A method, device, system, and vehicle for controlling regenerative braking torque in a vehicle.

Abstract

This application provides a control method for regenerative torque in a vehicle with one-pedal mode. In one-pedal mode regenerative braking, the control method includes step S11: continuously acquiring the throttle opening value, the time corresponding to the acquired opening value, the state of the traction control system, and the target regenerative torque; step S12: when the throttle opening increases and the increase in throttle opening exceeds a preset opening threshold within a preset time, step S13 or S14 is executed according to the state of the traction control system; step S13: when the traction control system is in an inactive state, the target regenerative torque is corrected, and the corrected target regenerative torque is less than the target regenerative torque but greater than 0; step S14: when the traction control system is in an active state, the target regenerative torque is set to 0. This application also provides a regenerative torque control device, system, and computer program product for a one-pedal mode vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more particularly to methods, apparatus and systems for controlling regenerative torque of a vehicle during braking in one-pedal mode, as well as computer instruction sequences and vehicles. Background Technology

[0002] Based on the characteristic of drive motors combining the features of generators and electric motors, some electric vehicles feature a one-pedal control mode, which controls vehicle acceleration and deceleration by adjusting the throttle opening. In one-pedal mode, when the accelerator pedal is released and the throttle opening decreases, the drive motor performs energy recovery at a higher power, applying regenerative torque to the vehicle's drive wheels to quickly decelerate and achieve braking. However, during regenerative braking in one-pedal mode—that is, as the driver releases the accelerator pedal and the throttle opening decreases—the driver may, for some reason (such as road bumps or accidental operation), press the accelerator pedal again, increasing the throttle opening. This is equivalent to a sudden acceleration during braking. In this situation, the driver will usually immediately adjust and release the accelerator pedal to continue braking. Since the vehicle's regenerative torque is directly related to the throttle opening, abnormal changes in the throttle opening will cause vehicle vibration and jerking, affecting the comfort of the occupants.

[0003] Therefore, it is necessary to provide improved technical solutions to overcome the technical problems existing in the prior art. Summary of the Invention

[0004] The purpose of this application is to provide a method for controlling the regenerative torque of a vehicle in a single-pedal mode, which adjusts the regenerative torque of the vehicle when the accelerator pedal is accidentally pressed during vehicle braking, so that the vehicle body remains as stable as possible and the driving experience is improved.

[0005] To achieve the above objectives, this application first provides a method for controlling regenerative torque in a vehicle. The vehicle has a one-pedal mode. During regenerative braking in the one-pedal mode, the control method includes: Step S11: continuously acquiring the throttle opening value, the time corresponding to the acquired throttle opening value, the state of the traction control system, and the target regenerative torque; Step S12: when the throttle opening increases and the increase in throttle opening exceeds a preset opening threshold within a preset time, executing step S13 or S14 according to the state of the traction control system; Step S13: when the vehicle's traction control system is in an unactivated state, correcting the target regenerative torque, and obtaining a corrected target regenerative torque that is less than the target regenerative torque; Step S14: when the vehicle's traction control system is in an activated state, setting the target regenerative torque to 0.

[0006] This application also provides a control device for regenerative torque in a one-pedal mode vehicle. The control device is configured to adjust the target regenerative braking torque of the vehicle during one-pedal mode regenerative braking. The control device includes an acquisition module 110 and a correction module 120 connected in communication. The acquisition module 110 is configured to continuously acquire the throttle opening value, the time corresponding to the acquired throttle opening value, the state of the traction control system, and the target regenerative torque. The correction module 120 is configured to: correct the target regenerative torque when the throttle opening increases and the increase in throttle opening exceeds a preset opening threshold within a preset time, and when the traction control system of the vehicle is in an inactive state; and when the throttle opening increases and the increase in throttle opening exceeds a preset opening threshold within a preset time, and when the traction control system of the vehicle is in an active state, set the target regenerative torque to 0.

[0007] This application also provides a computer program product comprising a sequence of computer instructions, which, when executed, can run the vehicle regenerative torque control method described above on the control device for regenerative torque of a one-pedal mode vehicle as described above.

