CN115230478A - Energy recovery control method, energy recovery control device, electronic apparatus, vehicle, and storage medium - Google Patents

Energy recovery control method, energy recovery control device, electronic apparatus, vehicle, and storage medium Download PDF

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Publication number
CN115230478A
CN115230478A CN202210751188.8A CN202210751188A CN115230478A CN 115230478 A CN115230478 A CN 115230478A CN 202210751188 A CN202210751188 A CN 202210751188A CN 115230478 A CN115230478 A CN 115230478A
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vehicle
threshold value
control mode
motor
rotating speed
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CN202210751188.8A
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CN115230478B (en
Inventor
何昌华
杜孝全
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Chongqing Changan Automobile Co Ltd
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Chongqing Changan Automobile Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1005—Transmission ratio engaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/18—Braking system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/26—Wheel slip
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The application provides an energy recovery control method, an energy recovery control device, an electronic device, a vehicle and a storage medium. The method comprises the following steps: obtaining brake hydraulic pressure information of a vehicle; when the brake hydraulic pressure information indicates that the vehicle is in a hydraulic braking state, acquiring a pre-stored first slip rate threshold value, or when the brake hydraulic pressure information indicates that the vehicle is not in the hydraulic braking state, acquiring a pre-stored second slip rate threshold value; determining a minimum rotating speed threshold value of a motor of the vehicle according to a transmission ratio and a first slip ratio threshold value prestored in the vehicle or according to the transmission ratio and a second slip ratio threshold value; determining a target control mode of a driving motor according to the current actual rotating speed of the driving motor of the vehicle and the minimum rotating speed threshold value of the motor; and controlling the driving motor to recover energy according to the target control mode. The scheme is favorable for improving the problem of wheel locking caused by overlarge recovery torque, simplifying the calculation complexity of energy recovery and reducing the calculation amount.

Description

Energy recovery control method, energy recovery control device, electronic apparatus, vehicle, and storage medium
Technical Field
The invention relates to the technical field of new energy automobiles, in particular to an energy recovery control method and device, electronic equipment, a vehicle and a storage medium.
Background
In various new energy vehicles, an energy recovery system is generally provided to improve energy utilization rate and endurance mileage. The energy recovery is realized by charging a battery through the reverse-dragging power generation of a motor in the vehicle, and the reverse-dragging power generation of the motor is controlled through the recovery torque of the motor. At present, the recovery torque in the energy recovery process is determined by a Vehicle Control Unit (VCU) after arbitration according to the battery power, the battery charging power limit, the motor recovery capability and a Vehicle anti-drag Control system. The anti-dragging control system has great influence on the stability of the whole vehicle, and when the motor recovery torque is too large, dragging of the wheels can be caused, so that the locking tendency is generated. For example, for a front-wheel drive vehicle, the steering capability of the vehicle is reduced or lost; for the rear-drive type, unstable phenomena such as drifting and the like of the vehicle can be caused. When the limit of the anti-dragging control system to the recovery torque is too strict, the recovery torque is too low, the recovery efficiency is low, and the vehicle endurance and the energy utilization rate are unfavorable.
Currently, the anti-dragging control system is usually realized by a vehicle body Electronic Stability Controller (ESC) system and a VCU in cooperation. The ESC system receives the wheel speed of four wheels of the vehicle, judges the wheel state and monitors the slip rate of the driving wheel under the recovery working condition in real time. When wheels are locked, the ESC system calculates a road adhesion coefficient through a vehicle model, calculates the current maximum recovery torque which CAN be supported by combining a tire slip rate model and the stability requirement of the whole vehicle, sends a torque signal to the VCU through a CAN (Controller Area Network) bus, and the VCU adjusts the recovery torque of the motor according to the torque limit. The control process also has a scheme realized by a VCU of the vehicle controller, but the core control principle is the same, the optimal slip rate is estimated to be the control target based on the vehicle model and the road adhesion coefficient, the performance of the control mode depends on the accuracy of the vehicle model and the response performance of the motor, the control mode is easily influenced by the state change of the vehicle and the communication delay, a large number of calibration parameters (such as the road adhesion coefficient) exist in the control method, and the calibration workload is large. In addition, the hybrid electric vehicle driving the electric vehicle or the motor has a tendency of wheel locking when the recovery torque is too large due to the small rotational inertia of the motor.
Disclosure of Invention
In view of the above, an object of the embodiments of the present application is to provide an energy recovery control method, an energy recovery control device, an electronic apparatus, a vehicle, and a storage medium, which can solve the problems that the data calculation amount is large and wheel anti-lock is easily generated during the vehicle energy recovery process.
In order to achieve the technical purpose, the technical scheme adopted by the application is as follows:
in a first aspect, an embodiment of the present application provides an energy recovery control method, where the method includes: obtaining brake hydraulic pressure information of a vehicle; when the braking hydraulic pressure information indicates that the vehicle is in a hydraulic braking state, acquiring a prestored first slip rate threshold value, or when the braking hydraulic pressure information indicates that the vehicle is not in the hydraulic braking state, acquiring a prestored second slip rate threshold value, wherein the first slip rate threshold value is smaller than the second slip rate threshold value, and the second slip rate threshold value corresponds to an ABS slip rate threshold value of the vehicle; determining a minimum rotating speed threshold value of a motor of the vehicle according to a transmission ratio prestored in the vehicle and the first slip ratio threshold value, or according to the transmission ratio and the second slip ratio threshold value; determining a target control mode of a driving motor of the vehicle according to the current actual rotating speed of the driving motor and the minimum rotating speed threshold value of the motor, wherein the target control mode comprises a torque control mode or a rotating speed control mode; and controlling the driving motor to recover energy according to the target control mode.
With reference to the first aspect, in some optional embodiments, controlling the driving motor to perform energy recovery according to the target control mode includes: when the target control mode is the torque control mode, determining a current first target energy recovery torque of the vehicle according to a first parameter set acquired by the vehicle and a first preset algorithm; and controlling the driving motor to recover energy according to the first target energy recovery torque.
