Vehicle braking energy recovery method, system and vehicle

Abstract

The present disclosure provides a vehicle braking energy recovery method, system and vehicle, including: a planning control system acquires vehicle environment information and vehicle operation status information; analyzes and processes the vehicle environment information and the vehicle operation status information to obtain a desired deceleration; analyzes and processes the desired deceleration to obtain a braking distance of the vehicle; determines an electric bridge control instruction and a negative torque instruction based on the braking distance; and sends the electric bridge control instruction and the negative torque instruction to a power control system. The power control system receives the electric bridge control instruction and the negative torque instruction obtained by the planning control system; sends the electric bridge control instruction to a target electric bridge for electric bridge control; sends the negative torque instruction to a corresponding motor, and the motor performs vehicle braking control according to the negative torque instruction. The motor uses a generator working mode to convert the vehicle kinetic energy into electrical energy and stores it in a battery for braking energy recovery.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle control technology, and in particular to a vehicle braking energy recovery method, system and vehicle. Background Art

[0002] When the vehicle is braking or decelerating, the front axle motor or the rear axle motor can be used for braking energy recovery, or the front axle motor and the rear axle motor can be used together for braking energy recovery. However, during the process of braking energy recovery, the motor for braking energy recovery cannot be switched according to the specific scenario. Therefore, it will cause the problem of unreasonable system utilization.

[0003] In view of this, how to switch the vehicle's braking energy recovery mode in different scenarios has become an important research issue. Summary of the invention

[0004] In view of this, the purpose of the present disclosure is to propose a vehicle braking energy recovery method, system and vehicle to solve or partially solve the above technical problems.

[0005] Based on the above purpose, the first aspect of the present disclosure proposes a vehicle braking energy recovery method, which is applied to a planning control system. The method includes:

[0006] Obtain vehicle environment information and vehicle operation status information;

[0007] Analyzing and processing the vehicle environment information and the vehicle operation status information to obtain a desired deceleration;

[0008] Analyzing and processing the expected deceleration to obtain a braking distance of the vehicle;

[0009] determining an electric bridge control command and a negative torque command based on the braking distance;

[0010] The electric bridge control command and the negative torque command are sent to a power control system, so that the power control system performs braking energy recovery according to the electric bridge control command and the negative torque command.

[0011] Based on the same inventive concept, the second aspect of the present disclosure proposes a vehicle braking energy recovery method, which is applied to a power control system, and the method includes:

[0012] Receiving the electric bridge control instruction and the negative torque instruction obtained by the planning control system executing the vehicle braking energy recovery method described in the above embodiment;

[0013] Sending the bridge control instruction to the target bridge to control the bridge;

[0014] The negative torque command is sent to the corresponding motor, and the motor performs vehicle braking control according to the negative torque command. The motor uses a generator working mode to convert vehicle kinetic energy into electrical energy and stores it in a battery for braking energy recovery.

[0015] Based on the same inventive concept, the third aspect of the present disclosure proposes a planning control system, comprising:

[0016] An information acquisition module is configured to acquire vehicle environment information and vehicle operation status information;

[0017] An expected deceleration acquisition module is configured to analyze and process the vehicle environment information and the vehicle operation state information to obtain an expected deceleration;

[0018] a braking distance acquisition module, configured to analyze and process the expected deceleration to obtain a braking distance of the vehicle;

[0019] a command determination module configured to determine an electric bridge control command and a negative torque command based on the braking distance;

[0020] The instruction sending module is configured to send the electric bridge control instruction and the negative torque instruction to a power control system, so that the power control system performs braking energy recovery according to the electric bridge control instruction and the negative torque instruction.

[0021] Based on the same inventive concept, the fourth aspect of the present disclosure proposes a power control system, comprising:

[0022] An instruction receiving module is configured to receive an electric bridge control instruction and a negative torque instruction obtained by the planning control system executing the vehicle braking energy recovery method described in the above embodiment;

[0023] A bridge control module is configured to send the bridge control instruction to a target bridge to perform bridge control;

[0024] The braking control module is configured to send the negative torque command to the corresponding motor, and the motor performs vehicle braking control according to the negative torque command. The motor uses a generator working mode to convert the vehicle's kinetic energy into electrical energy and stores it in a battery for braking energy recovery.

[0025] Based on the same inventive concept, the fifth aspect of the present disclosure proposes an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method as described above when executing the computer program.

[0026] Based on the same inventive concept, the sixth aspect of the present disclosure proposes a non-transitory computer-readable storage medium, which stores computer instructions, and the computer instructions are used to enable a computer to execute the method as described above.

[0027] Based on the same inventive concept, the seventh aspect of the present disclosure provides a vehicle, including the planning control system described in the third aspect or the power control system described in the fourth aspect or the electronic device described in the fifth aspect or the storage medium described in the sixth aspect.

