Vehicle energy recovery control method and device

Abstract

The application discloses a kind of vehicle energy recovery control method and device, it is related to new energy vehicle energy recovery field, the method includes based on the road information obtained in front of vehicle, when judging that vehicle exists braking intention, the calculation of braking energy is carried out;According to the braking energy calculated, and according to the braking distance obtained from road information in front of vehicle, the braking torque of motor is calculated;According to the braking torque of motor calculated, feedback braking control is carried out, to realize vehicle energy recovery.The application is based on the intelligent feedback braking trigger and control mechanism of braking energy prediction, avoids invalid sliding braking control;Identify sliding, braking intention, prohibit energy recovery control under the scene of sliding intention, reduce the efficiency loss of energy conversion process;Carry out energy recovery control under the scene of braking intention, realize full decoupling type feedback braking energy recovery, reduce mechanical braking energy loss.

Description

Technical Field

[0001] This invention relates to the field of energy recovery in new energy vehicles, and specifically to a vehicle energy recovery control method and device. Background Technology

[0002] Decoupling mechanical braking from electric motor braking, allowing the motor to take priority over mechanical braking to avoid additional braking losses, is key to vehicle energy recovery. In other words, coasting braking takes precedence over service braking, and this is an effective and widely used electromechanical braking decoupling method. However, existing coasting braking schemes initiate energy recovery immediately upon releasing the accelerator, using a constant target torque or a correction value related to the vehicle's real-time recovery capacity and speed. This leads to the following problems with existing braking energy recovery schemes:

[0003] 1. Coasting braking energy recovery does not improve fuel economy in some scenarios. For example, if the driver's intention is simply to coast by releasing the accelerator, the kinetic energy is forcibly converted into electrical energy through coasting braking energy recovery, and then the recovered electrical energy is used to drive and accelerate. Due to the influence of conversion efficiency, more than 20% of energy will be lost.

[0004] 2. The target torque for coasting braking uses a relatively fixed value, which makes it difficult to achieve the expected deceleration effect, resulting in the need for the service brake to still be engaged, generating additional mechanical braking losses. Summary of the Invention

[0005] To address the shortcomings of existing technologies, the present invention aims to provide a vehicle energy recovery control method and device. Based on an intelligent regenerative braking triggering and control mechanism for braking energy prediction, it avoids ineffective coasting braking control; identifies coasting and braking intentions, prohibits energy recovery control in coasting intention scenarios, and reduces efficiency loss in the energy conversion process; and performs energy recovery control in braking intention scenarios to achieve fully decoupled regenerative braking energy recovery and reduce mechanical braking energy loss.

[0006] To achieve the above objectives, the present invention provides a vehicle energy recovery control method, specifically including the following steps:

[0007] Based on the road information ahead of the vehicle, when it is determined that the vehicle intends to brake, the braking energy is calculated.

[0008] The braking torque of the motor is calculated based on the calculated braking energy and the braking distance obtained from the road information ahead of the vehicle.

[0009] Based on the calculated braking torque of the motor, regenerative braking control is implemented to achieve vehicle energy recovery.

[0010] Based on the above technical solution, the road information includes road slope information, speed limit information, traffic light information, congestion information, and obstacle information.

[0011] Based on the above technical solutions,

[0012] The braking intent includes braking intent under downhill conditions and braking intent under non-downhill conditions;

[0013] The braking intention under downhill conditions is determined when the vehicle speed on the downhill slope is greater than the road speed limit.

[0014] The braking intent under non-downhill conditions is determined by obtaining the distance from the current position to the expected stopping point based on obstacle information, and combining it with the current vehicle speed. If there is a risk of collision, it is determined that there is a braking intent under non-downhill conditions.

[0015] Based on the above technical solution, the calculation of braking energy when it is determined that the vehicle intends to brake specifically involves:

[0016] When a vehicle intends to brake while going downhill, the braking energy is calculated based on the conversion of slope gravitational potential energy. This braking energy is the braking energy generated to prevent the vehicle from speeding while going downhill.

[0017] When a vehicle intends to brake in a non-downhill condition, braking energy calculation based on kinetic energy conversion is performed. This braking energy is the braking energy generated to avoid a vehicle collision in a non-downhill condition.