[0008] This application also provides a control system for regenerative torque of a vehicle in one-pedal mode. The control system adjusts the target regenerative braking torque of the vehicle during one-pedal mode regenerative braking. The control system includes: a control device 100 for regenerative torque of a vehicle in one-pedal mode as described above; a signal detection unit 200 for detecting the driving state of the vehicle during regenerative braking; and a drive motor 300 for generating driving force and acting as a generator to generate electrical energy during regenerative braking. The acquisition module 110 of the control device 100 is communicatively connected to the signal detection unit 200, and the correction module 120 of the control device 100 is communicatively connected to the drive motor 300. The control device 100 corrects the target regenerative torque of the vehicle based on the driving state information detected by the signal detection unit 200 during regenerative braking, and applies the corrected target regenerative torque to the drive motor 300 when the vehicle brakes.

[0009] According to this application, during vehicle braking in one-pedal mode, based on the detected throttle opening information and the vehicle's current target regenerative torque, and when the vehicle's traction control system does not intervene in vehicle stability control, the vehicle's target regenerative torque is corrected to ensure that the vehicle can maintain relatively smooth and stable deceleration even when the accelerator pedal is accidentally and abruptly pressed. This optimizes the vehicle's one-pedal function and improves the driving experience. At the same time, correcting the target regenerative torque ensures that the motor remains in a power recovery state even when the accelerator pedal is accidentally and abruptly pressed (without being rapidly switched to engine mode), which is beneficial for extending the motor's lifespan.

[0010] To further understand the features and technical content of this application, please refer to the following detailed description and drawings of this application. However, the drawings are for reference and illustration only and are not intended to limit this application. Attached Figure Description

[0011] This application will be more fully understood by referring to the following detailed description of specific embodiments in conjunction with the accompanying drawings, in which the same reference numerals refer to the same elements. Wherein:

[0012] Figure 1a A flowchart is shown of a method for controlling regenerative torque in a one-pedal mode vehicle according to an embodiment of the present invention;

[0013] Figure 1b A flowchart is shown of a method for controlling regenerative torque in a one-pedal mode vehicle according to yet another embodiment of the present invention;

[0014] Figure 1c A flowchart is shown of a method for controlling regenerative torque in a one-pedal mode vehicle according to another embodiment of the present invention;

[0015] Figure 2 A schematic diagram illustrating the throttle opening variation according to an embodiment of the present invention is shown;

[0016] Figure 3 A schematic diagram of a control device for regenerative torque in a one-pedal mode vehicle according to an embodiment of the present invention;

[0017] Figure 4 A schematic diagram of the architecture of a regenerative torque control system for a one-pedal mode vehicle is shown according to an embodiment of the present invention. Detailed Implementation

[0018] The specific embodiments of this application will now be described in detail with reference to the accompanying drawings. In the drawings, the same reference numerals denote the same or corresponding technical features.

[0019] Figure 1aA flowchart of a method 10 for controlling regenerative torque in a one-pedal mode vehicle according to an embodiment of the present invention is shown. As shown in FIG1, method 10 includes the following steps:

[0020] Step S11: Continuously acquire the throttle opening value, the time corresponding to the acquired throttle opening value, the state of the traction control system, and the target regenerative torque;

[0021] Step S12: When the throttle opening increases and the increase in throttle opening is greater than a preset opening threshold within a time less than a preset time, step S13 or S14 is executed according to the state of the traction control system.

[0022] Step S13: When the traction control system of the vehicle is not activated, the target regenerative torque is corrected, and the corrected target regenerative torque is less than the target regenerative torque and greater than 0.

[0023] Step S14: When the vehicle's traction control system is in the activated state, set the target regenerative torque to 0.

[0024] According to the control method 10 of this embodiment, during vehicle braking in single-pedal mode, when the accelerator pedal is detected to be accidentally pressed, based on the detected throttle opening change information corresponding to the accidental pressing of the accelerator pedal, combined with the vehicle's current target regenerative torque, and without the vehicle's traction control system intervening in the control of vehicle stability, the vehicle's target regenerative torque is appropriately reduced by correction, so that the vehicle can still maintain a relatively smooth and stable deceleration when the accelerator pedal is accidentally pressed, thus optimizing the vehicle's single-pedal function and improving the driving experience.