With reference to the first aspect, in some optional embodiments, controlling the driving motor to perform energy recovery according to the target control mode includes: and when the target control mode is the rotating speed control mode, controlling the driving motor to recover energy according to the minimum rotating speed threshold value of the motor.
With reference to the first aspect, in some optional embodiments, the method further comprises: during the rotation speed control mode, determining the current motor energy recovery torque of the driving motor and a second target energy recovery torque output by a vehicle control unit of the vehicle according to a second parameter set acquired by the vehicle and a second preset algorithm; when the current motor energy recovery torque is larger than or equal to the second target energy recovery torque, controlling the target control mode of the driving motor to be changed from the rotating speed control mode to the torque control mode, repeating the steps, determining a current first target energy recovery torque of the vehicle according to a first parameter set acquired by the vehicle and a first preset algorithm, and controlling the driving motor to recover energy according to the first target energy recovery torque; when the current motor energy recovery torque is greater than or equal to 0 and smaller than the second target energy recovery torque, stopping controlling the driving motor, wherein the driving motor freely rotates along with the wheels of the vehicle; and when the current motor energy recovery torque is less than 0, maintaining the target control mode as the rotating speed control mode.
With reference to the first aspect, in some optional embodiments, the method further comprises: during the period of stopping controlling the driving motor, if the current actual rotating speed of the driving motor is greater than or equal to the motor minimum rotating speed threshold value, controlling the driving motor to enter the rotating speed control mode; and if the current actual rotating speed of the driving motor is less than the minimum rotating speed threshold value of the motor, continuing to stop controlling the driving motor.
With reference to the first aspect, in some optional embodiments, determining the target control mode of the driving motor according to the current actual rotation speed of the driving motor of the vehicle and the motor minimum rotation speed threshold value includes: when the current actual rotating speed of the driving motor is greater than or equal to the motor minimum rotating speed threshold value, determining that the target control mode is the torque control mode; and when the current actual rotating speed of the driving motor is smaller than the motor minimum rotating speed threshold value, determining that the target control mode is the rotating speed control mode.
With reference to the first aspect, in some optional embodiments, determining the minimum rotation speed threshold value of the electric machine of the vehicle according to a pre-stored transmission ratio of the vehicle, the first slip ratio threshold value, or according to the transmission ratio and the second slip ratio threshold value includes: determining a threshold value of the rotating speed of a driving wheel of the vehicle according to the first slip rate threshold value or the second slip rate threshold value; and determining the minimum rotating speed threshold value of the motor of the vehicle according to the prestored transmission ratio of the vehicle and the rotating speed threshold value of the driving wheel.
In a second aspect, an embodiment of the present application further provides an energy recovery control device, where the device includes:
a first acquisition unit for acquiring brake hydraulic pressure information of a vehicle;
a second obtaining unit, configured to obtain a pre-stored first slip rate threshold value when the braking hydraulic information indicates that the vehicle is in a hydraulic braking state, or obtain a pre-stored second slip rate threshold value when the braking hydraulic information indicates that the vehicle is not in the hydraulic braking state, where the first slip rate threshold value is smaller than the second slip rate threshold value, and the second slip rate threshold value corresponds to an ABS slip rate threshold value of the vehicle;
the first determining unit is used for determining a minimum rotating speed threshold value of a motor of the vehicle according to a transmission ratio and the first slip ratio threshold value prestored in the vehicle or according to the transmission ratio and the second slip ratio threshold value;
a second determining unit, configured to determine a target control mode of a driving motor of the vehicle according to a current actual rotation speed of the driving motor and the minimum rotation speed threshold value of the motor, where the target control mode includes a torque control mode or a rotation speed control mode;
and the recovery control unit is used for controlling the driving motor to recover energy according to the target control mode.
With reference to the second aspect, in some optional embodiments, the recycling control unit is further configured to:
when the target control mode is the torque control mode, determining a current first target energy recovery torque of the vehicle according to a first parameter set acquired by the vehicle and a first preset algorithm;
and controlling the driving motor to recover energy according to the first target energy recovery torque.
With reference to the second aspect, in some optional embodiments, the recovery control unit is further configured to control the driving motor to recover energy according to the minimum motor rotation speed threshold value when the target control mode is the rotation speed control mode.
In a third aspect, the present application further provides an electronic device comprising a processor and a memory coupled to each other, the memory storing a computer program, which when executed by the processor, causes the electronic device to perform the energy recovery control method according to the above claims.
In a fourth aspect, the present application further provides a vehicle, where the vehicle includes a vehicle body and the electronic device described above, and the electronic device is disposed on the vehicle body.
In a fifth aspect, the present application further provides a computer-readable storage medium, in which a computer program is stored, which, when run on a computer, causes the computer to execute the energy recovery control method described above.
The invention adopting the technical scheme has the advantages that:
according to the technical scheme, the method comprises the steps that the vehicle is judged to be in a hydraulic braking state by obtaining braking hydraulic pressure information of the vehicle, and when the vehicle is in the hydraulic braking state, a minimum rotating speed threshold value of a motor of the vehicle is determined by using a first slip rate threshold value and a transmission ratio prestored in the vehicle; or when the vehicle is not in the hydraulic braking state, determining the minimum rotating speed threshold value of the motor of the vehicle by using the second slip rate threshold value and the prestored transmission ratio of the vehicle. And calculating a minimum rotating speed threshold value of the motor based on the transmission ratio, the first slip rate threshold value and the second slip rate threshold value. And determining to control the driving motor to operate in a torque control mode or a rotating speed control mode as a target control mode by combining the current actual rotating speed of the driving motor and a corresponding motor minimum rotating speed threshold value, and recovering energy. The second slip rate threshold value corresponds to the ABS slip rate threshold value of the vehicle, and the first slip rate threshold value is smaller than the second slip rate threshold value, so that the problem of wheel locking caused by overlarge recovery torque is favorably solved in the energy recovery process. In addition, in the energy recovery process, the calculation is not required to be carried out depending on the road adhesion coefficient, so that the calculation complexity of the energy recovery is facilitated to be simplified, and the calculation amount is reduced.
