readable storage medium and vehicle |
| CN116160865B (en) * | 2023-04-19 | 2023-07-14 | 小米汽车科技有限公司 | Vehicle control method and device, medium and vehicle |
| CN116985636B (en) * | 2023-09-26 | 2023-11-24 | 成都赛力斯科技有限公司 | Method, apparatus, electronic device, and readable storage medium for controlling recovery torque |
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