[0025] The situation of the accelerator pedal being accidentally and suddenly pressed can be determined by observing the changes in throttle opening as described above. During normal braking, when the accelerator pedal is released, the throttle opening decreases accordingly. When the accelerator pedal is accidentally pressed, the throttle opening increases accordingly. Upon noticing this, the driver immediately releases the pedal to continue braking. In the process of "normal braking – accidental and sudden pressing of the accelerator pedal – resumption of braking," the throttle opening changes in a pattern of "decreasing – increasing – decreasing." Therefore, by detecting changes in throttle opening during braking, it is possible to determine whether the accelerator pedal has been accidentally and suddenly pressed. According to the control method 10 of this embodiment, in step S11, the throttle opening value and the time corresponding to the acquired opening value are continuously acquired; in step S12, the change in throttle opening is determined based on the acquired throttle opening value and the corresponding time. When the throttle opening increases and the increase in throttle opening is greater than a preset opening threshold within a time less than a preset time, it is determined that the accelerator pedal has been accidentally pressed abruptly, that is, an increase in throttle opening sufficient to affect vehicle braking has occurred within a sufficiently short time. It can be understood that when the throttle opening increases within a time less than a preset time... When the increase in throttle opening is less than the preset threshold, the change will not have a significant impact on vehicle braking. When the throttle opening increases and the increase is greater than the preset threshold, but the time taken to reach the increase is greater than or equal to the preset time, it indicates that the throttle pedal is not "suddenly pressed" but may be a conscious operation by the driver. When the increase in throttle opening does not reach the preset threshold within the preset time, it indicates that the change will not have a significant impact on vehicle braking. Therefore, such situations are not considered in the technical solution of this application. When it is determined in step S12 that the accelerator pedal has been accidentally pressed suddenly based on the change in throttle opening, it is further determined whether the vehicle's traction control system is activated under this situation. When it is determined that the traction control system is not activated based on the status of the traction control system obtained in step S11, the target regenerative torque of the motor obtained in step S11 is corrected as described above (i.e., step S13 is executed). When the traction control system is activated, the traction control system controls the vehicle body, and the target regenerative torque is set to 0 (i.e., step S14 is executed).

[0026] The aforementioned "preset opening threshold" used to determine the change in throttle opening can be a selected value within a range greater than 4%. Those skilled in the art should understand that the value range of throttle opening is 0-1. The aforementioned preset opening value and the preset opening threshold mentioned in other parts of this application document are greater than 4%, meaning greater than 4% and less than or equal to 1, which will not be elaborated further. The time required for the increase in throttle opening to reach a certain level should be less than the "preset time". The "preset time" can be a time period greater than 0 and less than 600ms, which can be pre-calibrated or set according to the specific conditions of the vehicle, which will not be elaborated further.

[0027] In this application, the accidental pressing and sudden contact of the accelerator pedal is equivalent to the vehicle being rapidly accelerated. Therefore, while considering the increase in throttle opening, it is also necessary to consider the time it takes for the throttle opening to reach that increase. That is, it is determined whether the accelerator pedal was suddenly pressed and then released (i.e., after the "accidental pressing and sudden contact", it was immediately adjusted to continue braking the vehicle) by judging whether the throttle opening reached a sufficient increase in a sufficiently short time, rather than the driver consciously and actively pressing and continuously accelerating.

[0028] Combination Figure 1b He Ru Figure 2 The diagram shown illustrates the throttle opening change in one embodiment. Step S12 of control method 10 includes steps 121 (not shown) and 122 (not shown). In step S121, the first time t1 at which the throttle opening begins to increase and the first throttle opening value ThrtP1 corresponding to the first time t1 are recorded. The second time t2 at which the throttle opening begins to decrease after the first time t1 and the second throttle opening value ThrtP2 corresponding to the second time t2 are recorded. The second throttle opening value ThrtP2 is greater than the first throttle opening value ThrtP1. In step S122, when the difference between the first time t1 and the second time t2 is less than the preset time, and the difference between the first throttle opening value ThrtP1 and the second throttle opening value ThrtP2 is greater than the preset opening threshold, it can be determined that the accelerator pedal has been accidentally pressed and abruptly touched, and step S13 or S14 is executed.

