Vehicle energy recovery method and hybrid vehicle

Abstract

The embodiments of the present application disclose a vehicle energy recovery method and a hybrid vehicle, belonging to the field of automotive electronics technology. The method is applied to a controller on a hybrid vehicle, which also includes a drive motor and a power battery. The method includes: the controller obtains the current brake master cylinder pressure of the hybrid vehicle, and determines the target brake recovery torque based on the current brake master cylinder pressure. Based on the target brake recovery torque, the energy during the braking process is recovered to the power battery through the drive motor. The embodiments of the present application can enable the hybrid vehicle to obtain the optimal brake recovery torque, thereby making the power battery more efficient in recovering energy.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of automotive electronics technology, and in particular to a vehicle energy recovery method and a hybrid vehicle. Background Art

[0002] Vehicle energy recovery refers to the process of converting energy that would otherwise be wasted by the braking system into heat and then storing it in the power battery during braking or coasting. This energy is then used by the drive motor to provide power to the drive motor, enabling it to assist in starting the engine and driving the vehicle. Therefore, recovering energy during braking or coasting can improve the vehicle's energy utilization, thereby enhancing its power, economy, and range. Summary of the Invention

[0003] The embodiments of the present application provide a vehicle energy recovery method and a hybrid vehicle, which can improve the energy utilization rate of the vehicle. The technical solution is as follows:

[0004] In one aspect, a vehicle energy recovery method is provided, wherein the method is applied to a controller on a hybrid vehicle, wherein the hybrid vehicle further includes a drive motor and a power battery;

[0005] The method comprises:

[0006] The controller obtains a current master brake cylinder pressure of the hybrid vehicle;

[0007] The controller determines a target braking recovery torque based on the current brake master cylinder pressure;

[0008] The controller recovers energy during braking to the power battery through the drive motor based on the target braking recovery torque.

[0009] Optionally, the controller determines the target braking recovery torque based on the current brake master cylinder pressure, including:

[0010] The controller determines an initial braking recovery torque based on the current brake master cylinder pressure;

[0011] The controller corrects the initial braking recovery torque to determine the target braking recovery torque.

[0012] Optionally, the controller determines the initial braking recovery torque based on the current brake master cylinder pressure, including:

[0013] The controller acquires a correspondence between a braking recovery torque and a brake master cylinder pressure, wherein the correspondence includes a plurality of braking recovery torques and a plurality of brake master cylinder pressures corresponding to the plurality of braking recovery torques;

[0014] The controller obtains the braking recovery torque that matches the current brake master cylinder pressure from the corresponding relationship to obtain the initial braking recovery torque.

[0015] Optionally, the controller corrects the initial braking recovery torque to determine the target braking recovery torque, including:

[0016] The controller determines a braking regenerative torque correction value corresponding to the braking data based on braking data of the hybrid vehicle;

[0017] The controller determines the target braking recovery torque based on the initial braking recovery torque and the braking recovery torque correction value.

[0018] Optionally, the braking data includes a current speed difference and / or a current vehicle speed of the hybrid vehicle, where the current speed difference is a difference between a current speed of an engine of the hybrid vehicle and a current speed of a turbine of a torque converter.

[0019] In another aspect, a vehicle energy recovery method is provided, the method being applied to a controller on a hybrid vehicle, the hybrid vehicle further comprising a drive motor and a power battery;

[0020] The method comprises:

[0021] The controller obtains the current speed of the hybrid vehicle;

[0022] The controller determines an initial coasting recovery torque based on the current vehicle speed;

[0023] The controller corrects the initial coasting recovery torque to determine a target coasting recovery torque;

[0024] The controller recovers energy during coasting to the power battery via the drive motor based on the target coasting recovery torque.

[0025] Optionally, the controller corrects the initial coasting recovery torque to determine a target coasting recovery torque, including:

[0026] The controller determines a coasting recovery torque correction value corresponding to the coasting data based on the coasting data of the hybrid vehicle;

[0027] The controller determines the target coasting recovery torque based on the initial coasting recovery torque and the coasting recovery torque correction value.

[0028] Optionally, the coasting data includes a current speed difference and / or a current deceleration of the hybrid vehicle, where the current speed difference is a difference between a current speed of an engine of the hybrid vehicle and a current speed of a turbine of a torque converter.

[0029] In another aspect, a hybrid vehicle is provided, comprising a controller, a drive motor, and a power battery, wherein the controller is configured to:

[0030] obtaining a current master brake cylinder pressure of the hybrid vehicle;

[0031] determining a target braking recovery torque based on the current master brake cylinder pressure;

[0032] Based on the target braking recovery torque, energy during braking is recovered to the power battery through the drive motor.

[0033] Optionally, the controller is configured to:

[0034] determining an initial braking regenerative torque based on the current master brake cylinder pressure;

[0035] The initial braking recovery torque is corrected to determine the target braking recovery torque.

[0036] Optionally, the controller is configured to:

[0037] Acquiring a correspondence between a braking recovery torque and a brake master cylinder pressure, wherein the correspondence includes a plurality of braking recovery torques and a plurality of brake master cylinder pressures corresponding one to one with the plurality of braking recovery torques;

[0038] From the corresponding relationship, the braking recovery torque matching the current brake master cylinder pressure is obtained to obtain the initial braking recovery torque.

[0039] Optionally, the controller is configured to:

[0040] determining a braking regenerative torque correction value corresponding to the braking data based on braking data of the hybrid vehicle;

[0041] The target regenerative braking torque is determined based on the initial regenerative braking torque and the regenerative braking torque correction value.

[0042] Optionally, the braking data includes a current speed difference and / or a current vehicle speed of the hybrid vehicle, where the current speed difference is a difference between a current speed of an engine of the hybrid vehicle and a current speed of a turbine of a torque converter.

[0043] In another aspect, a hybrid vehicle is provided, comprising a controller, a drive motor, and a power battery, wherein the controller is configured to:

[0044] obtaining a current speed of the hybrid vehicle;

[0045] determining an initial coasting recovery torque based on the current vehicle speed;

[0046] Correcting the initial coasting recovery torque to determine a target coasting recovery torque;

[0047] Based on the target coasting recovery torque, energy during coasting is recovered to the power battery through the drive motor.

[0048] Optionally, the controller is configured to:

[0049] determining a coasting recovery torque correction value corresponding to the coasting data based on coasting data of the hybrid vehicle;

[0050] The target coasting recovery torque is determined based on the initial coasting recovery torque and the coasting recovery torque correction value.

[0051] Optionally, the coasting data includes a current speed difference and / or a current deceleration of the hybrid vehicle, where the current speed difference is a difference between a current speed of an engine of the hybrid vehicle and a current speed of a turbine of a torque converter.

[0052] On the other hand, a computer device is provided, which includes a memory and a processor, wherein the memory is used to store a computer program, and the processor is used to execute the computer program stored in the memory to implement the steps of the vehicle energy recovery method described above.

[0053] On the other hand, a computer-readable storage medium is provided, wherein a computer program is stored in the storage medium. When the computer program is executed by a processor, the steps of the vehicle energy recovery method described above are implemented.

[0054] On the other hand, a computer program product comprising instructions is provided. When the instructions are executed on a computer, the computer is caused to execute the steps of the vehicle energy recovery method described above.