[0028] As can be seen from the above, the present disclosure provides a vehicle braking energy recovery method, system and vehicle, wherein the planning control system acquires vehicle environment information and vehicle operation status information; analyzes and processes the vehicle environment information and the vehicle operation status information to obtain the expected deceleration; analyzes and processes the expected deceleration to obtain the braking distance of the vehicle, so that the obtained braking distance is more accurate, and different braking distances correspond to different vehicle operation scenarios, thereby improving the accuracy of the vehicle operation scenario determination; based on the braking distance, the bridge control instruction and the negative torque instruction are determined, and the bridge control instruction and the negative torque instruction are determined according to the braking distance, so that these instructions are more in line with the characteristics of different operation scenarios, and can be accurately controlled based on these instructions; then, the bridge control instruction and the negative torque instruction are sent to the power control system, so that the power control system performs braking energy recovery according to the instructions; the power control system sends the bridge control instruction to the target bridge for bridge control, and sends the negative torque instruction to the corresponding motor, and the motor performs vehicle braking control according to the negative torque instruction, and the motor converts the vehicle kinetic energy into electrical energy in the generator working mode and stores it in the battery for braking energy recovery. Based on the solution implemented in the present application, the motor for braking energy recovery can be switched according to different operating scenarios to avoid the problem of unreasonable system utilization. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the technical solutions in the present disclosure or related technologies, the drawings required for use in the embodiments or related technical descriptions are briefly introduced below. Obviously, the drawings described below are only embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0030] Figure 1 A flow chart of a vehicle braking energy recovery method according to an embodiment of the present disclosure;

[0031] Figure 2 A flow chart of a vehicle braking energy recovery method according to another embodiment of the present disclosure;

[0032] Figure 3Ais a schematic diagram of an intelligent driving braking control method according to an embodiment of the present disclosure;

[0033] Figure 3B A schematic diagram of braking energy recovery according to an embodiment of the present disclosure;

[0034] Figure 4 A flowchart of a planning control system according to an embodiment of the present disclosure;

[0035] Figure 5 is a flow chart of a power control system according to an embodiment of the present disclosure;

[0036] Figure 6 It is a schematic diagram of the structure of an electronic device according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0037] In order to make the objectives, technical solutions and advantages of the present disclosure more clearly understood, the present disclosure is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0038] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present disclosure should be understood by people with ordinary skills in the field to which the present disclosure belongs. The "first", "second" and similar words used in the embodiments of the present disclosure do not indicate any order, quantity or importance, but are only used to distinguish different components. "Including" or "comprising" and similar words mean that the elements or objects appearing before the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0039] As mentioned above, how to switch the vehicle's braking energy recovery mode in different scenarios has become an important research issue.

[0040] Based on the above description, if Figure 1 As shown, the vehicle braking energy recovery method proposed in this embodiment is applied to a planning control system, and the method includes:

[0041] Step 101, obtaining vehicle environment information and vehicle operating status information.

[0042] During specific implementation, the planning and control system obtains vehicle environment information and vehicle operation status information. Among them, the planning and control system is also called intelligent driving trajectory planning and control system. The planning and control system can analyze and process data information to determine the vehicle's operation instructions. The vehicle environment information and the vehicle operation status information can be collected and obtained through sensors or perception fusion systems, and sent to the planning and control system. The vehicle environment information includes the relative speed and relative distance between the vehicle and the target object, and the target object includes the vehicle in front and obstacles; the vehicle operation status information includes the vehicle's acceleration, deceleration, constant speed and current speed.

[0043] Step 102: Analyze and process the vehicle environment information and the vehicle operation status information to obtain a desired deceleration.

[0044] In specific implementation, the relative distance and relative speed between the vehicle and other surrounding vehicles and objects are determined based on the vehicle environment information, and the expected speed required for the vehicle to avoid collision and achieve obstacle avoidance in the current braking scenario is determined by comprehensive analysis of the relative distance and relative speed. The current speed of the vehicle is determined based on the vehicle operation status information, wherein the current speed can also be obtained through the vehicle's IMU-inertial sensor. The planning control system determines the expected deceleration required by the vehicle in the current braking scenario by calculating the difference between the current speed and the expected speed of the vehicle.

[0045] In addition, the desired speed may also be determined by a user's presetting. Furthermore, the current speed of the vehicle is determined based on the vehicle's operating status information. The planning control system determines the desired deceleration required by the vehicle in the current braking scenario by performing a difference calculation between the current speed of the vehicle and the desired speed.

[0046] In some embodiments, step 102 includes:

[0047] Step 1021, determining the current speed of the vehicle in the vehicle running status information.

[0048] In a specific implementation, the vehicle operation status information includes the acceleration, deceleration, constant speed and current speed of the vehicle, etc., and the current speed of the vehicle is obtained from the vehicle operation status information. The current speed of the vehicle is determined according to the vehicle operation status information, wherein the current speed of the vehicle can also be obtained through the IMU-inertial sensor of the vehicle.

[0049] Step 1022, determining the relative distance between the vehicle and the target object in the vehicle environment information.

[0050] In a specific implementation, the vehicle environment information includes the relative speed and relative distance between the vehicle and the target object, and the target object includes the vehicle in front and obstacles. The relative distance between the vehicle and the target object is obtained from the vehicle environment information.

[0051] Step 1023: Analyze and process the current speed and the relative distance to obtain the expected speed required for vehicle braking.

[0052] In specific implementation, the relative distance and relative speed between the vehicle and other surrounding vehicles and objects are determined based on the current speed of the vehicle and combined with environmental information, and the desired speed required for the vehicle to avoid collision and achieve obstacle avoidance in the current braking scenario is determined by comprehensive analysis of the relative distance and relative speed. In addition, the desired speed can also be determined by the user in advance.

[0053] Step 1024, obtaining the expected deceleration by performing a difference operation on the current speed and the expected speed.

[0054] In specific implementation, the planning control system calculates the difference between the current speed and the expected speed of the vehicle to determine the expected deceleration required by the vehicle in the current braking scenario, so as to calculate the braking distance of the vehicle using the expected deceleration as the data basis, making the obtained vehicle braking distance more accurate.