[0029] like Figure 2 As shown, t1 is the starting moment when the accelerator pedal is accidentally and abruptly pressed during braking, and the throttle opening begins to increase. At time t2, the driver realizes the misoperation and begins to release the accelerator pedal to restore braking. Therefore, at time t2, the throttle opening increases to its peak value and then decreases as the driver releases the accelerator pedal. From time t1 to time t2, the increase in throttle opening can be calculated by the difference between the throttle opening value ThrtP1 at time t1 and the throttle opening value ThrtP2 (peak value) at time t2. When the time length from time t1 to time t2 is sufficiently short (less than a preset time) and the increase in throttle opening is greater than a preset opening threshold within this time length, it can be determined that the accelerator pedal has been accidentally and abruptly pressed (i.e., pressed hard and then immediately released). The control method 10 of this application needs to adjust and control the regenerative torque to maintain vehicle stability. Here, the aforementioned sufficiently short time should be less than the "preset time," which can be set to, for example, 300ms.

[0030] In such Figure 1cIn another embodiment of this application, step S12 of control method 10 includes steps S121' and S122'. In step S121', the first moment when the throttle opening starts to increase and the first throttle opening value corresponding to the first moment are recorded; the second moment when the throttle opening starts to decrease after the first moment and the second throttle opening value corresponding to the second moment are recorded; and the third moment when the throttle opening decreases to the second throttle opening value after the second moment is recorded, wherein the second throttle opening value is greater than the first throttle opening value. In step S122', when the difference between the first moment and the third moment is less than the preset time, and the difference between the first throttle opening value and the second throttle opening value is greater than the preset opening threshold, it is determined that the accelerator pedal has been accidentally pressed, and step S13 or S14 is executed.

[0031] Please refer to this again. Figure 2 Starting from time t2, as the driver releases the accelerator pedal, the throttle opening begins to decrease. When the throttle opening decreases to the value corresponding to time t1, the time t3 is recorded. From time t1 to time t3, the increase in throttle opening can be calculated by the difference between the throttle opening value ThrtP1 at time t1 and the throttle opening value ThrtP2 (peak value) at time t2. When the time from time t1 to time t3 is sufficiently short (less than a preset time) and the increase in throttle opening is greater than a preset opening threshold within this time, it can be determined that the accelerator pedal has been accidentally and abruptly pressed (i.e., pressed hard and then immediately released). The control method 10 of this application needs to adjust and control the regenerative torque to maintain vehicle stability. Here, the time from t1 to t2 and the time from t2 to t3 can be the same or different; that is, the rate of increase and rate of decrease of throttle opening can be the same or different, depending on the driver's operation. The aforementioned sufficiently short time should be less than the "preset time", which can be set to, for example, 500ms.

[0032] Compared to the previous embodiment, which only considered the change in throttle opening from time t1 to time t2 (i.e., from when the accelerator pedal is accidentally pressed until when it is released), this embodiment also considers the change in throttle opening from time t2 to time t3 (i.e., from when the accelerator pedal is released until the throttle opening returns to the value at the beginning of the accidental press). This fully considers the process of the driver releasing the pedal after realizing the accidental press. Only when the accelerator pedal is released until the throttle opening value returns to time t1 and braking continues, is it considered that the driver's true intention is still to continue braking the vehicle, and the target regenerative torque is adjusted accordingly. Therefore, during the process of the driver realizing the accidental press and releasing the accelerator pedal, depending on the situation at the time, if the driver stops releasing the accelerator pedal at some point between t2 and t3, that is, the accelerator pedal is still being pressed compared to time t1, it can be considered that the driver has the intention to accelerate at this moment, the vehicle is accelerated accordingly, and regenerative braking is disengaged.

[0033] Understandably, the throttle opening value and the corresponding timing in the above steps can be obtained in the control steps through existing sensors, buffers, timers, counters, comparators, calculators, etc. in the vehicle system, and will not be elaborated further.

[0034] Traction control system, also known as a tracking system, addresses the issue of wheel slippage and potential loss of steering control when braking on slippery surfaces. Similarly, excessive tire traction during start-up or rapid acceleration can cause the drive wheels to slip, potentially leading to loss of control and dangerous situations on icy or snowy surfaces. Traction control systems utilize electronic sensors to detect when the driven wheels' speed is lower than that of the drive wheels. When this occurs, the system sends signals to adjust ignition timing, reduce throttle opening, decrease throttle, downshift, or brake the wheels, preventing slippage.