[0055] The technical solutions provided in the embodiments of the present application can at least bring the following beneficial effects:

[0056] In an embodiment of the present application, the controller directly determines the target braking regenerative torque based on the current brake master cylinder pressure of the hybrid vehicle, thereby recovering energy from the drive motor. This is in contrast to recovering energy by determining the braking regenerative torque based on the brake pedal opening. In the latter, the controller determines the braking regenerative torque based on the brake pedal opening when the hybrid vehicle begins braking, which is the opening when the user begins to step on the brake pedal. Since there is an idle travel between the time the user steps on the brake pedal and the time the hybrid vehicle begins braking, the brake pedal opening when the hybrid vehicle begins braking is no longer the same as when the user began to step on the brake pedal. Therefore, the braking regenerative torque determined by the latter based on the brake pedal opening and vehicle speed is inaccurate, resulting in low energy recovery efficiency. Compared to the latter, the method provided in the embodiment of the present application can enable the hybrid vehicle to obtain the optimal braking regenerative torque, thereby making the power battery more efficient in recovering energy. BRIEF DESCRIPTION OF THE DRAWINGS

[0057] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0058] Figure 1 is a structural schematic diagram of a hybrid power system provided in an embodiment of the present application;

[0059] Figure 2 This is a flow chart of determining the current driving state of a hybrid vehicle provided by an embodiment of the present application;

[0060] Figure 3 This is a flow chart of a vehicle energy recovery method provided by an embodiment of the present application;

[0061] Figure 4 is a schematic diagram of a first correspondence relationship provided in an embodiment of the present application;

[0062] Figure 5 is a schematic diagram of a second corresponding relationship provided in an embodiment of the present application;

[0063] Figure 6 is a schematic diagram of a third corresponding relationship provided in an embodiment of the present application;

[0064] Figure 7 This is a flow chart of a vehicle energy recovery method provided by an embodiment of the present application;

[0065] Figure 8 is a schematic diagram of a fourth corresponding relationship provided in an embodiment of the present application;

[0066] Figure 9 is a schematic diagram of a fifth corresponding relationship provided in an embodiment of the present application;

[0067] Figure 10 This is a flow chart of a vehicle energy recovery method provided in an embodiment of the present application. DETAILED DESCRIPTION

[0068] In order to make the objectives, technical solutions and advantages of the embodiments of the present application clearer, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0069] Before explaining in detail the vehicle energy recovery method provided in the embodiment of the present application, the application scenario provided in the embodiment of the present application is first introduced.

[0070] At present, in order to increase the power, economy and endurance of hybrid vehicles, the energy released by the hybrid vehicle during braking or coasting can be recovered, and the power battery can be charged in reverse by recovering the excess energy released by the hybrid vehicle during braking or coasting.

[0071] For hybrid vehicles operating in coasting or braking states, vehicle energy recovery can be divided into two modes: coasting energy recovery and braking energy recovery. During coasting energy recovery, the coasting regenerative torque is typically determined based on vehicle speed. Excess energy released by the hybrid vehicle during braking is then recovered back into the power battery based on the coasting regenerative torque. During brake energy recovery, a brake pedal travel sensor is typically installed at the hybrid vehicle's brake pedal. The brake pedal travel sensor is used to collect brake pedal opening angle and transmit the collected brake pedal opening angle to a controller. The controller determines the braking regenerative torque based on vehicle speed and brake pedal opening angle. Excess energy released by the hybrid vehicle during coasting is then recovered back into the power battery based on the braking regenerative torque.

[0072] However, the above method only considers vehicle speed requirements when determining coasting regenerative torque, a single factor considered, ignoring the impact of other factors on coasting regenerative torque. This can ultimately lead to low energy recovery efficiency in hybrid vehicles and a noticeable sense of jerkiness for the user. When determining braking regenerative torque, the controller uses the brake pedal opening at the time the user begins to depress the brake pedal, which is the basis for determining the braking regenerative torque at the start of braking for the hybrid vehicle. Because there is an idle period between the time the user depresses the brake pedal and the time the hybrid vehicle begins braking, the brake pedal opening at the start of braking is no longer the same as when the user first depresses the brake pedal. Therefore, the above method suffers from low accuracy when determining braking regenerative torque based on the brake pedal opening and vehicle speed, resulting in low energy recovery efficiency.

[0073] Based on this, an embodiment of the present application provides a vehicle energy recovery method, which can obtain optimal recovered energy, improve energy recovery efficiency to a certain extent, and reduce the frustration brought to users by the energy recovery process.

[0074] The following describes the system architecture provided by the embodiments of the present application.

[0075] Figure 1 This is a schematic diagram of the structure of a hybrid power system provided by an embodiment of the present application. Figure 1 As shown, the hybrid power system includes a controller 101, a drive motor 102 and a power battery 103. The hybrid power system can be integrated into a hybrid vehicle, that is, the controller 101, the drive motor 102 and the power battery 103 can all be integrated into the hybrid vehicle.

[0076] Among them, the controller 101 is used to determine the driving state of the hybrid vehicle, and determine the vehicle recovery torque corresponding to the driving state under different driving states. After obtaining the vehicle recovery torque, the controller 101 can generate a vehicle recovery torque demand and send the vehicle recovery torque demand to the drive motor 102 through a bus such as CAN (Controller Area Network). The drive motor 102 generates the vehicle recovery torque and recovers energy to the power battery 103. Among them, the driving state includes the coasting state and the braking state, and the vehicle recovery torque includes the coasting recovery torque and the braking recovery torque. Among them, the implementation process of the controller 101 determining the driving state of the hybrid vehicle will be explained later and will not be repeated here.

[0077] When the hybrid vehicle is in a braking state, the controller 101 is configured to obtain the hybrid vehicle's current master cylinder pressure and determine a target regenerative braking torque based on the current master cylinder pressure. After obtaining the target regenerative braking torque, the controller 101 controls the drive motor 102 to regenerate energy during braking into the power battery 103.

[0078] The current master cylinder pressure of the hybrid vehicle can be acquired by a pressure sensor. The pressure sensor acquires the master cylinder pressure of the hybrid vehicle in real time and sends the master cylinder pressure to the controller 101, which then acquires the current master cylinder pressure of the hybrid vehicle.

[0079] When the hybrid vehicle is coasting, the controller 101 is configured to obtain the hybrid vehicle's current speed and determine an initial coasting regenerative torque based on the current speed. The controller 101 then modifies the initial coasting regenerative torque to determine a target coasting regenerative torque. After determining the target coasting regenerative torque, the controller 101 controls the drive motor 102 to regenerate energy during coasting into the power battery 103.

[0080] The current speed of the hybrid vehicle can be acquired by a speed sensor. The speed sensor acquires the speed of the hybrid vehicle in real time and sends the speed to the controller 101. The controller 101 can then acquire the current speed of the hybrid vehicle.

[0081] In addition, the target coasting recovery torque and the target braking recovery torque can also be collectively referred to as assist torque or driving torque.