Drawings
The present application can be further illustrated by the non-limiting examples given in the figures. It is appreciated that the following drawings depict only certain embodiments of the application and are therefore not to be considered limiting of its scope, for those skilled in the art will be able to derive additional related drawings therefrom without the benefit of the inventive faculty.
Fig. 1 is a block diagram of an electronic device provided in an embodiment of the present application;
FIG. 2 is a schematic flow chart of an energy recovery control method according to an embodiment of the present disclosure;
fig. 3 is a schematic flowchart of the two target control modes according to the embodiment of the present application.
Fig. 4 is a block diagram of an energy recovery control device according to an embodiment of the present application.
An icon: 10-an electronic device; 11-a processing module; 12-a storage module; 13-vehicle control unit; 14-a motor controller; 15-brake pressure sensor; 16-vehicle speed sensor; 17-a drive motor; 300-an energy recovery control device; 310-a first obtaining unit; 320-a second acquisition unit; 330-a first determination unit; 340-a second determination unit; 350-recovery control unit.
Detailed Description
The present application will be described in detail with reference to the drawings and specific embodiments, and it should be noted that in the drawings or specification, similar or identical parts are denoted by the same reference numerals, and implementations not shown or described in the drawings are known to those of ordinary skill in the art. In the description of the present application, the terms "first," "second," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.
Referring to fig. 1, an electronic device 10 according to an embodiment of the present disclosure may include a processing module 11 and a storage module 12. The memory module 12 stores therein a computer program which, when executed by the processing module 11, enables the electronic device 10 to perform the respective steps of the energy recovery control method described below.
In the present embodiment, the electronic apparatus 10 may be disposed on a vehicle. The electronic device 10 or the vehicle may further include a vehicle control unit 13, a motor controller 14, a brake pressure sensor 15, a vehicle speed sensor 16, and a drive motor 17.
The processing module 11 may include an anti-dragging module and a motor speed threshold calculation module. Understandably, the anti-dragging module and the motor speed threshold calculation module may be integrated into a whole to form the processing module 11, or may be used as mutually independent sub-modules in the processing module 11.
The anti-tow module may be used to detect whether there is tow in the vehicle. The motor speed threshold calculation module may be configured to calculate a motor minimum speed threshold value for a vehicle driving the motor 17.
The motor controller 14 may be configured to control the operation of the drive motor 17 of the vehicle, and for example, may control the drive motor 17 to operate in a preset rotation speed control mode or a preset torque control mode.
The brake pressure sensor 15 may be configured to collect brake hydraulic pressure information of the vehicle, and the processing module 11 may determine whether the vehicle is in a hydraulic braking state based on the brake hydraulic pressure information obtained from the brake pressure sensor 15.
The vehicle speed sensor 16 may be used to detect the current actual rotational speed of the drive motor 17, or to detect the actual running speed of the vehicle.
The driving motor 17 may be used to convert electric energy of the vehicle into mechanical energy and drive wheels of the vehicle to rotate, so that the vehicle may run. In addition, the driving motor 17 may convert kinetic energy of the vehicle into electric energy when energy recovery is required, and store the converted electric energy in a battery module of the vehicle.
Understandably, the anti-dragging module, the vehicle control unit 13, the motor controller 14, the brake pressure sensor 15, the vehicle speed sensor 16 and the driving motor 17 are conventional hardware modules on a new energy vehicle, and the functions of the modules are not described again here.
It is understood that the structure of the electronic device 10 shown in fig. 1 is merely a schematic structure, and the electronic device 10 may include more components than those shown in fig. 1. The components shown in fig. 1 may be implemented in hardware, software, or a combination thereof.
Referring to fig. 2, the present application further provides an energy recovery control method, which can be applied to the electronic device 10, and the electronic device 10 executes or implements the steps of the method. The energy recovery control method may include the steps of:
step 110, obtaining brake hydraulic information of a vehicle;
step 120, when the Braking hydraulic information indicates that the vehicle is in a hydraulic Braking state, obtaining a prestored first slip rate threshold value, or when the Braking hydraulic information indicates that the vehicle is not in the hydraulic Braking state, obtaining a prestored second slip rate threshold value, wherein the first slip rate threshold value is smaller than the second slip rate threshold value, and the second slip rate threshold value corresponds to an ABS (Anti-locked Braking System) slip rate threshold value of the vehicle;
step 130, determining a minimum rotating speed threshold value of a motor of the vehicle according to a transmission ratio prestored in the vehicle and the first slip ratio threshold value, or according to the transmission ratio and the second slip ratio threshold value;
step 140, determining a target control mode of the driving motor 17 according to the current actual rotating speed of the driving motor 17 of the vehicle and the motor minimum rotating speed threshold value, wherein the target control mode comprises a torque control mode or a rotating speed control mode;
and 150, controlling the driving motor 17 to recover energy according to the target control mode.
In the above embodiment, the electronic device 10 determines that the vehicle is in the hydraulic braking state by acquiring the braking hydraulic pressure information of the vehicle, and determines the minimum rotation speed threshold value of the motor of the vehicle by using the first slip rate threshold value and the transmission ratio prestored in the vehicle when the vehicle is in the hydraulic braking state; or when the vehicle is not in the hydraulic braking state, determining the minimum rotating speed threshold value of the motor of the vehicle by using the second slip rate threshold value and the prestored transmission ratio of the vehicle. And calculating a minimum rotating speed threshold value of the motor based on the transmission ratio, the first slip rate threshold value and the second slip rate threshold value. And determining to control the driving motor 17 to operate in a torque control mode or a rotating speed control mode as a target control mode by combining the current actual rotating speed of the driving motor 17 and a corresponding motor minimum rotating speed threshold value, and performing energy recovery. The second slip rate threshold value corresponds to the ABS slip rate threshold value of the vehicle, and the first slip rate threshold value is smaller than the second slip rate threshold value, so that the problem of wheel locking caused by overlarge recovery torque is favorably solved in the energy recovery process. In addition, in the energy recovery process, the calculation is not required to be carried out depending on the road adhesion coefficient, so that the calculation complexity of the energy recovery is facilitated to be simplified, and the calculation amount is reduced.