[0035] In this application, if the accelerator pedal is accidentally pressed and suddenly activated, it is equivalent to the vehicle being rapidly accelerated. When the traction force of the drive wheels is too large and meets the activation conditions of the traction control system, the vehicle's existing traction control system will be used to brake the vehicle, and the target regenerative torque of the motor will be set to 0. However, if the accelerator pedal is accidentally pressed and suddenly activated but is insufficient to activate the traction control system, the control method 10 of this application will correct the target regenerative torque to maintain vehicle stability.

[0036] The aforementioned "target regenerative torque" of the motor refers to the target regenerative torque that can be used for braking under the current braking condition, generated by the motor controller during vehicle braking based on changes in throttle opening (throttle opening decreases during braking), motor state of charge, and other vehicle state information related to power recovery. When the accelerator is accidentally pressed suddenly and the vehicle traction system is not activated, the correction of the motor's target regenerative torque, in addition to considering the increase in throttle opening, can also simultaneously acquire the vehicle's lateral acceleration and the actual regenerative torque applied to the vehicle's drive shaft in step S11; In step S13, adjusting the target regenerative torque includes: determining a correction coefficient for the vehicle's regenerative torque based on the target regenerative torque, the actual regenerative torque, the increase in throttle opening, and the lateral acceleration, wherein the correction coefficient is greater than 0 and less than 1, and the corrected target regenerative torque is equal to the product of the target regenerative torque and the correction coefficient. Here, "implemented regenerative torque" refers to the regenerative torque ultimately applied to the vehicle's drive shaft after the target regenerative torque of the motor is transmitted via signals and mechanical means during vehicle braking. Due to differences in system efficiency and tracking performance, the actual regenerative torque applied to the drive shaft (i.e., "implemented regenerative torque," which can be read by the motor controller) may be greater than or less than the target regenerative torque; that is, there is a certain difference between the "implemented regenerative torque" and the target regenerative torque. Furthermore, based on this difference (T)... Delta ), Throttle opening increase (ThrtP), lateral acceleration (a x The correction coefficient (k) is determined based on a preset mathematical model (Func), i.e., correction coefficient k = Func(T) Delta ,ThrtP,a x ), wherein the value of the correction coefficient (k) varies with the lateral acceleration (a) x The value decreases as the throttle opening increases, decreases as the increase in throttle opening (ThrtP) increases, and decreases as the difference (T) increases. Delta The value increases with the increase of the throttle opening. It should be noted that this application does not focus on how to determine the mathematical model. The mathematical model (Func) can, for example, directly adopt a model known in the art or a model already existing in any commercial mathematical calculation software, or obtain the correction coefficient by looking up a table based on the mapping relationship between the data. The aforementioned information on the increase of throttle opening, the target regenerative torque of the motor, the lateral acceleration, and the actual regenerative torque applied to the vehicle drive shaft, which characterize the real-time state of the vehicle, can most realistically and comprehensively reflect the stable state of the vehicle. The corrected target regenerative torque obtained after comprehensively considering this information to correct the target regenerative torque is more suitable for maintaining the stability of the vehicle body and maintaining the smooth braking of the vehicle when the accelerator pedal is accidentally pressed and suddenly touched.

[0037] The control method 10 of this application is executed once, which constitutes one control cycle. In the N control cycles of the control method, M correction coefficients can be generated, where N and M are both greater than or equal to 1, and M is less than or equal to N (i.e., within the N control cycles of the control method 10, the traction control system may be activated in a certain control cycle, in which case no correction coefficient is generated, therefore M is less than or equal to N); in step S13, the (M-1)th correction coefficient and its corresponding generation time t are recorded. M-1 So that the generation time t M The absolute value of the difference between the Mth correction coefficient and the (M-1)th correction coefficient is less than or equal to a preset coefficient threshold. The coefficient threshold can be preset or calibrated according to the specific conditions of the vehicle. For example, if the coefficient threshold is preset to 0.2, the absolute value of the difference between two adjacent correction coefficients should be less than or equal to 0.2. This makes the difference between the two adjacent corresponding correction target torques controllable, avoiding the difficulty in system response (signal control and mechanical control) caused by the large difference between the two adjacent correction target torques. This makes the change of regenerative torque applied to the vehicle drive shaft after correction smoother, which is more conducive to maintaining the stability of the vehicle body.