[0082] In addition, the hybrid vehicle system in the embodiment of the present application also includes a DC / DC (Direct Current / Direct Current converter) converter. The DC / DC converter connects the high-voltage 48V electrical network and the low-voltage 12V electrical network in the hybrid vehicle system. In forward transmission mode, the DC / DC converter performs a step-down conversion, transferring energy from the high-voltage electrical network to the low-voltage electrical network, thereby supplying power to the low-voltage electrical network. In reverse transmission mode, the DC / DC converter performs a step-up conversion, transferring energy from the low-voltage electrical network to the high-voltage electrical network, thereby supplying power to the high-voltage electrical network, thereby providing auxiliary power to the 48V drive motor during operating conditions such as starting, assisting with power, and recovering energy.

[0083] Next, the vehicle energy recovery method provided in the embodiment of the present application is explained in detail.

[0084] The vehicle energy recovery method in the embodiments of this application is determined based on the hybrid vehicle's driving state. Different vehicle energy recovery methods are used for different driving states. Therefore, in the embodiments of this application, the controller can first determine the hybrid vehicle's current driving state. The following describes the implementation process of the controller determining the hybrid vehicle's current driving state.

[0085] In an embodiment of the present application, a pedal travel sensor may be installed on the accelerator pedal arm and the brake pedal arm of a hybrid vehicle, respectively, and a pressure sensor may be installed on the hybrid vehicle's master brake cylinder. The pedal travel sensor is used to measure pedal travel and transmit a voltage corresponding to the pedal travel to a controller. The pressure sensor is used to measure the pressure in the master brake cylinder and transmit the pressure to the controller. The controller determines the hybrid vehicle's current driving state based on the pedal travel sensor and the pressure sensor.

[0086] Specifically, when the user steps on the brake pedal, a pedal travel sensor located at the brake pedal detects the pedal's travel, converts this travel into a voltage, and sends it to the controller. Typically, the brake pedal and the master cylinder are connected via a vacuum booster. When the user depresses the brake pedal to a certain degree, the pedal's push rod is pushed into the vacuum booster. The vacuum booster provides a boost to the push rod through the vacuum, which then transmits the boost to the master cylinder, generating hydraulic pressure in the master cylinder. At this point, a pressure sensor located at the master cylinder detects the master cylinder pressure and sends it to the controller.

[0087] Figure 2 This is a flow chart of determining the current driving state of a hybrid vehicle provided by an embodiment of the present application. Figure 2 As shown, the controller determines whether the user has stepped on the brake pedal based on the voltage corresponding to the amount of brake pedal travel, as detected by the brake pedal travel sensor. It also determines whether the user has released the accelerator pedal based on the voltage corresponding to the amount of accelerator pedal travel, as detected by the accelerator pedal travel sensor. If the voltage corresponding to the amount of brake pedal travel is lower than a first reference voltage, and the voltage corresponding to the amount of accelerator pedal travel is lower than a second reference voltage, the controller determines that the user has released the accelerator pedal and is not currently stepping on the brake pedal. In this case, the controller determines that the hybrid vehicle is currently coasting. The first and second reference voltages can be preset, both of which are very small values. These two values ​​can be the same or different, and this is not limited in this embodiment of the present application.

[0088] If the voltage corresponding to the brake pedal's travel exceeds a second reference voltage, the controller determines that the user is currently depressing the brake pedal. At this point, if the controller receives a master cylinder pressure from a pressure sensor at the master cylinder, the controller can determine that the hybrid vehicle is currently in a braking state.

[0089] When the hybrid vehicle's current driving state is determined to be coasting, the controller determines a target coasting regenerative torque and, based on the target coasting regenerative torque, drives the motor to regenerate energy during coasting back into the power battery. When the hybrid vehicle's current driving state is determined to be braking, the controller determines a target braking regenerative torque and, based on the target braking regenerative torque, drives the motor to regenerate energy during braking back into the power battery.

[0090] The following describes the coasting energy recovery method and the braking energy recovery method for a hybrid vehicle in the coasting and braking states, respectively.

[0091] In the scenario of braking energy recovery, Figure 3This is a flow chart of a vehicle (braking) energy recovery method provided by an embodiment of the present application. Please refer to Figure 3 , the method includes the following steps.

[0092] Step 301: The controller obtains the current master brake cylinder pressure of the hybrid vehicle.

[0093] Based on the above description, the hybrid vehicle's master cylinder is equipped with a pressure sensor to collect the master cylinder pressure. Therefore, when the hybrid vehicle is braking, the pressure sensor collects the current master cylinder pressure and sends it to the controller.

[0094] Step 302: The controller determines the target braking recovery torque based on the current master cylinder pressure.

[0095] In some embodiments, the implementation process of step 302 can be divided into the following two steps: Step 3021: The controller determines the initial regenerative braking torque based on the current master cylinder pressure. Step 3022: The controller corrects the initial regenerative braking torque to determine the target regenerative braking torque.

[0096] For example, step 3021 may be implemented as follows: the controller obtains a corresponding relationship between regenerative braking torque and master cylinder pressure, where the corresponding relationship includes multiple regenerative braking torques and multiple master cylinder pressures corresponding to the multiple regenerative braking torques. From this corresponding relationship, the controller obtains a regenerative braking torque that matches the current master cylinder pressure to obtain the initial regenerative braking torque.

[0097] Among them, the correspondence between the braking recovery torque and the brake master cylinder pressure (first correspondence) can be pre-configured by the cloud. The cloud pre-configures multiple braking recovery torques and multiple brake master cylinder pressures, and each brake master cylinder pressure corresponds to a braking recovery torque.

[0098] Figure 4 This is a schematic diagram of the first corresponding relationship provided by the embodiment of this application. Figure 4 As shown, the first corresponding relationship can be exemplarily a curve graph. The horizontal axis in the curve graph represents the brake master cylinder pressure (PressureMasterCylinder), and the unit of the brake master cylinder pressure is Pascal (Bar). The vertical axis represents the brake recovery torque (CUR_Brake_PresCyl), and the unit of the brake recovery torque is Newton-meter (Nm). Through the curve graph, the brake recovery torque corresponding to the current brake master cylinder pressure can be determined to obtain the initial brake recovery torque. Among them, the assist torque or driving torque is a positive indication of the driving process of the drive motor, and the brake recovery torque is a negative indication of the energy recovery process of the drive motor. Therefore, the brake recovery torques in the embodiments of the present application are all negative values.

[0099] The cloud configuration completes the first corresponding relationship, and the controller obtains the first corresponding relationship so as to obtain the braking recovery torque that matches the current brake master cylinder pressure from the first corresponding relationship to obtain the initial braking recovery torque.

[0100] After the controller obtains the first correspondence, it can pair the current master brake cylinder pressure with multiple master brake cylinder pressures in the first correspondence to determine the braking recovery torque corresponding to the current master brake cylinder pressure to obtain the initial braking recovery torque.

[0101] For example, if the current brake master cylinder pressure obtained by the controller is 12 Bar, the first corresponding relationship is as follows: Figure 4 As shown, the braking recovery torque corresponding to the brake master cylinder pressure of 12 Bar is -19.226 Nm, so the controller determines that the initial braking recovery torque is -19.226 Nm.