The individual steps of the energy recovery control method will be explained in detail below, as follows:
in step 110, the processing module 11 may obtain current brake hydraulic information of the vehicle from the brake pressure sensor 15. The braking hydraulic information may be used to characterize whether the vehicle is currently in a hydraulic braking state. The manner in which the processing module 11 detects that the vehicle is in the hydraulic braking state using the brake hydraulic pressure information is conventional and will not be described herein.
In step 120, steps 121 and 122 may be included, as follows:
step 121, when the braking hydraulic pressure information indicates that the vehicle is in a hydraulic braking state, acquiring a prestored first slip ratio threshold value;
and step 122, when the braking hydraulic pressure information indicates that the vehicle is not in the hydraulic braking state, acquiring a pre-stored second slip rate threshold value, wherein the first slip rate threshold value is smaller than the second slip rate threshold value, and the second slip rate threshold value corresponds to an ABS slip rate threshold value of the vehicle.
It is understood that the steps 121 and 122 are two alternative selection steps. If the brake fluid pressure information indicates that the vehicle is in the fluid pressure braking state, the process proceeds to step 121, and then step 130 is performed, in which case step 122 does not need to be performed. Similarly, if the brake hydraulic pressure information indicates that the vehicle is not in the hydraulic braking state, step 122 is performed, and then step 130 is performed, in which case step 121 does not need to be performed.
In this embodiment, the second slip rate threshold value may be the ABS slip rate threshold value of the vehicle, or slightly smaller than the ABS slip rate threshold value of the vehicle. The first slip rate threshold value is lower than the second slip rate threshold value, and can be determined more flexibly in practical situations. Therefore, the problem that the wheel is locked due to the fact that the recovery torque is too large and exceeds the ABS slip rate threshold value is solved. The ABS slip rate threshold value of the vehicle may be obtained in a conventional manner, and is not described herein again. The first slip ratio threshold value and the second slip ratio threshold value are values at which the maximum frictional force between the vehicle tire and the road surface is ensured.
For example, if the slip ratio is 10% to 20%, and the friction force (adhesion force) between the vehicle tire and the ground is the largest, the first slip ratio threshold value and the second slip ratio threshold value may be set within 10% to 20%, and the limiting condition in step 122 is satisfied. The slip ratio is a term in the field of automobiles, and the larger the slip ratio of a wheel, the larger the proportion of a slip component in the movement of the wheel.
In step 130, may include:
determining a threshold value of the rotating speed of the driving wheel of the vehicle according to the first slip rate threshold value or the second slip rate threshold value;
and determining the minimum rotating speed threshold value of the motor of the vehicle according to the prestored transmission ratio of the vehicle and the rotating speed threshold value of the driving wheel.
Understandably, in step 130, the driving wheel rotation speed threshold value R can be calculated by using the formula (1) 0 The formula is as follows:
R 0 ＝u 0 ·(1-S 0 ) (1)
in the formula (1), R 0 Indicating a threshold value of the rotating speed of a driving wheel;
u 0 the current speed of the vehicle;
S 0 and a slip rate threshold.
Understandably, in step 130, if the vehicle is in a hydraulic braking state, S 0 Taking the value as a first slip rate threshold value; if the vehicle is not in the hydraulic braking state, S 0 And taking the value as a second slip rate threshold value.
After the threshold value of the rotation speed of the driving wheel is obtained through calculation, the processing module 11 (or the threshold value of the rotation speed of the motor) may calculate the threshold value R of the minimum rotation speed of the motor of the vehicle by using the pre-stored transmission ratio and the threshold value of the rotation speed of the driving wheel of the vehicle min . The calculation can be seen in the following formula:
R min ＝R 0 ·i (2)
in the formula (2), R min The minimum rotating speed threshold value of a motor of the vehicle is indicated;
R 0 indicating a driving wheel rotating speed threshold value in a formula (1);
i refers to a pre-stored gear ratio of the vehicle, which is well known to those skilled in the art.
In step 140, it may include:
when the current actual rotating speed of the driving motor 17 is greater than or equal to the motor minimum rotating speed threshold value, determining that the target control mode is the torque control mode;
and when the current actual rotating speed of the driving motor 17 is smaller than the motor minimum rotating speed threshold value, determining that the target control mode is the rotating speed control mode.
In this embodiment, the processing module 11 may compare the current actual rotation speed of the driving motor 17 with the minimum threshold value of the rotation speed of the driving motor, so as to determine that the target control mode of the driving motor 17 is the torque control mode or the rotation speed control mode. In this way, the selection of the control mode of the drive motor 17 can be achieved without acquiring/calibrating the road adhesion coefficient.
It should be noted that the torque control mode and the rotation speed control mode are conventional control modes of the vehicle drive motor 17. For example, in the torque control mode, the driving motor 17 may constantly maintain the output torque, and the speed is reduced or even locked. In the rotational speed control mode, it may be to maintain a constant rotational speed output; the torque is increased or decreased, the speed can be kept constant, and a large torque can be output by increasing the current.
As an alternative implementation, step 150 may include:
when the target control mode is the torque control mode, determining a current first target energy recovery torque of the vehicle according to a first parameter set acquired by the vehicle and a first preset algorithm;
and controlling the driving motor 17 to recover energy according to the first target energy recovery torque.
The first set of parameters may include, but is not limited to, a battery remaining capacity of the vehicle, a battery charging power limit, a motor recovery capability parameter, and the like. The first predetermined algorithm is a conventional algorithm for calculating the energy recovery torque, and is well known to those skilled in the art and will not be described herein.