[0038] It is also understandable that, optionally, in step S13, the target regenerative torque is corrected as follows: M target regenerative torques are generated in N control cycles of the control method, wherein N and M are both greater than or equal to 1, and M is less than or equal to N (that is, within the N control cycles of the control method 10, the traction control system may be activated in a certain control cycle, so no correction coefficient is generated in this control cycle, therefore M is less than or equal to N); step S13 further includes: recording the (M-1)th target regenerative torque and its corresponding generation time t. M-1 So that the generation time t M The absolute value of the difference between the Mth correction target regenerated torque and the (M-1)th correction target regenerated torque is less than or equal to a preset torque threshold. The torque threshold can be preset or calibrated according to the specific conditions of the vehicle. For example, if the torque threshold is preset to 50 N*m, this also makes the difference between the two adjacent corresponding correction target torques controllable, avoiding the difficulty in system response (signal control and mechanical control) caused by the large difference between the two adjacent correction target torques. This makes the change of regenerated torque applied to the vehicle drive shaft after correction smoother, which is more conducive to maintaining the stability of the vehicle body.

[0039] It is understood that the number of control cycles, the generated correction coefficients, and / or the sequence number of the target regenerated torque in the above embodiments can all be realized and obtained through existing timers, counters, comparators, calculators, buffers, etc. in the vehicle system, and will not be described in detail here.

[0040] This application also provides a method such as Figure 3 The control device 100 for regenerative torque of a vehicle in one-pedal mode, as shown, is capable of implementing the control method 10 of the aforementioned embodiment. This control device 100 is configured to adjust the target regenerative braking torque of the vehicle during one-pedal mode regenerative braking. It includes an acquisition module 110 and a correction module 120 connected in communication. The acquisition module 110 is configured to continuously acquire the throttle opening value, the time corresponding to the acquired throttle opening value, the state of the traction control system, and the target regenerative torque; that is, the acquisition module 110 is configured to execute step S11 of the control method 10. The correction module 120 is configured to: determine the change in throttle opening based on the throttle opening value and the corresponding time acquired by the acquisition module 110; when the throttle opening... When the throttle opening increases and the increase in throttle opening is greater than a preset opening threshold within a preset time period, and when the vehicle's traction control system is in an inactive state, the target regenerative torque is corrected. The corrected target regenerative torque is less than the target regenerative torque and greater than 0. When the throttle opening increases and the increase in throttle opening is greater than a preset opening threshold within a preset time period, and when the vehicle's traction control system is in an active state, the target regenerative torque is set to 0. That is, the correction module 120 is configured to execute steps S12-S14 of control method 10.

[0041] Furthermore, the acquisition module 110 is also configured to acquire the lateral acceleration of the vehicle and the actual regenerative torque applied to the vehicle drive shaft; the correction module 120 is also configured to determine a correction coefficient for the vehicle regenerative torque based on the target regenerative torque, the actual regenerative torque, the throttle opening increase, and the lateral acceleration, wherein the correction coefficient is greater than 0 and less than 1, and the corrected target regenerative torque is equal to the product of the target regenerative torque and the correction coefficient.

[0042] Understandably, the throttle opening value and the corresponding time in the above embodiments can be obtained from the existing sensors, buffers, timers, counters, comparators, calculators, etc. in the vehicle system in the acquisition module 110 and / or correction module 120, and will not be described in detail here.

[0043] According to the control device 100 of this embodiment, during vehicle braking in single-pedal mode, when the accelerator pedal is accidentally pressed and suddenly touched, the correction module 120, based on the throttle opening change information corresponding to the accidental pressing and sudden touching of the accelerator pedal obtained by the acquisition module 110, and combined with the current target regenerative torque of the vehicle, appropriately reduces the target regenerative torque of the vehicle by correction, so that the vehicle can still maintain a relatively smooth and stable deceleration when the accelerator pedal is accidentally pressed and suddenly touched, thus optimizing the single-pedal function of the vehicle and improving the driving experience.