[0102] Step 3021 only considers the effect of master cylinder pressure on regenerative braking torque. In actual braking, other factors may also exist, causing hybrid vehicles to lose some energy during braking. In this case, the initial regenerative braking torque calculated by the controller based on the master cylinder pressure is inevitably too large, and the energy recovered based on this initial regenerative braking torque is also too high, resulting in the recovered energy not representing the actual energy required.

[0103] Based on this, the embodiment of the present application can correct the initial braking recovery torque based on step 3022 and determine the target braking recovery torque so that the recovered energy can accurately represent the energy actually required to be recovered.

[0104] For example, the implementation process of step 3022 may be as follows: Step 30221: The controller determines a regenerative braking torque correction value corresponding to the braking data based on the hybrid vehicle's braking data. Step 30222: The controller determines a target regenerative braking torque based on the initial regenerative braking torque and the regenerative braking torque correction value. The braking data includes the hybrid vehicle's current speed difference and / or current vehicle speed. The current speed difference is the difference between the hybrid vehicle's current engine speed and the torque converter's turbine speed.

[0105] The current speed of the hybrid vehicle can be acquired via a speed sensor installed on the hybrid vehicle. Furthermore, most hybrid vehicles' automatic transmissions are equipped with a torque converter, which replaces the clutch in manual transmission vehicles to connect and disconnect power transmission between the engine and transmission. When the engine crankshaft speed and the torque converter turbine speed are equal, the hybrid vehicle can be considered to have no energy loss during transmission. The difference between the engine speed and the torque converter turbine speed results in a hybrid vehicle losing some energy during transmission. The greater the speed difference between the engine and the torque converter turbine, the greater the torque conversion capability and the greater the energy loss during transmission. Therefore, in some embodiments, the controller can consider this energy loss when determining vehicle energy recovery and adjust the initial braking regenerative torque accordingly based on the speed difference between the engine and the torque converter turbine, so that the hybrid vehicle ultimately achieves accurate energy recovery.

[0106] In an embodiment of the present application, a first magnetoelectric sensor can be installed on the crankshaft of a hybrid vehicle's engine to determine the engine's speed. A signal wheel made of magnetoelectric material and containing missing teeth is mounted on the engine's crankshaft. When the engine rotates, the missing teeth of the signal wheel sequentially pass by the first magnetoelectric sensor. This changes the magnetic resistance of the magnetic circuit within the first magnetoelectric sensor, causing a change in magnetic flux. This in turn generates an electrical signal. The first magnetoelectric sensor then determines the current engine speed based on the time interval between two adjacent missing teeth passing through the sensor.

[0107] In addition, the embodiment of the present application may further install a second magneto-electric induction sensor at the turbine shaft of the torque converter of the hybrid vehicle, and determine the current rotational speed of the turbine of the torque converter by the second magneto-electric induction sensor.

[0108] After obtaining the current speed of the engine and the current speed of the turbine of the torque converter, the controller may subtract the current speed of the engine and the current speed of the turbine of the torque converter and use the difference as the current speed difference of the hybrid vehicle.

[0109] In a scenario where the braking data includes the current speed difference of the hybrid vehicle, step 30221 may be implemented as follows: the controller obtains a regenerative torque correction value that matches the current speed difference from a second correspondence relationship to obtain a first braking regenerative torque correction value. The second correspondence relationship includes multiple regenerative torque correction values ​​and multiple speed differences corresponding to the multiple regenerative torque correction values.

[0110] The second corresponding relationship may also be pre-configured by the cloud. The cloud pre-configures a plurality of recovery torque correction values ​​and a plurality of speed differences, and each speed difference corresponds to a recovery torque correction value.

[0111] Figure 5 This is a schematic diagram of the second corresponding relationship provided in the embodiment of the present application. Figure 5 As shown, the second corresponding relationship can be, for example, a curve graph. The horizontal axis in the curve graph represents the speed difference (dNTurbinespeed), and the unit of the speed difference is revolutions (rpm). The vertical axis represents the recovery torque correction value (CUR_fTqMotRgn_dNTurbine). Through this curve graph, the recovery torque correction value corresponding to the current speed difference can be determined to obtain the first braking recovery torque correction value.

[0112] The cloud configures the second corresponding relationship, and the controller obtains the second corresponding relationship so as to obtain a recovery torque correction value that matches the current speed difference from the second corresponding relationship to obtain a first braking recovery torque correction value.

[0113] After the controller obtains the second corresponding relationship, it can pair the current speed difference with multiple speed differences in the second corresponding relationship to determine the recovery torque correction value corresponding to the current speed difference to obtain the first braking recovery torque correction value.

[0114] For example, if the current speed difference obtained by the controller is 40Rpm, the second corresponding relationship is as follows: Figure 5 As shown, the regenerative torque correction value corresponding to the rotational speed difference of 40 Rpm is 0.8, so the controller determines the first regenerative braking torque correction value to be 0.8.

[0115] In a scenario where the braking data includes the current speed of the hybrid vehicle, step 30221 may be implemented as follows: the controller obtains a regenerative torque correction value that matches the current vehicle speed from a third correspondence relationship to obtain a second regenerative braking torque correction value. The third correspondence relationship includes multiple regenerative torque correction values ​​and multiple vehicle speeds corresponding to the multiple regenerative torque correction values.

[0116] The third corresponding relationship may also be pre-configured by the cloud. The cloud pre-configures a plurality of recovery torque correction values ​​and a plurality of vehicle speeds, and each vehicle speed corresponds to a recovery torque correction value.

[0117] Figure 6 This is a schematic diagram of the third corresponding relationship provided in the embodiment of the present application. Figure 6As shown, the third correspondence can be, for example, a curve graph. The abscissa in the curve graph represents the vehicle speed (Vsp), with the unit of vehicle speed being kilometers per hour (km / h). The ordinate represents the regenerative torque correction value (CUR_BrakeModulus_Vsp). Based on the curve graph, the regenerative torque correction value corresponding to the current vehicle speed can be determined to obtain the second regenerative braking torque correction value.

[0118] The cloud configures the third corresponding relationship, and the controller obtains the third corresponding relationship so as to obtain a recovery torque correction value that matches the current vehicle speed from the third corresponding relationship to obtain a second braking recovery torque correction value.

[0119] After the controller obtains the third correspondence, it can pair the current vehicle speed with multiple vehicle speeds in the third correspondence to determine the recovery torque correction value corresponding to the current vehicle speed to obtain the second braking recovery torque correction value.

[0120] For example, if the current vehicle speed obtained by the controller is 60km / h, the first corresponding relationship is as follows Figure 6 As shown, the recovery torque correction value corresponding to the vehicle speed of 60 km / h is 0.99, so the controller determines the second braking recovery torque correction value to be 0.99.

[0121] After obtaining the braking recovery torque correction value based on step 30221 , the controller may determine the target braking recovery torque based on the initial braking recovery torque and the braking recovery torque correction value in step 30222 .

[0122] For example, the implementation process of step 30222 may be: multiplying the initial braking recovery torque and the braking recovery torque correction value, and using the multiplied value as the target braking recovery torque.

[0123] Based on this, in the scenario where the braking data includes the current speed difference of the hybrid vehicle, the implementation process of step 30222 is: multiplying the initial braking recovery torque and the first braking recovery torque correction value, and using the multiplied value as the target braking recovery torque.