[0055] Step 103: Analyze and process the expected deceleration to obtain the braking distance of the vehicle.

[0056] In the specific implementation, the process of obtaining the braking distance of the vehicle according to the expected deceleration can be performed on the expected deceleration according to the braking distance formula to obtain the braking distance of the vehicle. For example, assuming that the braking distance of the vehicle is s, the current speed of the vehicle is v, and the expected deceleration required for the vehicle to brake is a, according to the braking distance formula The desired deceleration and the current speed of the vehicle may also be input into a pre-trained neural network model, and the neural network model may be used for analysis and processing to obtain the braking distance of the vehicle.

[0057] Step 104 : determining an electric bridge control command and a negative torque command based on the braking distance.

[0058] In specific implementation, torque is also called torque, which is a special moment that causes an object to rotate. Its value is equal to the product of force and lever arm. The positive and negative in the torque command indicate the direction of the torque.

[0059] In some embodiments, step 104 includes:

[0060] Step 1041 , performing determination processing by comparing the braking distance with a preset braking distance calibration value to obtain a determination result.

[0061] In specific implementation, a braking distance calibration value is preset, and the braking distance is compared with the value of the braking distance calibration value to obtain a determination result. For example, the preset braking distance calibration value is A, and the braking distance is a, and the braking distance calibration value A is compared with the braking distance a for determination processing. When the braking distance a is less than the braking distance calibration value A, it is determined that the vehicle is in an operating scenario with a small braking distance; when the braking distance a is greater than or equal to the braking distance calibration value A, it is determined that the vehicle is in an operating scenario with a large braking distance.

[0062] Step 1042: Determine the corresponding bridge control command and negative torque command according to the determination result.

[0063] In specific implementation, different judgment results correspond to different vehicle operation scenarios. The corresponding electric bridge control instructions and negative torque instructions are determined according to the judgment results to make the obtained instructions more accurate. Thus, the corresponding electric bridge control instructions and negative torque instructions under different vehicle operation scenarios can be obtained. The vehicle can perform braking control and brake energy recovery according to different operation scenarios.

[0064] In some embodiments, step 1042 includes:

[0065] Step 10421, determining a driving bridge in a current driving state from multiple bridges.

[0066] In specific implementation, when the vehicle is a four-wheel drive vehicle, the driving state of the vehicle includes: front-wheel drive state, rear-wheel drive state and all-wheel drive state. Both the front wheel end and the rear wheel end can be braked and controlled by the electric bridge and negative torque, but one of the wheel ends is used as the main drive wheel. The driving electric bridge of the current driving state is determined from multiple electric bridges, that is, the electric bridge of the main drive wheel of the vehicle is determined as the driving electric bridge. The driving electric bridge remains connected, and the switching of the vehicle driving state is achieved by controlling the switching of the states of other electric bridges.

[0067] Step 10422, in response to confirming that the braking distance is less than the braking distance calibration value, determining that other axles other than the driving axle are disconnected, and determining a first negative torque command for the wheel controlled by the driving axle.

[0068] In specific implementation, when the braking distance of the vehicle is less than the braking distance calibration value, it is determined that other axles other than the driving axle are disconnected, the driving axle remains connected, and the first negative torque instruction of the wheel controlled by the driving axle is determined, and the first negative torque instruction includes the front wheel end negative torque instruction or the rear wheel end negative torque instruction. For example, when the braking distance of the vehicle is less than the braking distance calibration value, at this time, the braking distance is small. Considering that it is inconvenient to switch the driving mode in a short time, and switching the driving mode in a short time will affect the user's driving experience, therefore, the front axle disconnection instruction is determined, and the corresponding rear wheel end negative torque instruction is determined as the first negative torque instruction. At this time, the rear wheels of the vehicle are the main driving wheels, and the rear wheels drive the front wheels to brake. In this way, the user's driving experience can be taken into account under the condition of safe driving, and the user's experience comfort during vehicle driving can be improved.

[0069] Step 10423, in response to confirming that the braking distance is greater than or equal to the braking distance calibration value, determining that at least one target axle other than the drive axle is connected, and determining a second negative torque command for the wheels controlled by the drive axle and the at least one target axle.

[0070] In specific implementation, when the braking distance of the vehicle is greater than or equal to the braking distance calibration value, at least one target axle other than the driving axle is determined to be connected, the driving axle remains connected, and the second negative torque command of the wheels controlled by the driving axle and at least one target axle is determined. The second negative torque command includes a front wheel end negative torque command and a rear wheel end negative torque command. For example, if the rear wheel end of the vehicle is the main driving wheel, when the braking distance of the vehicle is greater than or equal to the braking distance calibration value, the front axle connection command is determined, and the front wheel end negative torque command and the rear wheel end negative torque command are correspondingly determined as the second negative torque command. At this time, the front and rear wheels of the vehicle cooperate with each other for braking. In this way, the vehicle can switch to a braking mode in which the front and rear wheels cooperate with each other for braking in an operating scenario with a large braking distance, which can avoid the waste of resources and unreasonable system utilization caused by the vehicle maintaining the same braking mode in different operating scenarios.

[0071] In some embodiments, the driving state of the vehicle is a rear-wheel drive state, and step 1042 includes:

[0072] Step 1042A, in response to confirming that the braking distance is less than the braking distance calibration value, obtain a front axle disconnection instruction, and determine a rear wheel end negative torque instruction as a first negative torque instruction.