[0044] This application also provides a method such as Figure 4 The control system 1000 shown is for regenerative torque of a vehicle in one-pedal mode. The control system 1000 adjusts the target regenerative braking torque of the vehicle during one-pedal mode regenerative braking. It includes a control device 100 for regenerative torque of a vehicle in one-pedal mode as described in the previous embodiment, a signal detection unit 200 for detecting the driving state of the vehicle during regenerative braking, and a drive motor 300 for generating driving force and acting as a generator to generate electrical energy during regenerative braking. The acquisition module 110 of the control device 100 is communicatively connected to the signal detection unit 200, and the correction module 120 of the control device 100 is communicatively connected to the drive motor 300. The control device 100 corrects the target regenerative torque of the vehicle based on the driving state information detected by the signal detection unit 200 during regenerative braking, and the corrected target regenerative torque is generated by the drive motor 300 when the vehicle brakes.

[0045] This application also provides a computer program product comprising computer instructions, characterized in that, when the computer instructions are executed, the vehicle regenerative braking torque control method 100 described in yet another embodiment can be run on the regenerative torque control device 100 for a one-pedal mode vehicle as described in the previous embodiment. The technical solution of this application can be applied to vehicles with regenerative braking systems, such as electric vehicles, hybrid vehicles, plug-in hybrid vehicles, or fuel cell vehicles.

[0046] Those skilled in the art will understand that the various illustrative logic blocks, modules, circuits, and algorithmic steps described in connection with the aspects disclosed herein can be implemented as electronic hardware or a combination of hardware and software. The various illustrative components, blocks, modules, and circuits have been generally described above in terms of their functionality. Whether such functionality is implemented as hardware or a combination of hardware and software will depend on the specific application and the design constraints imposed on the overall system.

[0047] Those skilled in the art can implement the described functionality in different ways for specific applications; however, such implementation decisions should not be construed as causing a departure from the scope of this application.

[0048] The above specific embodiments are for illustrative purposes only and are not intended to limit the scope of this application. Various changes and modifications can be made by those skilled in the art without departing from the scope of this application; therefore, all equivalent technical solutions also fall within the scope of this application, and the patent protection scope of this application should be defined by the claims.

Claims

1. A method for controlling regenerative torque in a vehicle with a one-pedal mode, the vehicle having a one-pedal mode, characterized in that, During the single-pedal mode regenerative braking process of the vehicle, the control method includes: Step S11: Continuously acquire the throttle opening value, the time corresponding to the acquired throttle opening value, the state of the traction control system, and the target regenerative torque; Step S12: Determine the change in throttle opening based on the throttle opening value and the corresponding time. When the throttle opening increases and the increase in throttle opening is greater than the preset opening threshold within a time less than a preset time, execute step S13 or S14 according to the state of the traction control system. Step S13: When the traction control system of the vehicle is not activated, the target regenerative torque is corrected, and the corrected target regenerative torque is less than the target regenerative torque and greater than 0. Step S14: When the vehicle's traction control system is in the activated state, the target regenerative torque is set to 0; wherein, Step S12 includes: Step S121: Record the first moment when the throttle opening starts to increase and the first throttle opening value corresponding to the first moment; record the second moment when the throttle opening starts to decrease after the first moment and the second throttle opening value corresponding to the second moment; the second throttle opening value is greater than the first throttle opening value. Step S122: When the difference between the first time and the second time is less than the preset time, and the difference between the first throttle opening value and the second throttle opening value is greater than the preset opening threshold, execute step S13 or S14.

2. The control method as described in claim 1, characterized in that, The step S121 further includes step S121': recording a third moment after the second moment when the throttle opening decreases to the first throttle opening value; Step S122 further includes step S122': when the difference between the first time and the third time is less than the preset time, and the difference between the first throttle opening value and the second throttle opening value is greater than the preset opening threshold, step S13 or S14 is executed.

3. The control method as described in claim 1, characterized in that, In step S12, the preset time is greater than 0 and less than 600ms, and the preset opening threshold is greater than 4%.