[0124] In a scenario where the braking data includes the current speed of the hybrid vehicle, the implementation process of step 30222 is: multiplying the initial braking regenerative torque and the second braking regenerative torque correction value, and using the multiplied value as the target braking regenerative torque.

[0125] In a scenario where the braking data includes the current speed difference and current vehicle speed of the hybrid vehicle, the implementation process of step 30222 is: multiply the initial braking recovery torque, the first braking recovery torque correction value, and the second braking recovery torque correction value, and use the multiplied value as the target braking recovery torque.

[0126] In a scenario where the braking data includes the current speed difference and current vehicle speed of the hybrid vehicle, the target braking recovery torque ultimately obtained by the controller is related to the brake master cylinder pressure, the speed difference, and the vehicle speed. The greater the brake master cylinder pressure, the greater the vehicle speed, and the smaller the speed difference, the greater the target braking recovery torque.

[0127] In other embodiments, after obtaining the initial braking recovery torque, the controller may directly use the initial braking recovery torque as the target braking recovery torque.

[0128] Among them, the second correspondence and the third correspondence are pre-calibrated. The calibration methods of the second correspondence and the third correspondence are the same. Taking the calibration of the third correspondence as an example, after the controller determines the initial braking recovery torque based on the first correspondence, for a certain vehicle speed, the controller can start from the initial braking recovery torque, set multiple recovery torques with a certain difference step, and then determine the engine working conditions corresponding to each recovery torque respectively. The engine working condition indicates the working condition of the engine when recovering energy according to the corresponding recovery torque. Determine the recovery torque in which the engine working condition is not working, and use the ratio between the maximum recovery torque among the determined recovery torques and the initial braking recovery torque as the recovery torque correction value corresponding to the vehicle speed.

[0129] Step 303: The controller recovers the energy during braking to the power battery via the drive motor based on the target braking recovery torque.

[0130] After obtaining the target regenerative braking torque, the controller determines the power that the drive motor can recover based on the target regenerative braking torque and the drive motor's speed. It then determines the target regenerative braking energy based on the power and time the drive motor can recover. The target regenerative braking energy is then reclaimed via the drive motor into the power battery. The drive motor's speed can be acquired using a speed sensor installed on the motor.

[0131] For example, the controller can be configured according to the formula The power that the drive motor can regenerate is calculated, where P represents the power that the drive motor can regenerate, Tq represents the target braking regenerative torque, and N represents the speed of the drive motor. After obtaining the power that the drive motor can regenerate using this formula, the controller multiplies this power by the regeneration time to obtain the target braking energy, which is then regenerated into the power battery.

[0132] In this embodiment of the present application, the controller determines the target regenerative braking torque based on the hybrid vehicle's current master cylinder pressure. Based on this target regenerative braking torque, the controller drives the motor to recycle energy from braking back into the power battery. This optimizes the hybrid vehicle's target regenerative braking torque, further improving the efficiency of energy recovery in the power battery.

[0133] In the scenario of coasting energy recovery, Figure 7 This is a flow chart of a vehicle (coasting) energy recovery method provided in an embodiment of the present application. Figure 7 , the method includes the following steps.

[0134] Step 701: The controller obtains the current speed of the hybrid vehicle.

[0135] Based on the above description, the hybrid vehicle is equipped with a vehicle speed sensor, so the vehicle speed sensor can collect the current vehicle speed of the hybrid vehicle and send the collected current vehicle speed to the controller.

[0136] Step 702: The controller determines the initial coasting recovery torque based on the current vehicle speed.

[0137] In some embodiments, step 702 may be implemented as follows: the controller obtains a fourth correspondence, the fourth correspondence including a plurality of coasting regeneration torques and a plurality of vehicle speeds corresponding to the plurality of coasting regeneration torques. The controller obtains the coasting regeneration torque that matches the current vehicle speed from the fourth correspondence to obtain the initial coasting regeneration torque.

[0138] The fourth corresponding relationship may also be pre-configured by the cloud, where the cloud pre-configures multiple coasting recovery torques and multiple vehicle speeds, with each vehicle speed corresponding to a coasting recovery torque.

[0139] Figure 8 This is a schematic diagram of the fourth corresponding relationship provided by the embodiment of the present application. Figure 8 As shown, the fourth corresponding relationship can be exemplarily a curve graph. The horizontal axis in the curve graph represents the vehicle speed (Vsp), and the unit of the vehicle speed is kilometers per hour (km / h). The vertical axis represents the coasting recovery torque (CUR_Coast_Vsp), and the unit of the coasting recovery torque is Newton-meters (Nm). Through the curve graph, the coasting recovery torque corresponding to the current vehicle speed can be determined to obtain the initial coasting recovery torque. Among them, the assist torque or driving torque is a positive indication of the driving process of the drive motor, and the coasting recovery torque is a negative indication of the energy recovery process of the drive motor. Therefore, the coasting recovery torques in the embodiments of the present application are all negative values.

[0140] The fourth corresponding relationship is configured in the cloud, and the controller obtains the fourth corresponding relationship, so as to obtain the coasting recovery torque matching the current vehicle speed from the fourth corresponding relationship to obtain the initial coasting recovery torque.

[0141] The implementation process of the controller acquiring the fourth corresponding relationship may refer to the relevant content of the controller acquiring the first corresponding relationship, which will not be repeated here.

[0142] After the controller obtains the fourth corresponding relationship, it can pair the current vehicle speed with multiple vehicle speeds in the fourth corresponding relationship to determine the coasting recovery torque corresponding to the current vehicle speed to obtain the initial coasting recovery torque.

[0143] For example, if the current vehicle speed obtained by the controller is 60km / h, the fourth corresponding relationship is as follows: Figure 8 As shown, the coasting recovery torque corresponding to a vehicle speed of 60 km / h is -25.025 Nm, so the controller determines the initial coasting recovery torque to be -25.025 Nm.

[0144] Optionally, the implementation process of step 702 is not limited to the method in which the controller determines the initial coasting recovery torque based on the fourth corresponding relationship, and can also be implemented in other ways, which is not limited in this embodiment of the present application.

[0145] Step 703: The controller corrects the initial coasting recovery torque to determine the target coasting recovery torque.

[0146] In some embodiments, the implementation of step 703 can be divided into the following two steps: Step 7031: The controller determines a coasting regeneration torque correction value corresponding to the coasting data based on the coasting data of the hybrid vehicle. Step 7032: The controller determines a target coasting regeneration torque based on the initial coasting regeneration torque and the coasting regeneration torque correction value. The coasting data includes the current speed difference and / or current deceleration of the hybrid vehicle. The current speed difference is the difference between the current speed of the hybrid vehicle's engine and the current speed of the torque converter's turbine.

[0147] Among them, the implementation process of the controller determining the coasting recovery torque correction value (first coasting recovery torque correction value) based on the current speed difference can refer to the relevant content of the above-mentioned controller determining the first braking recovery torque based on the current speed difference, which will not be repeated here.

[0148] The current deceleration of the hybrid vehicle can be acquired through the deceleration sensor. Alternatively, the controller can acquire the vehicle speed based on the vehicle speed acquired by the speed sensor through a built-in algorithm. Calculated. Where a represents deceleration, Δv and dv represent changes in vehicle speed, and Δt and dt represent changes in time.