[0073] In specific implementation, the rear-wheel drive state is that the rear wheels of the vehicle are the main driving wheels, and the rear wheels drive the front wheels to drive. If the driving state of the vehicle is the rear-wheel drive state, when the braking distance of the vehicle is less than the braking distance calibration value, at this time, the vehicle is in an operation scenario with a small braking distance, so the electric bridge control instruction is determined to be the front bridge disconnection instruction, and the rear wheel end negative torque instruction is correspondingly determined as the first negative torque instruction. At this time, the vehicle maintains the rear-wheel drive state, the rear wheels are the main driving wheels, and the rear wheels drive the front wheels to brake.

[0074] Step 1042B, in response to confirming that the braking distance is greater than or equal to the braking distance calibration value, obtain the front axle connection instruction, and determine the front wheel end negative torque instruction and the rear wheel end negative torque instruction as the second negative torque instruction.

[0075] In specific implementation, if the driving state of the vehicle is rear-wheel drive, when the braking distance of the vehicle is greater than or equal to the braking distance calibration value, at this time, the vehicle is in an operating scenario with a large braking distance. Therefore, the electric axle control instruction is determined to be the front axle connection instruction, and the front wheel end negative torque instruction and the rear wheel end negative torque instruction are correspondingly determined as the second negative torque instruction. At this time, the front wheels and rear wheels of the vehicle cooperate with each other for braking.

[0076] In some embodiments, the driving state of the vehicle is a front-wheel drive state, and step 1042 includes:

[0077] Step 1042a, in response to confirming that the braking distance is less than the braking distance calibration value, obtaining a rear axle disconnection instruction, and determining a front wheel end negative torque instruction as the first negative torque instruction.

[0078] In specific implementation, the front-wheel drive state is that the front wheels of the vehicle are the main driving wheels, and the front wheels drive the rear wheels to drive. If the driving state of the vehicle is the front-wheel drive state, when the braking distance of the vehicle is less than the braking distance calibration value, at this time, the vehicle is in an operation scenario with a small braking distance, therefore, the electric bridge control instruction is determined to be a rear-bridge disconnection instruction, and the front wheel end negative torque instruction is correspondingly determined as the first negative torque instruction, at this time, the vehicle maintains the front-wheel drive state, the front wheels are the main driving wheels, and the front wheels drive the rear wheels to brake.

[0079] Step 1042b, in response to confirming that the braking distance is greater than or equal to the braking distance calibration value, obtain a rear axle connection instruction, and determine the front wheel end negative torque instruction and the rear wheel end negative torque instruction as the second negative torque instruction.

[0080] In specific implementation, if the driving state of the vehicle is the front-wheel drive state, when the braking distance of the vehicle is greater than or equal to the braking distance calibration value, at this time, the vehicle is in an operating scenario with a large braking distance. Therefore, the electric axle control instruction is determined to be the rear axle connection instruction, and the front wheel end negative torque instruction and the rear wheel end negative torque instruction are correspondingly determined as the second negative torque instruction. At this time, the front wheels and rear wheels of the vehicle cooperate with each other for braking.

[0081] Step 105 , sending the electric bridge control instruction and the negative torque instruction to a power control system, so that the power control system performs braking energy recovery according to the electric bridge control instruction and the negative torque instruction.

[0082] In specific implementation, the planning control system sends the bridge control instruction and the negative torque instruction to the power control system. The power control system is a system that executes power drive related instructions, and can perform related operations according to the instructions, such as performing bridge disconnection and bridge connection operations according to the bridge control instruction, performing motor driving operations according to the torque instruction, and performing motor braking operations according to the negative torque instruction.

[0083] The power control system first sends the bridge control instruction to the target bridge for bridge control, wherein the bridge control instruction includes a bridge connection instruction and a bridge disconnection instruction, and the target bridge performs the bridge connection or bridge disconnection operation according to the bridge control instruction to realize the control of the bridge, thereby determining the driving mode. Then the negative torque instruction is sent to the corresponding motor for braking control, wherein the motor includes a front axle motor and a rear axle motor. When the negative torque instruction is a negative torque instruction at the front wheel end, the negative torque instruction at the front wheel end is sent to the front axle motor; when the negative torque instruction is a negative torque instruction at the rear wheel end, the negative torque instruction at the rear wheel end is sent to the rear axle motor. Braking control is realized by controlling the motor through the negative torque instruction. The motor is a reversible motor with two working modes: a generator and a motor. During the braking process, the motor converts the kinetic energy of the vehicle into electrical energy through the generator working mode and stores it in the battery to realize vehicle braking energy recovery.

[0084] In some embodiments, step 105 includes:

[0085] Step 1051, obtaining the bridge controller state and executable negative torque.

[0086] During specific implementation, the planning control system obtains the state of the electric bridge controller and the executable negative torque, wherein the executable negative torque includes: the executable negative torque at the front wheel end and the executable negative torque at the rear wheel end.

[0087] Step 1052: Analyze and process the state of the bridge controller to determine whether the bridge controller is in a normal working state.

[0088] In specific implementation, the planning control system analyzes and processes the state of the bridge controller to determine whether the bridge controller is in a normal working state. When the bridge controller is in a normal state, the bridge control instruction can be sent to the power control system to let the power control system execute the bridge control instruction; when the bridge controller is in a fault state, the power control system cannot execute the bridge control instruction and feedback is given to the user. At the same time, it can also determine whether the bridge controller is in a connected state or a disconnected state, so as to determine the bridge control instruction in combination with the determination result of the vehicle braking distance.