[0018] Based on the above technical solution, the specific steps for calculating the braking energy based on the slope-gravitational potential energy conversion include:

[0019] The vehicle's coasting resistance and coasting power are calculated, and the coasting power is integrated to obtain the coasting energy loss value;

[0020] The change in kinetic energy of the vehicle is calculated using the road speed limit as the final speed.

[0021] The change in the vehicle's potential energy is calculated based on the slope, altitude, and vehicle mass.

[0022] The braking energy is obtained by the difference between the sum of the potential energy change, the kinetic energy change, and the gliding energy loss.

[0023] Based on the above technical solutions,

[0024] The calculation method for gliding resistance is as follows:

[0025]

[0026] Where F represents the sliding resistance, m represents the vehicle mass, g represents the acceleration due to gravity, f represents the coefficient of friction, α represents the slope angle, and C... D δ represents the air resistance coefficient, A represents the frontal area of ​​the vehicle, v represents the vehicle speed, δ represents the rotational mass conversion factor, and a represents the acceleration.

[0027] The calculation method for coasting power is as follows:

[0028] P = Fv

[0029] Where P represents coasting power.

[0030] Based on the above technical solution, the calculation method for the change in kinetic energy is as follows:

[0031]

[0032] Where W1 represents the change in kinetic energy, m represents the vehicle mass, v2 represents the final vehicle speed, and v1 represents the initial vehicle speed.

[0033] Based on the above technical solution, the calculation method for the potential energy change is as follows:

[0034] W2 = mg(H2 - H1)

[0035] Where W2 represents the change in potential energy, m represents the vehicle mass, g represents the gravitational acceleration, H2 represents the final position of the vehicle, and H1 represents the initial position of the vehicle.

[0036] Based on the above technical solution, the specific calculation process of the braking torque is as follows:

[0037] The braking force is obtained based on the relationship between braking energy, braking distance, and braking force.

[0038] Based on the obtained braking force, as well as the tire radius and transmission ratio, the braking torque of the motor is calculated.

[0039] This invention provides a vehicle energy recovery control device, comprising:

[0040] Map sensors are used to acquire information about road gradient and speed limits ahead of the vehicle;

[0041] Connected devices are used to obtain information about traffic lights and traffic congestion ahead of the vehicle;

[0042] Radar equipment used to acquire information about obstacles in front of a vehicle;

[0043] The vehicle controller is used to calculate braking energy based on the acquired road slope information, speed limit information, traffic light information, congestion information and obstacle information in front of the vehicle. When it is determined that the vehicle intends to brake, it calculates the braking energy and the braking distance obtained from the road information in front of the vehicle. Then, it performs regenerative braking control based on the calculated braking torque of the motor to realize vehicle energy recovery.

[0044] Compared with the prior art, the advantages of this invention are as follows: it adopts an intelligent regenerative braking triggering and control mechanism based on braking energy prediction to avoid ineffective coasting braking control; it identifies coasting and braking intentions, prohibits energy recovery control in coasting intention scenarios, and reduces efficiency loss in the energy conversion process; it performs energy recovery control in braking intention scenarios to achieve fully decoupled regenerative braking energy recovery and reduce mechanical braking energy loss; it predicts braking energy and controls coasting braking torque based on expected braking loss, calculates the target torque of the coasting braking process in real time, and activates coasting braking only when there is expected braking behavior. Then, through global optimization control of the regenerative braking target torque, it avoids mechanical braking to the greatest extent through fully decoupled regenerative braking. Attached Figure Description

[0045] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0046] Figure 1 This is a flowchart of a vehicle energy recovery control method according to an embodiment of the present invention. Detailed Implementation

[0047] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are some embodiments of this application, but not all embodiments.

[0048] See Figure 1 As shown in the figure, a vehicle energy recovery control method provided by an embodiment of the present invention specifically includes the following steps:

[0049] S1: Based on the acquired road information ahead of the vehicle, when it is determined that the vehicle intends to brake, the braking energy is calculated;

[0050] In this invention, road information includes road gradient information, speed limit information, traffic light information, congestion information, and obstacle information.