[0149] In a scenario where the coasting data includes the current deceleration of the hybrid vehicle, step 7031 may be implemented as follows: the controller obtains a regenerative torque correction value that matches the current deceleration from a fifth correspondence to obtain a second coasting regenerative torque correction value. The fifth correspondence includes multiple regenerative torque correction values ​​and multiple vehicle speeds that correspond one-to-one with the multiple regenerative torque correction values.

[0150] The fifth corresponding relationship may also be pre-configured by the cloud. The cloud pre-configures a plurality of recovery torque correction values ​​and a plurality of decelerations, and each deceleration corresponds to a recovery torque correction value.

[0151] Figure 9 This is a schematic diagram of the fifth corresponding relationship provided by the embodiment of the present application. Figure 9 As shown, the fifth corresponding relationship can be exemplified as a curve graph. The horizontal axis in the curve graph represents decrease (Decrease), and the unit of decrement is meter per square second (m / s 2 The vertical axis represents the regeneration torque correction value (CUR_CoastModulus_Decrease). Through this graph, the regeneration torque correction value corresponding to the current deceleration can be determined to obtain the second coasting regeneration torque correction value.

[0152] The fifth correspondence is configured in the cloud, and the controller obtains the fifth correspondence, so as to obtain the recovery torque correction value that matches the current deceleration from the fifth correspondence to obtain the second coasting recovery torque correction value.

[0153] The implementation process of the controller acquiring the fifth corresponding relationship may refer to the relevant content of the controller acquiring the first corresponding relationship, which will not be repeated here.

[0154] After the controller obtains the fifth correspondence, it may pair the current deceleration with multiple decelerations in the fifth correspondence to determine a recovery torque correction value corresponding to the current deceleration, so as to obtain a second coasting recovery torque correction value.

[0155] For example, if the current deceleration obtained by the controller is 3m / s 2 , the fifth corresponding relationship is as follows Figure 9 As shown, the deceleration is 3m / s 2 The corresponding recovery torque correction value is 0.992, so the controller determines the second coasting recovery torque correction value to be 0.992.

[0156] The fifth correspondence is pre-calibrated. The calibration method of the fifth correspondence can refer to the calibration method of the third correspondence, which is not limited in the present embodiment.

[0157] After obtaining the coasting recovery torque correction value based on step 7031 , the controller may determine the target coasting recovery torque based on the initial coasting recovery torque and the coasting recovery torque correction value in step 7032 .

[0158] For example, the implementation process of step 7032 may be: multiplying the initial coasting recovery torque and the coasting recovery torque correction value, and using the multiplied value as the target coasting recovery torque.

[0159] Based on this, in the scenario where the coasting data includes the current speed difference of the hybrid vehicle, the implementation process of step 7032 is: multiplying the initial coasting recovery torque and the first coasting recovery torque correction value, and using the multiplied value as the target coasting recovery torque.

[0160] In a scenario where the coasting data includes the current deceleration of the hybrid vehicle, the implementation process of step 7032 is: multiplying the initial coasting recovery torque and the second coasting recovery torque correction value, and using the multiplied value as the target coasting recovery torque.

[0161] In a scenario where the coasting data includes the current speed difference and current deceleration of the hybrid vehicle, the implementation process of step 7032 is: multiplying the initial coasting recovery torque, the first coasting recovery torque, and the second coasting recovery torque correction value, and using the multiplied value as the target coasting recovery torque.

[0162] In a scenario where the coasting data includes the current speed difference and current deceleration of the hybrid vehicle, the target coasting recovery torque ultimately obtained by the controller is related to the vehicle speed, speed difference, and deceleration. The greater the vehicle speed, the smaller the speed difference, and the smaller the deceleration, the greater the target coasting recovery torque.

[0163] Step 704: The controller recovers the energy during coasting to the power battery via the drive motor based on the target coasting recovery torque.

[0164] The implementation process of step 704 may refer to the relevant content of step 303 above, which will not be repeated here.

[0165] In this embodiment of the present application, the controller determines the initial coasting regenerative torque based on the hybrid vehicle's current speed and modifies it to obtain a target coasting regenerative torque. Based on the target coasting regenerative torque, the drive motor then recycles energy from coasting back into the power battery. This optimizes the hybrid vehicle's target coasting regenerative torque, further improving the efficiency of the power battery's target coasting regenerative energy.

[0166] In addition, the maximum charging peak power of the power battery of a hybrid vehicle is limited in certain extreme environments, such as low or high temperatures, resulting in a limited amount of energy that can be recovered by the power battery. During the normal driving process of a hybrid vehicle, if all the target recovered energy during vehicle braking (target braking recovery energy and / or target coasting recovery energy) is recovered to the power battery without restriction, it may cause the power battery to be overloaded, causing irreversible damage to the power battery over a long period of time. Moreover, if the drive motor recovers all the energy to the power battery, the negative torque request of the drive motor will also be too large, thereby affecting the speed of the drive motor and the engine, resulting in a more severe push-back feeling when the hybrid vehicle brakes, which greatly affects the user's driving experience.

[0167] Based on this, in steps 303 and 704, the target braking regenerative torque and the target coasting regenerative torque can be limited to a certain extent. This allows the power battery to recover the optimal target regenerative energy. Because the method for limiting the target braking regenerative torque and the target coasting regenerative torque are the same in this embodiment of the application, the target braking regenerative torque and / or the target coasting regenerative torque will be represented by the target regenerative torque.

[0168] After obtaining the target regenerative torque, the controller can determine the maximum torque that the drive motor can charge the power battery based on the maximum charging peak power of the power battery. Based on this maximum torque, the controller limits the maximum value of the target regenerative torque to obtain the limited target regenerative torque.

[0169] For example, if the maximum torque is -15 Nm and the target regeneration torque is -20 Nm, the target regeneration torque is greater than the maximum torque, and the controller uses the maximum torque -15 Nm as the limited target regeneration torque. If the maximum torque is -15 Nm and the target regeneration torque is -10 Nm, the target regeneration torque is less than the maximum torque, and the controller does not limit the target regeneration torque, so the limited target regeneration torque remains -10 Nm.

[0170] In addition, it is usually a process for the controller to recover energy based on the target recovery torque. During this process, the controller can also set the gradient of the recovery torque used to recover energy (that is, the torque change) according to the determined target recovery torque, rather than always recovering energy according to the determined target recovery torque, so that the change in the target recovery energy per unit time during the recovery process is not too drastic. Among them, the change in target recovery energy includes energy increase and energy decrease, so the gradient of the target recovery torque can include positive gradient and negative gradient. The positive gradient can be understood as the recovery torque used to recover energy gradually increasing from a smaller value to the determined target recovery torque. The negative gradient can be understood as the recovery torque used to recover energy gradually decreasing from the determined target recovery torque to a certain value.

[0171] In a scenario where the gradient of the target regeneration torque includes a positive gradient, the controller may implement a process for limiting the torque variation of the target regeneration torque by: obtaining a sixth correspondence, the sixth correspondence including multiple torque variations, and multiple vehicle speeds and multiple regeneration torques corresponding to the multiple torque variations. A torque variation is determined by a vehicle speed and a regeneration torque. From the sixth correspondence, the controller obtains a torque variation that matches the current vehicle speed and the target regeneration torque to obtain the target regeneration torque variation.