4. The control method according to any one of claims 1 to 3, characterized in that, In step S11, the lateral acceleration of the vehicle and the regenerative torque applied to the drive shaft of the vehicle are also obtained. In step S13, adjusting the target regenerative torque includes: determining a correction coefficient for the vehicle regenerative torque based on the target regenerative torque, the implemented regenerative torque, the increase in throttle opening, and the lateral acceleration. The correction coefficient is greater than 0 and less than 1, and the corrected target regenerative torque is equal to the product of the target regenerative torque and the correction coefficient.

5. The control method as described in claim 4, characterized in that, In step S13, the correction coefficient is determined based on a preset mathematical model using the difference between the target regeneration torque and the implemented regeneration torque, the increase in throttle opening, and the lateral acceleration. The value of the correction coefficient decreases as the value of the lateral acceleration increases, decreases as the increase in throttle opening increases, and increases as the difference increases.

6. The control method as described in claim 4, characterized in that, M correction coefficients are generated in N control cycles of the control method, where N and M are both greater than or equal to 1, and M is less than or equal to N; the step S13 further comprises: recording the Mth correction coefficient and the generation time t M-1 , such that the absolute value of the difference between the Mth correction coefficient and the (M-1)th correction coefficient corresponding to the generation time t M is less than or equal to a preset coefficient threshold.

7. The control method as described in claim 4, characterized in that, In the control method, M correction target regenerative torques are generated in N control cycles, where N and M are both greater than or equal to 1, and M is less than or equal to N; the step S13 further comprises: recording the Mth correction target regenerative torque and the generation time t M-1 , such that the absolute value of the difference between the Mth correction target regenerative torque and the (M-1)th correction target regenerative torque corresponding to the generation time t M is less than or equal to a preset torque threshold value.

8. A control device for regenerative torque in a one-pedal vehicle, which can be used to execute the control method for regenerative torque in a one-pedal vehicle as described in any one of claims 1-7, characterized in that, The control device is configured to adjust the target regenerative braking torque of the vehicle during single-pedal mode regenerative braking. The control device includes a communication-connected acquisition module (110) and a correction module (120), wherein... The acquisition module (110) is configured to continuously acquire the throttle opening value, the time corresponding to the acquired throttle opening value, the state of the traction control system, and the target regenerative torque; The correction module (120) is configured to: determine the change in throttle opening based on the throttle opening value and the corresponding time; when the throttle opening increases and the increase in throttle opening is greater than a preset opening threshold within a preset time, and when the vehicle's traction control system is in an unactivated state, correct the target regenerative torque, and the corrected target regenerative torque is less than the target regenerative torque; when the throttle opening increases and the increase in throttle opening is greater than a preset opening threshold within a preset time, and when the vehicle's traction control system is in an activated state, set the target regenerative torque to 0.

9. The control device as described in claim 8, characterized in that, The acquisition module (110) is also configured to acquire the lateral acceleration of the vehicle and the regenerative torque applied to the drive shaft of the vehicle; The correction module (120) is further configured to determine a correction coefficient for the vehicle regenerative torque based on the target regenerative torque, the implemented regenerative torque, the increase in throttle opening, and the lateral acceleration, wherein the correction coefficient is greater than 0 and less than 1, and the corrected target regenerative torque is equal to the product of the target regenerative torque and the correction coefficient.

10. A control system for regenerative torque in a one-pedal vehicle, characterized in that, The control system adjusts the target regenerative braking torque of the vehicle during single-pedal mode regenerative braking, including: The control device (100) for regenerative torque of a vehicle in one-pedal mode as described in claim 8 or 9. A signal detection unit (200) is used to detect the driving state of the vehicle during the regenerative braking process in the single-pedal mode, and includes a sensor unit; A drive motor (300) is used to generate driving force and to function as a generator to generate electrical energy while the vehicle is regeneratively braking. The acquisition module (110) of the control device (100) is communicatively connected to the signal detection unit (200), and the correction module (120) of the control device (100) is communicatively connected to the drive motor (300). The control device (100) corrects the target regenerative torque of the vehicle based on the driving state information detected by the signal detection unit (200) during the regenerative braking process, and the corrected target regenerative torque is generated by the drive motor (300) when the vehicle brakes.

11. A computer program product comprising computer instructions, characterized in that, When the computer instructions are executed, the vehicle regenerative braking torque control method as described in any one of claims 1 to 7 can be run on the regenerative torque control device for a single-pedal mode vehicle as described in claim 8 or 9.

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