[0051] Specifically, braking intent includes braking intent under downhill conditions and braking intent under non-downhill conditions; braking intent under downhill conditions is determined if the vehicle speed will exceed the road speed limit when rolling downhill; braking intent under non-downhill conditions is determined if the distance from the current position to the expected stopping point is obtained based on obstacle information, and combined with the current vehicle speed, there is a risk of collision.

[0052] That is, when the vehicle releases the accelerator, the vehicle speed on the subsequent road is calculated according to the vehicle dynamics model. If the vehicle speed will exceed the road speed limit when going downhill, it is identified as having the intention to brake. When the intention to brake downhill is identified, the braking energy is calculated based on the conversion of slope gravitational potential energy.

[0053] In this invention, when it is determined that the vehicle intends to brake, the braking energy is calculated, specifically as follows:

[0054] When a vehicle intends to brake while going downhill, the braking energy is calculated based on the conversion of slope gravitational potential energy. This braking energy is the braking energy generated to prevent the vehicle from speeding while going downhill.

[0055] When a vehicle intends to brake in a non-downhill condition, braking energy calculation based on kinetic energy conversion is performed. This braking energy is the braking energy generated to avoid a vehicle collision in a non-downhill condition.

[0056] In this invention, the braking energy is calculated based on the conversion of slope gravitational potential energy. Specific steps include:

[0057] S101: Calculate the vehicle's coasting resistance and coasting power, and integrate the coasting power to obtain the coasting energy loss value;

[0058] In this invention, the method for calculating gliding resistance is as follows:

[0059]

[0060] Where F represents the sliding resistance, m represents the vehicle mass, g represents the acceleration due to gravity, f represents the coefficient of friction, α represents the slope angle, and C... D δ represents the air resistance coefficient, A represents the frontal area of ​​the vehicle, v represents the vehicle speed, δ represents the rotational mass conversion factor, and a represents the acceleration.

[0061] In this invention, the gliding power is calculated as follows:

[0062] P = Fv

[0063] Where P represents coasting power.

[0064] S102: Calculate the change in kinetic energy of the vehicle using the road speed limit as the final speed.

[0065] In this invention, the change in kinetic energy is calculated as follows:

[0066]

[0067] Where W1 represents the change in kinetic energy, m represents the vehicle mass, v2 represents the final vehicle speed, and v1 represents the initial vehicle speed.

[0068] S103: Calculate the change in the vehicle's potential energy based on the slope, altitude, and vehicle mass;

[0069] In this invention, the potential energy change is calculated as follows:

[0070] W2 = mg(H2 - H1)

[0071] Where W2 represents the change in potential energy, m represents the vehicle mass, g represents the gravitational acceleration, H2 represents the final position of the vehicle, and H1 represents the initial position of the vehicle.

[0072] S104: The braking energy is obtained by subtracting the sum of the potential energy change, kinetic energy change, and gliding energy loss from the potential energy change. This is the braking energy, which is the energy that needs to be recovered.

[0073] For braking intentions under non-downhill conditions, the distance from the current position to the expected stopping point is obtained based on obstacle information, and combined with the current vehicle speed. If there is a risk of collision, it is determined that there is a braking intention under non-downhill conditions.

[0074] When the vehicle intends to brake in a non-downhill condition, braking energy is calculated based on kinetic energy conversion. The braking energy calculation method in this case is the same as the braking energy calculation method based on slope gravitational potential energy conversion mentioned above. The difference is that the vehicle's final speed is reduced to achieve the expected stopping action. In downhill conditions, the vehicle's final speed does not exceed the road speed limit.

[0075] S2: Based on the calculated braking energy and the braking distance obtained from the road information ahead of the vehicle, the braking torque of the motor is calculated.

[0076] Once the braking energy is calculated, the braking distance can be obtained by analyzing information such as slope length and traffic light position. Then, based on the braking distance and braking energy, the braking torque of the motor can be calculated.

[0077] In this invention, the specific calculation process for braking torque is as follows:

[0078] S201: The braking force is obtained based on the relationship between braking energy, braking distance, and braking force; the relationship between braking energy, braking distance, and braking force is: braking energy is equal to the product of braking force and braking distance.