Understandably, the processing module 11 may calculate a current target energy recovery torque of the vehicle as a first target energy recovery torque based on parameters such as the remaining battery capacity, the battery charging power limit, and the motor recovery capability parameter; then, the driving motor 17 is controlled to perform energy recovery by the first target energy recovery torque, so that vehicle energy recovery can be realized under the condition of avoiding anti-lock, energy recovery can be realized without depending on a road adhesion coefficient, and the calculation amount of the electronic equipment 10 in the energy recovery process can be reduced.
As an alternative implementation, step 150 may include:
and when the target control mode is the rotating speed control mode, controlling the driving motor 17 to recover energy according to the minimum rotating speed threshold value of the motor.
Understandably, the driving motor 17 is controlled to recover energy by the minimum rotating speed threshold value of the motor, so that the energy recovery of the vehicle can be realized under the condition of avoiding the occurrence of anti-lock, and the efficiency of energy recovery is improved. In step 150, the implementation manner related to controlling the driving motor 17 to perform energy recovery is well known to those skilled in the art, and will not be described herein.
As an optional implementation, the method may further include:
during the rotation speed control mode, determining a current motor energy recovery torque of the driving motor 17 and a second target energy recovery torque output by the vehicle control unit 13 of the vehicle according to a second parameter set and a second preset algorithm acquired by the vehicle;
when the current motor energy recovery torque is greater than or equal to the second target energy recovery torque, changing the target control mode of the driving motor 17 from the rotating speed control mode to the torque control mode, repeating the steps according to a first parameter set collected by the vehicle and a first preset algorithm, determining a current first target energy recovery torque of the vehicle, and controlling the driving motor 17 to recover energy according to the first target energy recovery torque;
when the current motor energy recovery torque is greater than or equal to 0 and less than the second target energy recovery torque, stopping the control of the driving motor 17, and the driving motor 17 freely rotates along with the wheels of the vehicle;
and when the current motor energy recovery torque is less than 0, maintaining the target control mode as the rotating speed control mode.
Understandably, when the driving motor 17 of the vehicle is operated in the rotation speed control mode, the current motor energy recovery torque of the driving motor 17 and the second target energy recovery torque output by the vehicle control unit 13 need to be continuously detected and compared to determine whether to change the control mode of the driving motor 17.
For example, if the energy recovery torque of the front motor is greater than or equal to the second target energy recovery torque, which indicates that the vehicle is out of the dragging condition, the driving motor 17 may resume the torque control mode, and at this time, the energy may be recovered again in the energy recovery mode corresponding to the torque control mode.
If the current motor energy recovery torque is greater than or equal to 0 and smaller than the second target energy recovery torque, it indicates that the wheels still have a tendency of locking, but the energy recovery torque of the driving motor 17 is no longer the cause of dragging of the current wheels, so that at this time, only real-time measurement of the actual rotation speed of the driving motor 17 can be ensured, the driving motor 17 does not need to be controlled, and at this time, the driving motor 17 freely rotates along with the wheels.
If the current motor energy recovery torque is smaller than 0, it indicates that the driving motor 17 is still in the energy recovery mode, and at this time, the driving motor 17 needs to be kept in the rotation speed control mode.
The second parameter set may include, but is not limited to, actual output rotation speed of the driving motor 17, each phase current of the driving motor 17, and the like.
The second preset algorithm is similar to the first preset algorithm, and the second preset algorithm is a conventional algorithm capable of calculating the current motor energy recovery torque and the second target energy recovery torque output by the vehicle control unit 13 according to the equal parameters, and the implementation of the algorithm is not described herein again.
As an optional implementation, the method may further include:
during the period of stopping controlling the driving motor 17, if the current actual rotating speed of the driving motor 17 is greater than or equal to the motor minimum rotating speed threshold value, controlling the driving motor 17 to enter the rotating speed control mode;
and if the current actual rotating speed of the driving motor 17 is less than the motor minimum rotating speed threshold value, continuing to stop controlling the driving motor 17.
Understandably, if the current actual rotation speed of the driving motor 17 is greater than or equal to the motor minimum rotation speed threshold value, which indicates that the vehicle has been disengaged from the hydraulic brake, or the vehicle is in a dragging or locking condition caused by other systems, at this time, the motor controller 14 may control the driving motor 17 to re-enter the rotation speed control mode, and restart the energy recovery.
If the current actual rotation speed of the driving motor 17 is less than the minimum rotation speed threshold value of the motor, it indicates that the vehicle still has a tendency of locking, and at this time, the driving motor 17 does not need to be controlled, that is, the driving motor 17 will freely rotate along with the wheels.
In order to facilitate understanding of the implementation flow of the method, the flow of the two target control modes will be exemplarily described below based on fig. 3. After determining the minimum rotation speed threshold value of the motor, the energy recovery control method may include the following steps to implement energy recovery in the torque control mode and the rotation speed control mode, respectively. An example of the steps is as follows:
step 210, the anti-dragging module receives the minimum rotating speed threshold value of the motor calculated by the motor rotating speed threshold calculation module, and the current actual rotating speed of the driving motor 17 is measured by the motor controller 14;
step 220, comparing whether the current actual rotating speed is less than the minimum rotating speed threshold value of the motor, judging whether the wheels are dragged (have a locking trend), and further judging a target control mode of the driving motor 17;
if the current actual rotating speed is smaller than the minimum rotating speed threshold value of the motor, determining that the energy recovery torque of the driving motor 17 is too large, the wheels are dragged and have a locking trend, and entering step 231 (adopting a rotating speed control mode); if the current actual rotating speed is greater than or equal to the minimum rotating speed threshold value of the motor, determining that the vehicle is not dragged, and entering a step 241 (adopting a torque control mode);
step 231, requesting the motor controller 14 to control the driving motor 17 in a rotation speed control mode;
step 232, the motor controller 14 performs closed-loop control on the rotation speed of the driving motor 17 based on the minimum rotation speed threshold value of the motor; the implementation manner of the closed-loop control is conventional means, which is not described herein again;
step 233, the motor controller 14 determines the current motor energy recovery torque of the driving motor 17 and the (second) target energy recovery torque output by the vehicle controller 13 according to the current actual rotation speed of the driving motor 17 and the parameter sets of the phase currents of the driving motor 17, and compares the current motor energy recovery torque and the (second) target energy recovery torque, wherein the method for determining the current motor energy recovery torque and the (second) target energy recovery torque is a conventional method and is not described herein again;
the target energy recovery torque in the torque control mode is the first target energy recovery torque. The first target energy recovery torque and the second target energy recovery torque may have the same value, except that the first target energy recovery torque may be used as a control input to the drive motor. The second target energy recovery torque is not used as a direct control target but is used as a judgment input condition for detecting whether the drive motor exits the rotation speed control mode.