[0172] The sixth correspondence can, for example, be a matrix. The rows of the matrix represent the regenerative torque in Nm, and the columns represent the vehicle speed in km / h. Each row of the matrix indicates the torque variation corresponding to different regenerative torques at the same vehicle speed, while each column of the matrix indicates the torque variation corresponding to the same regenerative torque at different vehicle speeds. Using this matrix, the torque variation that matches the current vehicle speed and the target regenerative torque can be determined to obtain the target regenerative torque variation.

[0173] For example, if the current vehicle speed obtained by the controller is 15 km / h, the target recovery torque obtained by the controller is -42.115 Nm. In the sixth corresponding relationship, the current vehicle speed is 15 km / h, and the target recovery torque of -42.115 Nm corresponds to a torque change of 499.977 Nm / 10ms, indicating that the torque changes by 499.977 Nm every 10ms.

[0174] In a scenario where the gradient of the target regeneration torque includes a negative gradient, the controller may implement limiting the positive gradient of the target regeneration torque by: obtaining a seventh correspondence, the seventh correspondence including multiple torque variations, multiple vehicle speeds corresponding to the multiple torque variations, and multiple target regeneration torques. Each torque variation is determined by a vehicle speed and a target regeneration torque. From the seventh correspondence, the controller obtains a torque variation that matches the current vehicle speed and the target regeneration torque to obtain the target regeneration torque variation.

[0175] The seventh correspondence can also be exemplified as a matrix, which can be used to determine the torque change that matches the current vehicle speed and target regenerative torque to obtain the target regenerative torque change. For example, if the controller determines the current vehicle speed is 15 km / h and the target regenerative torque is -42.115 Nm, the seventh correspondence indicates that the torque change corresponding to the current vehicle speed of 15 km / h and the target regenerative torque of -42.115 Nm is 500.008 Nm / 10ms, indicating that the torque changes by 500.008 Nm every 10ms.

[0176] In addition, the deceleration of the hybrid vehicle will also affect the torque variation. Generally, the greater the deceleration, the greater the gradient of the target regenerative torque, that is, the greater the target regenerative torque variation.

[0177] Based on this, the controller can limit the gradient of the target regeneration torque by obtaining an eighth correspondence, which includes multiple torque variations and multiple decelerations corresponding to the multiple torque variations. From the eighth correspondence, the controller obtains a torque variation that matches the current deceleration to obtain the target regeneration torque variation.

[0178] The eighth corresponding relationship can be exemplified as a curve graph, in which the horizontal axis represents the deceleration, and the unit of the deceleration is meter per square second (m / s 2 ), the vertical axis represents the torque change. For example, if the current deceleration obtained by the controller is 10.002m / s 2 , in the eighth corresponding relationship, the current deceleration is 10.002m / s 2 The corresponding torque change is 2500.038 Nm / 10 ms, indicating that the torque changes by 2500.038 Nm every 10 ms.

[0179] After obtaining the target recovery torque variation based on the above method, the controller can recover the target recovery energy to the power battery through the drive motor based on the limited target recovery torque and the target recovery torque variation, so that the power battery obtains optimal energy.

[0180] Additionally, if the controller's target regenerative torque change based on the current vehicle speed and target regenerative torque differs from the target regenerative torque change based on the current deceleration, the controller determines the minimum of the two target regenerative torque changes and uses the minimum as the final target regenerative torque change. This allows the controller to more gradually change the target regenerative energy as it is regenerated into the power battery via the drive motor.

[0181] Below Figure 10 Taking this as an example, the vehicle energy recovery method provided in the embodiment of the present application is further explained.

[0182] Figure 10 This is a flow chart of the vehicle energy recovery method provided by the embodiment of the present application. Figure 10As shown, the controller first determines the driving state of the hybrid vehicle, and determines the target recovery torque based on the driving state of the vehicle. After obtaining the target recovery torque, the controller can limit the target recovery torque based on the maximum charging torque of the drive motor, and limit the target recovery torque gradient to obtain the limited target recovery torque and the target recovery torque change. Among them, the controller can determine the target recovery torque change based on the current vehicle speed and the target recovery torque, and optionally, the target recovery torque change can also be determined based on the current deceleration. After obtaining the limited target recovery torque and the target recovery torque change, the controller recovers the target recovery energy to the power battery through the drive motor based on the limited target recovery torque and the target recovery torque change.

[0183] The vehicle energy recovery method provided in the embodiment of the present application introduces factors such as vehicle speed, deceleration, brake master cylinder pressure, and speed difference into the control strategy to determine the vehicle's recovery torque under different driving conditions, and limits the size of the obtained target recovery torque and its variation, so that the hybrid vehicle can obtain the best recovery energy under different operating conditions, thereby improving driving safety and comfort.

[0184] In addition, an embodiment of the present application further provides a hybrid vehicle, which includes a controller, a drive motor, and a power battery, wherein the controller is configured to:

[0185] Obtaining the current brake master cylinder pressure of the hybrid vehicle;

[0186] Determine the target braking regenerative torque based on the current brake master cylinder pressure;

[0187] Based on the target braking recovery torque, the energy during braking is recovered to the power battery through the drive motor.

[0188] Optionally, the controller is configured to:

[0189] Determining an initial braking regenerative torque based on the current brake master cylinder pressure;

[0190] The initial braking regeneration torque is corrected to determine the target braking regeneration torque.

[0191] Optionally, the controller is configured to:

[0192] Acquire a correspondence between a braking regenerative torque and a brake master cylinder pressure, the correspondence including a plurality of braking regenerative torques and a plurality of brake master cylinder pressures corresponding one to one with the plurality of braking regenerative torques;

[0193] From this correspondence, the braking regeneration torque that matches the current brake master cylinder pressure is obtained to obtain the initial braking regeneration torque.

[0194] Optionally, the controller is configured to:

[0195] determining a braking regenerative torque correction value corresponding to the braking data based on braking data of the hybrid vehicle;

[0196] The target regenerative braking torque is determined based on the initial regenerative braking torque and the regenerative braking torque correction value.

[0197] Optionally, the braking data includes a current speed difference and / or a current vehicle speed of the hybrid vehicle, where the current speed difference is a difference between a current speed of an engine of the hybrid vehicle and a current speed of a turbine of a torque converter.

[0198] In this embodiment of the present application, the controller directly determines the target regenerative braking torque based on the hybrid vehicle's current master cylinder pressure, and then drives the motor to regenerate energy. The method provided in this embodiment of the present application enables the hybrid vehicle to achieve optimal regenerative braking torque, thereby increasing the efficiency of energy recovery from the power battery.

[0199] In addition, an embodiment of the present application further provides a hybrid vehicle, which includes a controller, a drive motor, and a power battery, wherein the controller is configured to:

[0200] Get the current speed of the hybrid vehicle;

[0201] Determine the initial coasting recovery torque based on the current vehicle speed;

[0202] Correcting the initial coasting recovery torque to determine the target coasting recovery torque;

[0203] Based on the target coasting recovery torque, the energy during coasting is recovered to the power battery through the drive motor.