[0079] S202: Based on the obtained braking force, tire radius, and transmission ratio, the braking torque of the motor is calculated.

[0080] S3: Based on the calculated braking torque of the motor, regenerative braking control is implemented to achieve vehicle energy recovery. Intelligent regenerative braking control is performed with the goal of avoiding braking energy loss through braking intention recognition and braking energy estimation; regenerative braking control is not performed during coasting where there is no potential braking energy loss.

[0081] In one possible implementation, in addition to energy recovery based on intelligent recognition of braking intent, the driver's active deceleration request can be identified by judging the driver's brake pedal and the driver's intermittent braking request, and regenerative braking control can be performed. In this mode, a relatively constant braking torque is used.

[0082] This invention acquires road information to identify vehicle braking intentions. When there is no braking intention, i.e., when coasting is attempted, no regenerative braking is performed. It identifies the vehicle's braking intention and estimates the expected braking energy. Unlike conventional methods that regenerate braking energy upon releasing the accelerator, this invention uses actual braking behaviors such as downhill coasting triggering speed-limited braking, traffic light triggering braking, and congestion or obstacle triggering braking as trigger mechanisms for regenerative braking. Based on the expected braking energy and the vehicle's current speed, it calculates the expected deceleration, generates regenerative braking torque, and optimizes the target regenerative braking torque based on the deceleration target in real time.

[0083] The vehicle energy recovery control method of this invention adopts an intelligent regenerative braking triggering and control mechanism based on braking energy prediction to avoid ineffective coasting braking control; it identifies coasting and braking intentions, prohibits energy recovery control in coasting intention scenarios, and reduces efficiency loss in the energy conversion process; it performs energy recovery control in braking intention scenarios to achieve fully decoupled regenerative braking energy recovery and reduce mechanical braking energy loss; it uses braking energy prediction to control coasting braking torque based on expected braking loss, calculates the target torque of the coasting braking process in real time, and only activates coasting braking when there is expected braking behavior; and it uses global optimization control of the regenerative braking target torque to avoid mechanical braking to the greatest extent possible through fully decoupled regenerative braking; furthermore, it adopts a human-machine interaction optimization strategy to identify and respond to the driver's deceleration request and perform regenerative braking control.

[0084] In one possible implementation, the present invention also provides a readable storage medium located in a PLC (Programmable Logic Controller) controller, on which a computer program is stored. When executed by a processor, this program implements the steps of the vehicle energy recovery control method described below:

[0085] Based on the road information ahead of the vehicle, when it is determined that the vehicle intends to brake, the braking energy is calculated.

[0086] The braking torque of the motor is calculated based on the calculated braking energy and the braking distance obtained from the road information ahead of the vehicle.

[0087] Based on the calculated braking torque of the motor, regenerative braking control is implemented to achieve vehicle energy recovery.

[0088] In this invention, braking intent includes braking intent under downhill conditions and braking intent under non-downhill conditions; braking intent under downhill conditions is determined if the vehicle speed on the downhill slope will exceed the road speed limit; braking intent under non-downhill conditions is determined if the distance from the current position to the expected stopping point is obtained based on obstacle information, and combined with the current vehicle speed, if there is a risk of collision, braking intent under non-downhill conditions is determined.

[0089] In this invention, when it is determined that the vehicle intends to brake, the braking energy is calculated, specifically as follows:

[0090] When a vehicle intends to brake while going downhill, the braking energy is calculated based on the conversion of slope gravitational potential energy. This braking energy is the braking energy generated to prevent the vehicle from speeding while going downhill.

[0091] When a vehicle intends to brake in a non-downhill condition, braking energy calculation based on kinetic energy conversion is performed. This braking energy is the braking energy generated to avoid a vehicle collision in a non-downhill condition.

[0092] In this invention, the braking energy is calculated based on the conversion of slope gravitational potential energy. Specific steps include:

[0093] The vehicle's coasting resistance and coasting power are calculated, and the coasting power is integrated to obtain the coasting energy loss value;

[0094] The change in kinetic energy of the vehicle is calculated using the road speed limit as the final speed.