Step 234, detecting whether the current motor energy recovery torque reaches the request torque of the vehicle control unit 13; if the current motor energy recovery torque is greater than or equal to the (second) target energy recovery torque of the vehicle control unit 13, determining that the vehicle is separated from the dragging working condition, and entering a step 241 (adopting a torque control mode); if the current motor energy recovery torque is smaller than the (second) target energy recovery torque of the vehicle control unit 13, entering step 235;
step 235, whether the current motor energy recovery torque is smaller than 0; if yes, determining that the driving motor 17 is still in the energy recovery mode, controlling the driving motor 17 to continue to be kept in the rotating speed control mode by the motor controller 14, and repeating the steps 231 to 234; if not, determining that the wheels still have the locking tendency, but the energy recovery torque of the driving motor 17 is no longer the reason for the current wheel dragging, and going to step 236;
step 236, the motor controller 14 stops controlling and drives the motor 17 to rotate freely with the wheel;
step 237, the motor controller 14 measures the current actual rotational speed of the drive motor 17;
step 238, judging whether the current actual rotating speed of the driving motor 17 is greater than the motor minimum rotating speed threshold value; if so, that is, the vehicle is released from the hydraulic brake, or the vehicle is in a dragging or locking condition caused by other systems, at this time, the motor controller 14 may control the driving motor 17 to enter the rotation speed control mode again, and start energy recovery again, that is, return to step 231 to execute the corresponding step again. (ii) a If not, it indicates that the vehicle still has a tendency to lock, and the process returns to step 236, that is, at this time, the driving motor 17 does not need to be controlled, and the driving motor 17 will freely rotate along with the wheels.
Step 241, requesting the motor controller 14 to control the driving motor 17 in a torque control mode;
step 242, the motor controller 14 controls the driving motor 17 to recover energy according to the target energy recovery torque of the vehicle control unit 13;
in step 243, the current actual rotation speed of the driving motor 17 is detected, and after the current actual rotation speed is detected, the process may return to step 220 to enter the next detection control flow again.
Based on above-mentioned design, be favorable to improving in the energy recuperation process, because of retrieving the too big problem that leads to the wheel locking of moment of torsion. In addition, in the energy recovery process, the calculation is not required to be carried out depending on the road adhesion coefficient, so that the calculation complexity of the energy recovery is facilitated to be simplified, and the calculation amount is reduced.
Referring to fig. 4, the present application further provides an energy recovery control apparatus 300, which may include a first obtaining unit 310, a second obtaining unit 320, a first determining unit 330, a second determining unit 340, and a recovery control unit 350. The functions that each unit has may be as follows:
a first acquisition unit 310 for acquiring brake hydraulic pressure information of the vehicle;
a second obtaining unit 320, configured to obtain a pre-stored first slip rate threshold value when the braking hydraulic information indicates that the vehicle is in a hydraulic braking state, or obtain a pre-stored second slip rate threshold value when the braking hydraulic information indicates that the vehicle is not in the hydraulic braking state, where the first slip rate threshold value is smaller than the second slip rate threshold value, and the second slip rate threshold value corresponds to an ABS slip rate threshold value of the vehicle;
a first determining unit 330, configured to determine a minimum rotational speed threshold of a motor of the vehicle according to a transmission ratio pre-stored in the vehicle and the first slip ratio threshold, or according to the transmission ratio and the second slip ratio threshold;
a second determining unit 340, configured to determine a target control mode of the driving motor 17 according to the current actual rotation speed of the driving motor 17 of the vehicle and the motor minimum rotation speed threshold value, where the target control mode includes a torque control mode or a rotation speed control mode;
and a recovery control unit 350, configured to control the driving motor 17 to recover energy according to the target control mode.
Optionally, the recycling control unit 350 may also be configured to:
when the target control mode is the torque control mode, determining a current first target energy recovery torque of the vehicle according to a first parameter set acquired by the vehicle and a first preset algorithm;
and controlling the driving motor 17 to recover energy according to the first target energy recovery torque.
Optionally, the recovery control unit 350 may be further configured to control the driving motor 17 to recover energy according to the minimum motor rotation threshold when the target control mode is the rotation speed control mode.
Alternatively, the energy recovery control device 300 may further include a third determination unit and a mode control unit.
A third determining unit, configured to determine, during the rotation speed control mode, a current motor energy recovery torque of the driving motor 17 and a second target energy recovery torque output by the vehicle controller 13 of the vehicle according to a second parameter set and a second preset algorithm acquired by the vehicle;
when the current motor energy recovery torque is greater than or equal to the second target energy recovery torque, the mode control unit may be configured to change the target control mode of the driving motor 17 from the rotation speed control mode to the torque control mode, and repeat the steps of determining a current first target energy recovery torque of the vehicle according to a first parameter set collected by the vehicle and a first preset algorithm, and controlling the driving motor 17 to perform energy recovery according to the first target energy recovery torque;
when the current motor energy recovery torque is greater than or equal to 0 and less than the second target energy recovery torque, the mode control unit may be further configured to stop the control of the driving motor 17, where the driving motor 17 freely rotates with the wheels of the vehicle;
the mode control unit may be further configured to maintain the target control mode as the rotational speed control mode when the current motor energy recovery torque is less than 0.