[0089] Step 1053, determining the negative torque command range by analyzing and processing the executable torque, and after determining that the negative torque command is within the negative torque command range, sending the electric bridge control command and the negative torque command to the power control system.

[0090] During specific implementation, the planning control system analyzes and processes the executable negative torque to determine the negative torque command range. According to the negative torque command range, it is judged whether the negative torque command is within the range that the motor can execute normally, so as to avoid the problem that the motor cannot execute the negative torque command normally due to the negative torque command being too large or too small. Among them, the negative torque command range includes the front wheel end negative torque command range and the rear wheel end negative torque command range. The front wheel end negative torque command range and the rear wheel end negative torque command range can be different. When judging whether the negative torque command is within the negative torque command range, it is judged whether the front wheel end negative torque command is within the range that the front axle motor can execute normally according to the front wheel end negative torque command range, so as to ensure that the front wheel end negative torque command can be executed normally; it is judged whether the rear wheel end negative torque command is within the range that the rear axle motor can execute normally according to the rear wheel end negative torque command range, so as to ensure that the rear wheel end negative torque command can be executed normally.

[0091] In the above scheme, the planning control system determines the electric bridge control instructions and negative torque instructions according to the braking distance obtained by analysis and processing, and can determine the corresponding instructions according to the specific scenario to realize the braking control and braking energy recovery of the vehicle. Therefore, the braking mode of the vehicle and the motor for braking energy recovery can be switched according to the specific scenario, avoiding waste of resources and unreasonable system utilization.

[0092] like Figure 2 As shown, another embodiment of the present invention provides a vehicle braking energy recovery method, which is applied to a power control system. The method includes:

[0093] Step 201 : receiving the electric bridge control instruction and the negative torque instruction obtained by the planning control system executing the vehicle braking energy recovery method described in the above embodiment.

[0094] During specific implementation, the power control system receives the electric bridge control instruction and the negative torque instruction determined by the planning control system in the above embodiment.

[0095] Step 202: Send the bridge control instruction to the target bridge to perform bridge control.

[0096] In specific implementation, the power control system sends a bridge control instruction to the target bridge, wherein the bridge control instruction includes a bridge connection instruction and a bridge disconnection instruction. The target bridge performs a bridge connection or bridge disconnection operation according to the bridge control instruction to realize control of the bridge.

[0097] Step 203, sending the negative torque command to the corresponding motor, the motor performs vehicle braking control according to the negative torque command, and the motor converts the vehicle kinetic energy into electrical energy in a generator working mode and stores it in a battery for braking energy recovery.

[0098] In specific implementation, the power control system sends a negative torque command to the corresponding motor, wherein the motor includes a front axle motor and a rear axle motor. When the negative torque command is a negative torque command at the front wheel end, the negative torque command at the front wheel end is sent to the front axle motor; when the negative torque command is a negative torque command at the rear wheel end, the negative torque command at the rear wheel end is sent to the rear axle motor. Braking control is achieved by controlling the motor through the negative torque command. The motor is a reversible motor with two working modes, generator and motor. During braking, the motor converts the kinetic energy of the vehicle into electrical energy through the generator working mode and stores it in the battery to achieve vehicle braking energy recovery.

[0099] In the above scheme, the power control system controls the target electric bridge according to the electric bridge control instruction to determine the driving mode; the power control system performs braking control on the motor according to the negative torque instruction, and determines the motor for braking energy recovery based on the determined braking mode to realize braking energy recovery of the vehicle.

[0100] In the above embodiment, the planning control system obtains vehicle environment information and vehicle operation status information; analyzes and processes the vehicle environment information and the vehicle operation status information to obtain the expected deceleration; analyzes and processes the expected deceleration to obtain the braking distance of the vehicle, so that the obtained braking distance is more accurate, and different braking distances correspond to different vehicle operation scenarios, thereby improving the accuracy of the vehicle operation scenario judgment; based on the braking distance, the bridge control instruction and the negative torque instruction are determined, and the bridge control instruction and the negative torque instruction are determined according to the braking distance, so that these instructions are more in line with the characteristics of different operation scenarios, and can be accurately controlled based on these instructions; then, the bridge control instruction and the negative torque instruction are sent to the power control system so that the power control system performs braking energy recovery according to the instruction; the power control system sends the bridge control instruction to the target bridge for bridge control, and sends the negative torque instruction to the corresponding motor, and the motor performs vehicle braking control according to the negative torque instruction, and the motor uses the generator working mode to convert the vehicle kinetic energy into electrical energy and store it in the battery for braking energy recovery. Based on the scheme implemented in this application, the motor for braking energy recovery can be switched according to different operation scenarios to avoid unreasonable system utilization.

[0101] It should be noted that the embodiments of the present disclosure may be further described in the following manner:

[0102] like Figure 3A As shown, Figure 3A Schematic diagram of an intelligent driving braking control method according to an embodiment.

[0103] Step A: The intelligent driving system collects vehicle environment information through its own sensors and perception fusion system, and outputs relevant target information to the intelligent driving trajectory planning and control system, wherein the target information includes but is not limited to the relative speed and relative distance between the vehicle and the target; the intelligent driving control system receives the target information, combines the vehicle environment information and vehicle operation status information at that time, and outputs the target deceleration request and braking distance information status to the brake controller. The vehicle operation status information includes at least one of the following: acceleration, deceleration, and constant vehicle speed.

[0104] Step B: The brake controller issues an electric bridge control command and a front and rear wheel end negative torque command according to the braking distance. The command can also be determined based on the braking distance combined with the braking deceleration.