[0095] The change in the vehicle's potential energy is calculated based on the slope, altitude, and vehicle mass.

[0096] The braking energy is obtained by the difference between the sum of the potential energy change, the kinetic energy change, and the gliding energy loss.

[0097] In this invention, the method for calculating gliding resistance is as follows:

[0098]

[0099] Where F represents the sliding resistance, m represents the vehicle mass, g represents the acceleration due to gravity, f represents the coefficient of friction, α represents the slope angle, and C... D δ represents the air resistance coefficient, A represents the frontal area of ​​the vehicle, v represents the vehicle speed, δ represents the rotational mass conversion factor, and a represents the acceleration.

[0100] The calculation method for coasting power is as follows:

[0101] P = Fv

[0102] Where P represents coasting power.

[0103] In this invention, the change in kinetic energy is calculated as follows:

[0104]

[0105] Where W1 represents the change in kinetic energy, m represents the vehicle mass, v2 represents the final vehicle speed, and v1 represents the initial vehicle speed.

[0106] In this invention, the potential energy change is calculated as follows:

[0107] W2 = mg(H2 - H1)

[0108] Where W2 represents the change in potential energy, m represents the vehicle mass, g represents the gravitational acceleration, H2 represents the final position of the vehicle, and H1 represents the initial position of the vehicle.

[0109] In this invention, the specific calculation process for braking torque is as follows:

[0110] The braking force is obtained based on the relationship between braking energy, braking distance, and braking force.

[0111] Based on the obtained braking force, as well as the tire radius and transmission ratio, the braking torque of the motor is calculated.

[0112] Storage media may be any combination of one or more computer-readable media. A computer-readable medium may be a computer-readable signal medium or a computer-readable storage medium. Computer-readable storage media may be, for example, but not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this document, a computer-readable storage medium may be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0113] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, capable of transmitting, propagating, or transmitting programs for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium may be transmitted using any suitable medium, including but not limited to: wireless, wireline, optical fiber, RF, etc., or any suitable combination thereof.

[0114] Computer program code for performing the operations of this invention can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages—such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0115] The present invention provides a vehicle energy recovery control device, which includes a map sensor, a network device, a radar device, and a vehicle controller.

[0116] Map sensors are used to acquire road slope and speed limit information ahead of the vehicle; connected devices are used to acquire traffic light and congestion information ahead of the vehicle; radar devices are used to acquire obstacle information ahead of the vehicle; the vehicle controller, based on the acquired road slope, speed limit, traffic light, congestion, and obstacle information ahead of the vehicle, calculates braking energy when it determines that the vehicle intends to brake, and calculates the motor braking torque based on the calculated braking energy and the braking distance obtained from the road information ahead of the vehicle. Then, based on the calculated motor braking torque, regenerative braking control is performed to achieve vehicle energy recovery.

[0117] In this invention, braking intent includes braking intent under downhill conditions and braking intent under non-downhill conditions; braking intent under downhill conditions is determined if the vehicle speed on the downhill slope will exceed the road speed limit; braking intent under non-downhill conditions is determined if the distance from the current position to the expected stopping point is obtained based on obstacle information, and combined with the current vehicle speed, if there is a risk of collision, braking intent under non-downhill conditions is determined.

[0118] In this invention, when it is determined that the vehicle intends to brake, the braking energy is calculated, specifically as follows:

[0119] When a vehicle intends to brake while going downhill, the braking energy is calculated based on the conversion of slope gravitational potential energy. This braking energy is the braking energy generated to prevent the vehicle from speeding while going downhill.

[0120] When a vehicle intends to brake in a non-downhill condition, braking energy calculation based on kinetic energy conversion is performed. This braking energy is the braking energy generated to avoid a vehicle collision in a non-downhill condition.

[0121] In this invention, the braking energy is calculated based on the conversion of slope gravitational potential energy. Specific steps include:

[0122] The vehicle's coasting resistance and coasting power are calculated, and the coasting power is integrated to obtain the coasting energy loss value;

[0123] The change in kinetic energy of the vehicle is calculated using the road speed limit as the final speed.