Optionally, the mode control unit may be further configured to:
during the period of stopping controlling the driving motor 17, if the current actual rotating speed of the driving motor 17 is greater than or equal to the motor minimum rotating speed threshold value, controlling the driving motor 17 to enter the rotating speed control mode;
and if the current actual rotating speed of the driving motor 17 is less than the motor minimum rotating speed threshold value, continuing to stop controlling the driving motor 17.
Optionally, the first determining unit 330 may be further configured to: determining a threshold value of the rotating speed of a driving wheel of the vehicle according to the first slip rate threshold value or the second slip rate threshold value; and determining the minimum rotating speed threshold value of the motor of the vehicle according to the prestored transmission ratio of the vehicle and the rotating speed threshold value of the driving wheel.
Optionally, the second determining unit 340 may be further configured to: when the current actual rotating speed of the driving motor 17 is greater than or equal to the motor minimum rotating speed threshold value, determining that the target control mode is the torque control mode; and when the current actual rotating speed of the driving motor 17 is smaller than the motor minimum rotating speed threshold value, determining that the target control mode is the rotating speed control mode.
In this embodiment, the processing module 11 may be an integrated circuit chip having signal code processing capability. The processing module 11 may be a general-purpose processor. For example, the processor may be a Central Processing Unit (CPU), a Digital Signal code processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic device, discrete hardware component, and may implement or execute the methods, steps, and logic blocks disclosed in the embodiments of the present Application.
The memory module 12 may be, but is not limited to, a random access memory, a read only memory, a programmable read only memory, an erasable programmable read only memory, an electrically erasable programmable read only memory, and the like. In the present embodiment, the storage module 12 may be configured to store a first slip rate threshold value, a second slip rate threshold value, a transmission ratio, and the like. Of course, the storage module 12 may also be used to store a program, and the processing module 11 executes the program after receiving the execution instruction.
It should be clearly understood by those skilled in the art that, for convenience and simplicity of description, reference may be made to the corresponding processes of the steps in the foregoing method for the specific working processes of the electronic device 10 and the energy recovery control device 300 described above, and redundant description is not repeated here.
The embodiment of the present application also provides a vehicle, which may include a vehicle body and the electronic device 10 in the above embodiment. The electronic apparatus 10 is disposed on a vehicle body. Understandably, the vehicle may be an electric vehicle, or a hybrid vehicle. The type of vehicle is not particularly limited herein. Hybrid power is understood to be the power source of a vehicle, which is obtained by mixing electric energy and other energy sources (such as fuel oil, natural gas and the like).
The embodiment of the application also provides a computer readable storage medium. The computer-readable storage medium has stored therein a computer program that, when run on a computer, causes the computer to execute the energy recovery control method as in the above-described embodiments.
From the above description of the embodiments, it is clear to those skilled in the art that the present application can be implemented by hardware, or by software plus a necessary general hardware platform, and based on such understanding, the technical solution of the present application can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a usb disk, a removable hard disk, etc.), and includes several instructions to enable a computer device (which can be a personal computer, an electronic device, or a network device, etc.) to execute the method described in the embodiments of the present application.
In summary, the present application provides an energy recovery control method, an energy recovery control device, an electronic apparatus, a vehicle, and a storage medium. In the scheme, the vehicle is judged to be in a hydraulic braking state by acquiring braking hydraulic information of the vehicle, and when the vehicle is in the hydraulic braking state, a minimum rotating speed threshold value of a motor of the vehicle is determined by utilizing a first slip rate threshold value and a transmission ratio prestored in the vehicle; or when the vehicle is not in the hydraulic braking state, determining the minimum rotating speed threshold value of the motor of the vehicle by using the second slip rate threshold value and the transmission ratio prestored in the vehicle. And calculating a minimum rotating speed threshold value of the motor based on the transmission ratio, the first slip ratio threshold value and the second slip ratio threshold value. And determining to control the driving motor to operate in a torque control mode or a rotating speed control mode as a target control mode by combining the current actual rotating speed of the driving motor and a corresponding motor minimum rotating speed threshold value, and recovering energy. The second slip rate threshold value corresponds to the ABS slip rate threshold value of the vehicle, and the first slip rate threshold value is smaller than the second slip rate threshold value, so that the problem of wheel locking caused by overlarge recovery torque is favorably solved in the energy recovery process. In addition, in the energy recovery process, the calculation is carried out without depending on the road adhesion coefficient, so that the calculation complexity of energy recovery is simplified, and the calculation amount is reduced.
In the embodiments provided in the present application, it should be understood that the disclosed apparatus, system, and method may be implemented in other ways. The apparatus, system, and method embodiments described above are illustrative only, as the flowcharts and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present application. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions. In addition, functional modules in the embodiments of the present application may be integrated together to form an independent part, or each module may exist alone, or two or more modules may be integrated to form an independent part.
The above description is only an example of the present application and is not intended to limit the scope of the present application, and various modifications and changes may be made to the present application by those skilled in the art. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims (13)

1. An energy recovery control method, characterized in that the method comprises:
obtaining brake hydraulic pressure information of a vehicle;
when the brake hydraulic pressure information indicates that the vehicle is in a hydraulic braking state, acquiring a prestored first slip rate threshold value, or when the brake hydraulic pressure information indicates that the vehicle is not in the hydraulic braking state, acquiring a prestored second slip rate threshold value, wherein the first slip rate threshold value is smaller than the second slip rate threshold value, and the second slip rate threshold value corresponds to an ABS slip rate threshold value of the vehicle;
determining a minimum rotating speed threshold value of a motor of the vehicle according to a transmission ratio prestored in the vehicle and the first slip rate threshold value, or according to the transmission ratio and the second slip rate threshold value;
determining a target control mode of a driving motor of the vehicle according to the current actual rotating speed of the driving motor and the minimum rotating speed threshold value of the motor, wherein the target control mode comprises a torque control mode or a rotating speed control mode;
and controlling the driving motor to recover energy according to the target control mode.