[0105] When the vehicle is a rear-wheel drive vehicle, if the deceleration scenario is that the braking distance is less than the braking distance calibration value, the intelligent driving control system determines the front axle control disconnection command and the rear wheel end negative torque command, and only relies on the rear wheel motor to achieve energy recovery; if the deceleration scenario is that the braking distance is greater than or equal to the braking distance calibration value, the intelligent driving control system determines the front axle control connection command, the front wheel end negative torque command and the rear wheel end negative torque command, and achieves energy recovery through the front and rear wheel motors. Among them, the braking distance calibration value is a pre-set value considering safe driving, for example, the braking distance is 0.5 meters.

[0106] Step C: After receiving the electric bridge control command and the front and rear wheel end negative torque command, the power system controller performs related operations.

[0107] like Figure 3B As shown, Figure 3B Schematic diagram of braking energy recovery according to an embodiment.

[0108] The motor in the vehicle is a reversible motor, that is, a reversible motor / generator that can realize the conversion of vehicle kinetic energy and electrical energy. During the acceleration of the vehicle, the reversible motor works in the form of a motor, converting the electrical energy in the battery into the kinetic energy and resistance internal energy of the vehicle, and the resistance internal energy will be lost; during the deceleration of the vehicle, the reversible motor works in the form of a generator, converting the kinetic energy of the vehicle into battery electrical energy, friction internal energy and resistance internal energy, and storing the battery electrical energy in the battery, while the friction internal energy and resistance internal energy will be lost.

[0109] During the deceleration process, the braking system will determine the deceleration sent by the intelligent driving system and combine the negative torque range that the motor can execute to mobilize different braking modules to perform braking actions, thereby achieving braking energy recovery.

[0110] In the above embodiment, the electric bridge control instruction and the negative torque instruction are determined according to the braking distance obtained by analysis and processing, and the corresponding instructions can be determined according to the specific scenario to realize the braking energy recovery of the vehicle. Therefore, the braking energy recovery mode of the vehicle can be switched according to the specific scenario to avoid resource waste and unreasonable system utilization.

[0111] It should be noted that the method of the embodiment of the present disclosure can be performed by a single device, such as a computer or a server. The method of the present embodiment can also be applied in a distributed scenario and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only perform one or more steps in the method of the embodiment of the present disclosure, and the multiple devices will interact with each other to complete the described method.

[0112] It should be noted that the above describes some embodiments of the present disclosure. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0113] Based on the same inventive concept, Figure 1 Corresponding to the vehicle braking energy recovery method of the embodiment, the present disclosure also provides a planning control system.

[0114] refer to Figure 4 , Figure 4 The planning control system of the embodiment comprises:

[0115] The information acquisition module 401 is configured to acquire vehicle environment information and vehicle operation status information;

[0116] The expected deceleration acquisition module 402 is configured to analyze and process the vehicle environment information and the vehicle operation state information to obtain an expected deceleration;

[0117] The braking distance acquisition module 403 is configured to analyze and process the expected deceleration to obtain the braking distance of the vehicle;

[0118] A command determination module 404 is configured to determine an electric bridge control command and a negative torque command based on the braking distance;

[0119] The instruction sending module 405 is configured to send the electric bridge control instruction and the negative torque instruction to a power control system, so that the power control system performs braking energy recovery according to the electric bridge control instruction and the negative torque instruction.

[0120] In some embodiments, the expected deceleration acquisition module 402 specifically includes:

[0121] a current speed acquisition unit, configured to determine the current speed of the vehicle in the vehicle running state information;

[0122] A relative distance acquisition unit is configured to determine a relative distance between the vehicle and the target object in the vehicle environment information;

[0123] a deceleration acquisition unit, configured to analyze and process the current speed and the relative distance to obtain an expected deceleration required for vehicle braking;

[0124] The speed information acquisition unit is configured to obtain the expected deceleration by performing a difference operation on the current speed and the expected speed.

[0125] In some embodiments, the instruction determination module 404 specifically includes:

[0126] A determination processing unit is configured to perform determination processing by comparing the braking distance with a preset braking distance calibration value to obtain a determination result;

[0127] The command determination unit is configured to determine the corresponding electric bridge control command and negative torque command according to the determination result.

[0128] In some embodiments, the instruction determination unit specifically includes:

[0129] a driving bridge determining subunit, configured to determine a driving bridge in a current driving state from among a plurality of bridges;

[0130] A first negative torque command acquisition subunit is configured to, in response to confirming that the braking distance is less than the braking distance calibration value, determine that other axles other than the driving axle are disconnected, and determine a first negative torque command for the wheel controlled by the driving axle;

[0131] The second negative torque command acquisition subunit is configured to determine that at least one target axle other than the drive axle is connected in response to confirming that the braking distance is greater than or equal to the braking distance calibration value, and determine a second negative torque command for the wheels controlled by the drive axle and the at least one target axle.

[0132] In some embodiments, in response to confirming that the driving state of the vehicle is a rear-wheel drive state, the instruction determination unit specifically includes:

[0133] A first negative torque instruction acquisition subunit is configured to obtain a front axle disconnection instruction in response to confirming that the braking distance is less than the braking distance calibration value, and determine a rear wheel end negative torque instruction as a first negative torque instruction;

[0134] The second negative torque instruction acquisition subunit is configured to obtain a front axle connection instruction in response to confirming that the braking distance is greater than or equal to the braking distance calibration value, and determine the front wheel end negative torque instruction and the rear wheel end negative torque instruction as the second negative torque instruction.