[0124] The change in the vehicle's potential energy is calculated based on the slope, altitude, and vehicle mass.

[0125] The braking energy is obtained by the difference between the sum of the potential energy change, the kinetic energy change, and the gliding energy loss.

[0126] In this invention, the method for calculating gliding resistance is as follows:

[0127]

[0128] Where F represents the sliding resistance, m represents the vehicle mass, g represents the acceleration due to gravity, f represents the coefficient of friction, α represents the slope angle, and C... D δ represents the air resistance coefficient, A represents the frontal area of ​​the vehicle, v represents the vehicle speed, δ represents the rotational mass conversion factor, and a represents the acceleration.

[0129] The calculation method for coasting power is as follows:

[0130] P = Fv

[0131] Where P represents coasting power.

[0132] In this invention, the change in kinetic energy is calculated as follows:

[0133]

[0134] Where W1 represents the change in kinetic energy, m represents the vehicle mass, v2 represents the final vehicle speed, and v1 represents the initial vehicle speed.

[0135] In this invention, the potential energy change is calculated as follows:

[0136] W2 = mg(H2 - H1)

[0137] Where W2 represents the change in potential energy, m represents the vehicle mass, g represents the gravitational acceleration, H2 represents the final position of the vehicle, and H1 represents the initial position of the vehicle.

[0138] In this invention, the specific calculation process for braking torque is as follows:

[0139] The braking force is obtained based on the relationship between braking energy, braking distance, and braking force.

[0140] Based on the obtained braking force, as well as the tire radius and transmission ratio, the braking torque of the motor is calculated.

[0141] The vehicle energy recovery control device of this invention adopts an intelligent regenerative braking triggering and control mechanism based on braking energy prediction to avoid ineffective coasting braking control; it identifies coasting and braking intentions, prohibits energy recovery control in coasting intention scenarios, and reduces efficiency loss in the energy conversion process; it performs energy recovery control in braking intention scenarios to achieve fully decoupled regenerative braking energy recovery and reduce mechanical braking energy loss; it predicts braking energy and controls coasting braking torque based on expected braking loss, calculates the target torque of the coasting braking process in real time, and activates coasting braking only when there is expected braking behavior. Then, through global optimization control of the regenerative braking target torque, it avoids mechanical braking to the greatest extent through fully decoupled regenerative braking.

[0142] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

[0143] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

Claims

1. A vehicle energy recovery control method, characterized in that, Specifically, the following steps are included: Based on the road information ahead of the vehicle, when it is determined that the vehicle intends to brake, the braking energy is calculated. The braking torque of the motor is calculated based on the calculated braking energy and the braking distance obtained from the road information ahead of the vehicle. Based on the calculated braking torque of the motor, regenerative braking control is implemented to achieve vehicle energy recovery. The braking intention includes braking intention under downhill conditions and braking intention under non-downhill conditions; The braking intention under downhill conditions is determined when the vehicle speed on the downhill slope is greater than the road speed limit. The braking intention under non-downhill conditions is determined by obtaining the distance from the current position to the expected stopping point based on obstacle information, and combining it with the current vehicle speed. If there is a risk of collision, it is determined that there is a braking intention under non-downhill conditions. Specifically, when it is determined that the vehicle intends to brake, the braking energy is calculated as follows: When a vehicle intends to brake while going downhill, the braking energy is calculated based on the conversion of slope gravitational potential energy. This braking energy is the braking energy generated to prevent the vehicle from speeding while going downhill. When the vehicle intends to brake in a non-downhill condition, the braking energy is calculated based on kinetic energy conversion. This braking energy is the braking energy generated to avoid a vehicle collision in a non-downhill condition. The specific steps for calculating the braking energy based on the conversion of slope gravitational potential energy include: The vehicle's coasting resistance and coasting power are calculated, and the coasting power is integrated to obtain the coasting energy loss value; The change in kinetic energy of the vehicle is calculated using the road speed limit as the final speed. The change in the vehicle's potential energy is calculated based on the slope, altitude, and vehicle mass. The braking energy is obtained by the difference between the sum of the potential energy change, the kinetic energy change, and the gliding energy loss. The road information includes road gradient information, speed limit information, traffic light information, congestion information, and obstacle information; The calculation method for gliding resistance is as follows: in, Indicates gliding resistance, Indicates vehicle mass. Represents gravitational acceleration. Indicates the coefficient of friction. Indicates the slope angle. Indicates the air drag coefficient. Indicates the frontal area of ​​the entire vehicle. Indicates vehicle speed. This represents the rotational mass conversion factor. Indicates acceleration; The calculation method for coasting power is as follows: in, Indicates coasting power; No braking energy recovery is performed when there is no braking intention, i.e. when there is a coasting intention.