[0204] Optionally, the controller is configured to:

[0205] Determining a coasting regenerative torque correction value corresponding to the coasting data based on coasting data of the hybrid vehicle;

[0206] A target coasting recovery torque is determined based on the initial coasting recovery torque and the coasting recovery torque correction value.

[0207] Optionally, the coasting data includes a current speed difference and / or a current deceleration of the hybrid vehicle, where the current speed difference is a difference between a current speed of an engine of the hybrid vehicle and a current speed of a turbine of a torque converter.

[0208] In this embodiment of the present application, the controller determines the initial coasting regenerative torque based on the hybrid vehicle's current speed and modifies it to obtain a target coasting regenerative torque. Based on the target coasting regenerative torque, the drive motor then recycles energy from coasting back into the power battery. This optimizes the hybrid vehicle's target coasting regenerative torque, further improving the efficiency of the power battery's target coasting regenerative energy.

[0209] It should be noted that the hybrid vehicle energy recovery method provided in the above embodiments is merely illustrated by the division of the aforementioned functional modules. In actual applications, the aforementioned functions can be assigned to different functional modules as needed, i.e., the internal structure of the device can be divided into different functional modules to perform all or part of the functions described above. Furthermore, the hybrid vehicle and vehicle energy recovery method provided in the above embodiments are based on the same concept. The specific implementation process is detailed in the method embodiments and will not be further described here.

[0210] In some embodiments, a computer-readable storage medium is further provided, the storage medium storing a computer program that, when executed by a processor, implements the steps of the vehicle energy recovery method described in the above embodiments. For example, the computer-readable storage medium may be a ROM, RAM, CD-ROM, magnetic tape, floppy disk, or optical data storage device.

[0211] It is worth noting that the computer-readable storage medium mentioned in the embodiments of the present application may be a non-volatile storage medium, in other words, a non-transitory storage medium.

[0212] It should be understood that all or part of the steps for implementing the above embodiments may be implemented using software, hardware, firmware, or any combination thereof. When implemented using software, all or part of the steps may be implemented in the form of a computer program product. The computer program product may include one or more computer instructions. The computer instructions may be stored in the computer-readable storage medium.

[0213] That is, in some embodiments, a computer program product containing instructions is also provided, which, when executed on a computer, enables the computer to execute the steps of the vehicle energy recovery method described above.

[0214] It should be noted that the information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data used for analysis, stored data, displayed data, etc.) and signals involved in the embodiments of this application are all authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data need to comply with the relevant laws, regulations and standards of relevant countries and regions.

[0215] It should be understood that the "at least one" mentioned herein refers to one or more, and "a plurality of" refers to two or more. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B; "and / or" in this article is merely a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in order to facilitate a clear description of the technical solutions of the embodiments of the present application, in the embodiments of the present application, words such as "first" and "second" are used to distinguish between identical or similar items with substantially the same functions and effects. Those skilled in the art will understand that words such as "first" and "second" do not limit the quantity and execution order, and words such as "first" and "second" do not necessarily limit them to be different.

[0216] The above description is an embodiment provided for this application and is not intended to limit this application. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of this application should be included in the scope of protection of this application.

Claims

1. A vehicle energy recovery method, characterized in that: The method is applied to a controller on a hybrid vehicle, which also includes a drive motor and a power battery; The method comprises: The controller obtains a current master brake cylinder pressure of the hybrid vehicle; The controller determines an initial regenerative braking torque based on the current master cylinder pressure; and determines a regenerative braking torque correction value corresponding to the braking data based on braking data of the hybrid vehicle, the braking data including a current speed difference and a current vehicle speed of the hybrid vehicle, the current speed difference being a difference between a current speed of an engine of the hybrid vehicle and a current speed of a turbine of a torque converter; In a scenario where the braking data includes a current speed difference and a current vehicle speed of the hybrid vehicle, the controller multiplies the initial regenerative braking torque, the first regenerative braking torque correction value, and the second regenerative braking torque correction value, and uses the multiplied value as the target regenerative braking torque; The controller recovers energy during braking to the power battery through the drive motor based on the target braking recovery torque.

2. The method according to claim 1, wherein The controller determines an initial braking recovery torque based on the current master cylinder pressure, including: The controller acquires a correspondence between a braking recovery torque and a brake master cylinder pressure, wherein the correspondence includes a plurality of braking recovery torques and a plurality of brake master cylinder pressures corresponding to the plurality of braking recovery torques; The controller obtains the braking recovery torque that matches the current brake master cylinder pressure from the corresponding relationship to obtain the initial braking recovery torque.

3. A vehicle energy recovery method, characterized in that: The method is applied to a controller on a hybrid vehicle, which also includes a drive motor and a power battery; The method comprises: The controller obtains the current speed of the hybrid vehicle; The controller determines an initial coasting recovery torque based on the current vehicle speed; The controller determines a coasting regenerative torque correction value corresponding to coasting data of the hybrid vehicle based on coasting data of the hybrid vehicle, the coasting data including a current speed difference and a current deceleration of the hybrid vehicle, the current speed difference being a difference between a current speed of an engine of the hybrid vehicle and a current speed of a turbine of a torque converter; In a scenario where the coasting data includes the current speed difference and the current deceleration of the hybrid vehicle, the controller multiplies the initial coasting recovery torque, the first coasting recovery torque correction value, and the second coasting recovery torque correction value, and uses the multiplied value as the target coasting recovery torque; The controller recovers energy during coasting to the power battery via the drive motor based on the target coasting recovery torque.

4. A hybrid vehicle, characterized in that: The hybrid vehicle includes a controller, a drive motor and a power battery, wherein the controller is used to: obtaining a current master brake cylinder pressure of the hybrid vehicle; determining an initial regenerative braking torque based on the current master cylinder pressure; and determining a regenerative braking torque correction value corresponding to the braking data based on braking data of the hybrid vehicle, the braking data including a current speed difference and a current vehicle speed of the hybrid vehicle, the current speed difference being a difference between a current speed of an engine of the hybrid vehicle and a current speed of a turbine of a torque converter; In a scenario where the braking data includes a current speed difference and a current vehicle speed of the hybrid vehicle, multiplying the initial regenerative braking torque, the first regenerative braking torque correction value, and the second regenerative braking torque correction value, and using the multiplied value as the target regenerative braking torque; Based on the target braking recovery torque, energy during braking is recovered to the power battery through the drive motor.

5. A hybrid vehicle, characterized in that: The hybrid vehicle includes a controller, a drive motor and a power battery, wherein the controller is used to: obtaining a current speed of the hybrid vehicle; determining an initial coasting recovery torque based on the current vehicle speed; determining a coasting regenerative torque correction value corresponding to the coasting data based on coasting data of the hybrid vehicle, the coasting data including a current speed difference and a current deceleration of the hybrid vehicle, the current speed difference being a difference between a current speed of an engine of the hybrid vehicle and a current speed of a turbine of a torque converter; In a scenario where the coasting data includes the current speed difference and the current deceleration of the hybrid vehicle, multiplying the initial coasting recovery torque, the first coasting recovery torque correction value, and the second coasting recovery torque correction value, and using the multiplied value as the target coasting recovery torque; Based on the target coasting recovery torque, energy during coasting is recovered to the power battery through the drive motor.

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