2. The method of claim 1, wherein controlling the drive motor for energy recovery according to the target control mode comprises:
when the target control mode is the torque control mode, determining a current first target energy recovery torque of the vehicle according to a first parameter set acquired by the vehicle and a first preset algorithm;
and controlling the driving motor to recover energy according to the first target energy recovery torque.
3. The method of claim 1, wherein controlling the drive motor for energy recovery according to the target control mode comprises:
and when the target control mode is the rotating speed control mode, controlling the driving motor to recover energy according to the minimum rotating speed threshold value of the motor.
4. The method of claim 3, further comprising:
during the rotation speed control mode, determining the current motor energy recovery torque of the driving motor and a second target energy recovery torque output by a vehicle control unit of the vehicle according to a second parameter set acquired by the vehicle and a second preset algorithm;
when the current motor energy recovery torque is larger than or equal to the second target energy recovery torque, controlling the target control mode of the driving motor to be changed from the rotating speed control mode to the torque control mode, repeating the steps, determining a current first target energy recovery torque of the vehicle according to a first parameter set acquired by the vehicle and a first preset algorithm, and controlling the driving motor to recover energy according to the first target energy recovery torque;
when the current motor energy recovery torque is greater than or equal to 0 and smaller than the second target energy recovery torque, stopping controlling the driving motor, wherein the driving motor freely rotates along with wheels of the vehicle;
and when the current motor energy recovery torque is less than 0, maintaining the target control mode as the rotating speed control mode.
5. The method of claim 4, further comprising:
during the period of stopping controlling the driving motor, if the current actual rotating speed of the driving motor is greater than or equal to the motor minimum rotating speed threshold value, controlling the driving motor to enter the rotating speed control mode;
and if the current actual rotating speed of the driving motor is less than the motor minimum rotating speed threshold value, continuing to stop controlling the driving motor.
6. The method of claim 1, wherein determining the target control mode for the drive motor of the vehicle based on the current actual speed of the drive motor and the motor minimum speed threshold comprises:
when the current actual rotating speed of the driving motor is greater than or equal to the motor minimum rotating speed threshold value, determining that the target control mode is the torque control mode;
and when the current actual rotating speed of the driving motor is smaller than the motor minimum rotating speed threshold value, determining that the target control mode is the rotating speed control mode.
7. The method of claim 1, wherein determining a motor minimum rotation threshold value for the vehicle based on a pre-stored gear ratio for the vehicle, the first slip ratio threshold value, or based on the gear ratio, the second slip ratio threshold value comprises:
determining a threshold value of the rotating speed of the driving wheel of the vehicle according to the first slip rate threshold value or the second slip rate threshold value;
and determining the minimum rotating speed threshold value of the motor of the vehicle according to the prestored transmission ratio of the vehicle and the rotating speed threshold value of the driving wheel.
8. An energy recovery control device, characterized in that the device comprises:
a first acquisition unit configured to acquire brake hydraulic pressure information of a vehicle;
a second obtaining unit, configured to obtain a pre-stored first slip rate threshold value when the braking hydraulic information indicates that the vehicle is in a hydraulic braking state, or obtain a pre-stored second slip rate threshold value when the braking hydraulic information indicates that the vehicle is not in the hydraulic braking state, where the first slip rate threshold value is smaller than the second slip rate threshold value, and the second slip rate threshold value corresponds to an ABS slip rate threshold value of the vehicle;
the first determining unit is used for determining a minimum rotating speed threshold value of a motor of the vehicle according to a transmission ratio prestored in the vehicle and the first slip rate threshold value, or according to the transmission ratio and the second slip rate threshold value;
the second determining unit is used for determining a target control mode of a driving motor of the vehicle according to the current actual rotating speed of the driving motor and the minimum rotating speed threshold value of the motor, wherein the target control mode comprises a torque control mode or a rotating speed control mode;
and the recovery control unit is used for controlling the driving motor to recover energy according to the target control mode.
9. The apparatus of claim 8, wherein the recovery control unit is further configured to:
when the target control mode is the torque control mode, determining a current first target energy recovery torque of the vehicle according to a first parameter set acquired by the vehicle and a first preset algorithm;
and controlling the driving motor to recover energy according to the first target energy recovery torque.
10. The apparatus of claim 8, wherein the recovery control unit is further configured to control the driving motor to recover energy according to the minimum threshold of the motor speed when the target control mode is the speed control mode.
11. An electronic device, characterized in that the electronic device comprises a processor and a memory coupled to each other, in which memory a computer program is stored which, when executed by the processor, causes the electronic device to carry out the method according to any one of claims 1-7.
12. A vehicle characterized by comprising a vehicle body and the electronic apparatus according to claim 11, the electronic apparatus being provided on the vehicle body.
13. A computer-readable storage medium, in which a computer program is stored which, when run on a computer, causes the computer to carry out the method according to any one of claims 1-7.
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CN111731105A (en) * 2019-03-25 2020-10-02 长城汽车股份有限公司 Vehicle anti-lock energy recovery control method and device

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5476310A (en) * 1993-05-14 1995-12-19 Hitachi, Ltd. Braking apparatus for electric vehicle
US20020013194A1 (en) * 2000-07-21 2002-01-31 Honda Giken Kogyo Kabushiki Kaisha Driving force control system for front-and-rear wheel drive vehicles
CN101524995A (en) * 2009-04-09 2009-09-09 吉林大学 Hybrid power car braking coordinated control system and control method thereof
CN104816716A (en) * 2014-01-31 2015-08-05 日立汽车***株式会社 Brake control device
CN111731105A (en) * 2019-03-25 2020-10-02 长城汽车股份有限公司 Vehicle anti-lock energy recovery control method and device

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