2. The vehicle energy recovery control method as described in claim 1, characterized in that, The method for calculating the change in kinetic energy is as follows: in, This represents the change in kinetic energy. Indicates vehicle mass. Indicates the vehicle's final speed. This indicates the initial velocity of the vehicle.

3. The vehicle energy recovery control method as described in claim 1, characterized in that, The method for calculating the change in potential energy is as follows: in, This represents the change in potential energy. Indicates vehicle mass. Represents gravitational acceleration. Indicates the last position of the vehicle. Indicates the initial position of the vehicle.

4. The vehicle energy recovery control method as described in claim 1, characterized in that, The specific calculation process for the braking torque is as follows: The braking force is obtained based on the relationship between braking energy, braking distance, and braking force. Based on the obtained braking force, as well as the tire radius and transmission ratio, the braking torque of the motor is calculated.

5. A vehicle energy recovery control device, characterized in that, include: Map sensors are used to acquire information about road gradient and speed limits ahead of the vehicle; Connected devices are used to obtain information about traffic lights and traffic congestion ahead of the vehicle; Radar equipment used to acquire information about obstacles in front of a vehicle; The vehicle controller is used to calculate braking energy when it is determined that the vehicle intends to brake, based on the acquired road slope information, speed limit information, traffic light information, congestion information and obstacle information in front of the vehicle. Then, it calculates the braking torque of the motor based on the calculated braking energy and the braking distance obtained from the road information in front of the vehicle. Finally, it performs regenerative braking control based on the calculated braking torque of the motor to realize vehicle energy recovery. The braking intention includes braking intention under downhill conditions and braking intention under non-downhill conditions; The braking intention under downhill conditions is determined when the vehicle speed on the downhill slope is greater than the road speed limit. The braking intention under non-downhill conditions is determined by obtaining the distance from the current position to the expected stopping point based on obstacle information, and combining it with the current vehicle speed. If there is a risk of collision, it is determined that there is a braking intention under non-downhill conditions. Specifically, when it is determined that the vehicle intends to brake, the braking energy is calculated as follows: When a vehicle intends to brake while going downhill, the braking energy is calculated based on the conversion of slope gravitational potential energy. This braking energy is the braking energy generated to prevent the vehicle from speeding while going downhill. When the vehicle intends to brake in a non-downhill condition, the braking energy is calculated based on kinetic energy conversion. This braking energy is the braking energy generated to avoid a vehicle collision in a non-downhill condition. The specific steps for calculating the braking energy based on the conversion of slope gravitational potential energy include: The vehicle's coasting resistance and coasting power are calculated, and the coasting power is integrated to obtain the coasting energy loss value; The change in kinetic energy of the vehicle is calculated using the road speed limit as the final speed. The change in the vehicle's potential energy is calculated based on the slope, altitude, and vehicle mass. The braking energy is obtained by the difference between the sum of the potential energy change, the kinetic energy change, and the gliding energy loss. The road information includes road gradient information, speed limit information, traffic light information, congestion information, and obstacle information; The calculation method for gliding resistance is as follows: in, Indicates gliding resistance, Indicates vehicle mass. Represents gravitational acceleration. Indicates the coefficient of friction. Indicates the slope angle. Indicates the air drag coefficient. Indicates the frontal area of ​​the entire vehicle. Indicates vehicle speed. This represents the rotational mass conversion factor. Indicates acceleration; The calculation method for coasting power is as follows: in, Indicates coasting power; No braking energy recovery is performed when there is no braking intention, i.e. when there is a coasting intention.

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