[0135] In some embodiments, in response to confirming that the driving state of the vehicle is the front-wheel drive state, the instruction determination unit specifically includes:

[0136] A first negative torque instruction acquisition subunit is configured to obtain a rear axle disconnection instruction in response to confirming that the braking distance is less than the braking distance calibration value, and determine a front wheel end negative torque instruction as a first negative torque instruction;

[0137] The second negative torque instruction acquisition subunit is configured to obtain a rear axle connection instruction in response to confirming that the braking distance is greater than or equal to the braking distance calibration value, and determine the front wheel end negative torque instruction and the rear wheel end negative torque instruction as the second negative torque instruction.

[0138] In some embodiments, the instruction sending module 405 specifically includes:

[0139] A state acquisition unit configured to acquire a bridge controller state and executable negative torque;

[0140] an analysis and processing unit, configured to determine that the bridge controller is in a normal working state by analyzing and processing the state of the bridge controller;

[0141] The negative torque command range determination unit is configured to determine the negative torque command range by analyzing and processing the executable negative torque, and after determining that the negative torque command is within the negative torque command range, send the electric bridge control command and the negative torque command to the power control system.

[0142] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present disclosure also provides a power control system.

[0143] refer to Figure 5 , Figure 5 The power control system of the embodiment includes:

[0144] The command receiving module 501 is configured to receive the electric bridge control command and the negative torque command obtained by the planning control system executing the vehicle braking energy recovery method described in the above embodiment;

[0145] The bridge control module 502 is configured to send the bridge control instruction to the target bridge to perform bridge control;

[0146] The braking control module 503 is configured to send the negative torque command to the corresponding motor, and the motor performs vehicle braking control according to the negative torque command. The motor uses the generator working mode to convert the vehicle kinetic energy into electrical energy and stores it in the battery for braking energy recovery.

[0147] For the convenience of description, the above device is described by dividing it into various modules according to its functions. Of course, when implementing the present disclosure, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0148] The device of the above embodiment is used to implement the corresponding vehicle braking energy recovery method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0149] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the vehicle braking energy recovery method described in any of the above embodiments is implemented.

[0150] Figure 6 A more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment is shown, and the device may include: a processor 610, a memory 620, an input / output interface 630, a communication interface 640, and a bus 650. The processor 610, the memory 620, the input / output interface 630, and the communication interface 640 are connected to each other through the bus 650 in the device.

[0151] The processor 610 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0152] The memory 620 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 620 can store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program codes are stored in the memory 620 and are called and executed by the processor 610.

[0153] The input / output interface 630 is used to connect the input / output module to realize information input and output. The input / output module can be configured as a component in the device (not shown in the figure), or it can be externally connected to the device to provide corresponding functions. The input device may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device may include a display, a speaker, a vibrator, an indicator light, etc.

[0154] The communication interface 640 is used to connect a communication module (not shown) to realize communication interaction between the device and other devices. The communication module can realize communication through a wired mode (such as USB, network cable, etc.) or a wireless mode (such as mobile network, WIFI, Bluetooth, etc.).

[0155] The bus 650 comprises a pathway for transmitting information between the various components of the device (eg, the processor 610, the memory 620, the input / output interface 630, and the communication interface 640).

[0156] It should be noted that, although the above device only shows the processor 610, the memory 620, the input / output interface 630, the communication interface 640 and the bus 650, in the specific implementation process, the device may also include other components necessary for normal operation. In addition, it can be understood by those skilled in the art that the above device may also only include the components necessary for implementing the embodiments of the present specification, and does not necessarily include all the components shown in the figure.

[0157] The electronic device of the above embodiment is used to implement the corresponding vehicle braking energy recovery method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0158] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present disclosure also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the vehicle braking energy recovery method described in any of the above embodiments.

[0159] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0160] The computer instructions stored in the storage medium of the above embodiments are used to enable the computer to execute the vehicle braking energy recovery method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0161] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present disclosure (including the claims) is limited to these examples. Based on the concept of the present disclosure, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present disclosure as described above, which are not provided in detail for the sake of simplicity.

[0162] In addition, to simplify the description and discussion, and in order not to make the embodiments of the present disclosure difficult to understand, the known power / ground connections to the integrated circuit (IC) chips and other components may or may not be shown in the provided figures. In addition, the device can be shown in the form of a block diagram to avoid making the embodiments of the present disclosure difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform on which the embodiments of the present disclosure will be implemented (that is, these details should be fully within the scope of understanding of those skilled in the art). Where specific details (e.g., circuits) are set forth to describe exemplary embodiments of the present disclosure, it is apparent to those skilled in the art that the embodiments of the present disclosure can be implemented without these specific details or with changes in these specific details. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0163] Although the present disclosure has been described in conjunction with specific embodiments of the present disclosure, many replacements, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the embodiments discussed.

[0164] The embodiments of the present disclosure are intended to cover all such substitutions, modifications and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present disclosure should be included in the scope of protection of the present disclosure.

Claims

1. A vehicle braking energy recovery method, characterized in that: Applied to planning control systems, the method comprises: Obtain vehicle environment information and vehicle operation status information; Analyzing and processing the vehicle environment information and the vehicle operation status information to obtain a desired deceleration; Analyzing and processing the expected deceleration to obtain a braking distance of the vehicle; determining an electric bridge control command and a negative torque command based on the braking distance; sending the electric bridge control command and the negative torque command to a power control system, so that the power control system performs braking energy recovery according to the electric bridge control command and the negative torque command; The determining of the electric bridge control command and the negative torque command based on the braking distance includes: The braking distance is compared with a preset braking distance calibration value to obtain a determination result; According to the determination result, determining the corresponding bridge control instruction and negative torque instruction; Determining the corresponding bridge control command and negative torque command according to the determination result includes: Determine a driving bridge of a current driving state from among a plurality of bridges; In response to confirming that the braking distance is less than a preset braking distance calibration value, determining that other axles other than the driving axle are disconnected, and determining a first negative torque command for a wheel controlled by the driving axle; In response to confirming that the braking distance is greater than or equal to a preset braking distance calibration value, at least one target axle other than the drive axle is determined to be connected, and a second negative torque command for wheels controlled by the drive axle and the at least one target axle is determined.

2. The method according to claim 1, characterized in that The analyzing and processing the vehicle environment information and the vehicle operation status information to obtain the expected deceleration includes: Determine the current speed of the vehicle in the vehicle operation status information; Determine the relative distance between the vehicle and the target object in the vehicle environment information; Analyzing and processing the current speed and the relative distance to obtain an expected speed required for vehicle braking; The expected deceleration is obtained by performing a difference operation on the current speed and the expected speed.

3. The method according to claim 1, characterized in that: The driving state of the vehicle is rear-wheel drive; Determining the corresponding bridge control command and negative torque command according to the determination result includes: In response to confirming that the braking distance is less than the braking distance calibration value, a front axle disconnection instruction is obtained, and a rear wheel end negative torque instruction is determined as a first negative torque instruction; In response to confirming that the braking distance is greater than or equal to the braking distance calibration value, a front axle connection instruction is obtained, and a front wheel end negative torque instruction and a rear wheel end negative torque instruction are determined as a second negative torque instruction.

4. The method according to claim 1, characterized in that: The driving state of the vehicle is front-wheel drive; Determining the corresponding bridge control command and negative torque command according to the determination result includes: In response to confirming that the braking distance is less than the braking distance calibration value, obtaining a rear axle disconnection instruction, and determining a front wheel end negative torque instruction as a first negative torque instruction; In response to confirming that the braking distance is greater than or equal to the braking distance calibration value, a rear axle connection instruction is obtained, and a front wheel end negative torque instruction and a rear wheel end negative torque instruction are determined as a second negative torque instruction.

5. The method according to claim 1, characterized in that The step of sending the electric bridge control instruction and the negative torque instruction to a power control system includes: Get the bridge controller status and executable negative torque; By analyzing and processing the state of the bridge controller, determining that the bridge controller is in a normal working state; The negative torque command range is determined by analyzing and processing the executable negative torque, and after determining that the negative torque command is within the negative torque command range, the electric bridge control command and the negative torque command are sent to a power control system.

6. A vehicle braking energy recovery method, characterized in that: Applied to a power control system, the method comprises: Receiving the electric bridge control instruction and the negative torque instruction obtained by executing the vehicle braking energy recovery method according to any one of claims 1 to 5 by the planning control system; Sending the bridge control instruction to the target bridge to control the bridge; The negative torque command is sent to the corresponding motor, and the motor performs vehicle braking control according to the negative torque command. The motor uses a generator working mode to convert vehicle kinetic energy into electrical energy and stores it in a battery for braking energy recovery.

7. A planning control system, characterized in that: The planning control system comprises: An information acquisition module is configured to acquire vehicle environment information and vehicle operation status information; An expected deceleration acquisition module is configured to analyze and process the vehicle environment information and the vehicle operation state information to obtain an expected deceleration; a braking distance acquisition module, configured to analyze and process the expected deceleration to obtain a braking distance of the vehicle; a command determination module configured to determine an electric bridge control command and a negative torque command based on the braking distance; An instruction sending module is configured to send the electric bridge control instruction and the negative torque instruction to a power control system, so that the power control system performs braking energy recovery according to the electric bridge control instruction and the negative torque instruction; The instruction determination module includes: A determination processing unit is configured to perform determination processing by comparing the braking distance with a preset braking distance calibration value to obtain a determination result; an instruction determination unit, configured to determine a corresponding bridge control instruction and a negative torque instruction according to the determination result; The instruction determination unit comprises: a driving bridge determining subunit, configured to determine a driving bridge in a current driving state from among a plurality of bridges; a first negative torque command acquisition subunit, configured to, in response to confirming that the braking distance is less than a preset braking distance calibration value, determine that other axles other than the driving axle are disconnected, and determine a first negative torque command for a wheel controlled by the driving axle; The second negative torque command acquisition subunit is configured to determine that at least one target axle other than the drive axle is connected in response to confirming that the braking distance is greater than or equal to a preset braking distance calibration value, and determine a second negative torque command for the wheels controlled by the drive axle and the at least one target axle.

8. A power control system, characterized in that: The power control system comprises: An instruction receiving module is configured to receive an electric bridge control instruction and a negative torque instruction obtained by the planning control system executing the vehicle braking energy recovery method according to any one of claims 1 to 5; A bridge control module is configured to send the bridge control instruction to a target bridge to perform bridge control; The braking control module is configured to send the negative torque command to the corresponding motor, and the motor performs vehicle braking control according to the negative torque command. The motor uses a generator working mode to convert the vehicle's kinetic energy into electrical energy and stores it in a battery for braking energy recovery.

9. A vehicle, characterized in that: It includes the planning control system as described in claim 7 or the power control system as described in claim 8.

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