Energy recovery control method, device, storage medium and vehicle

Abstract

The present disclosure relates to an energy recovery control method, device, storage medium and vehicle, and relates to the field of vehicle technology. The method comprises: obtaining a second required braking torque for braking the vehicle based on a correction coefficient and a first required braking torque of the vehicle, wherein the correction coefficient is positively correlated with the current weight of the vehicle; and braking the vehicle based on the second required braking torque. Using the energy recovery braking method proposed in the present disclosure, the correction coefficient can be increased when the weight of the vehicle increases, thereby using the increased correction coefficient to correct the first required braking torque to obtain an increased second required braking torque, so as to brake the vehicle with the larger second required braking torque, thereby reducing resource waste.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle technology, and in particular, to an energy recovery control method, device, storage medium, and vehicle. Background Art

[0002] Braking energy recovery is one of the important technologies for electric vehicles and hybrid vehicles. When a vehicle brakes, the vehicle's kinetic energy is converted into heat energy through the braking system, and then converted into electrical energy and stored in the battery, and then further converted into driving energy to drive the vehicle.

[0003] In related technologies, the required braking torque of the vehicle is determined based on the vehicle speed and the brake pedal signal of the brake pedal, resulting in the required braking torque of the vehicle being constant at the same vehicle speed and brake pedal signal. However, when the vehicle load is heavy, braking requires a greater braking torque. At this time, if a fixed required braking torque is still used to brake the vehicle, it will lead to a waste of resources. Summary of the Invention

[0004] The purpose of the present disclosure is to provide an energy recovery control method, device, storage medium and vehicle to solve the problems existing in the above-mentioned related technologies.

[0005] According to a first aspect of an embodiment of the present disclosure, there is provided an energy recovery control method, the method comprising:

[0006] obtaining a second required braking torque for braking the vehicle according to a correction coefficient and a first required braking torque of the vehicle, wherein the correction coefficient is positively correlated with a current weight of the vehicle;

[0007] The vehicle is braked according to the second required braking torque.

[0008] Optionally, the correction coefficient is obtained by the following steps:

[0009] determining the correction coefficient according to a difference between the first weight and the second weight of the vehicle and a driving acceleration of the vehicle;

[0010] The first weight is the weight of the vehicle under the first required braking torque, and the second weight is the current weight of the vehicle under the second required braking torque.

[0011] Optionally, braking the vehicle according to the second required braking torque includes:

[0012] When the second required braking torque is greater than the maximum braking torque that can be provided by the vehicle at a current speed, the vehicle is braked according to the maximum braking torque.

[0013] Optionally, the maximum braking torque includes a first motor braking torque and a second motor braking torque, and braking the vehicle according to the maximum braking torque includes:

[0014] braking the rear wheels of the vehicle according to the braking torque of the first motor, where the braking torque of the first motor is the braking torque output by the first motor;

[0015] The front wheels of the vehicle are braked according to the second motor braking torque, where the second motor braking torque is the braking torque output by the second motor.

[0016] Optionally, braking the rear wheels of the vehicle according to the braking torque of the first motor includes:

[0017] When the total feedback power output by the first motor and the second motor cannot be further increased, determining a first torque distribution coefficient, where the first torque distribution coefficient is a ratio of the braking torque of the first motor to the maximum braking torque;

[0018] determining the first motor braking torque according to the first torque distribution coefficient and the maximum braking torque;

[0019] The rear wheels of the vehicle are braked according to the braking torque of the first motor.

[0020] Optionally, braking the front wheels of the vehicle according to the braking torque of the second motor includes:

[0021] When the total feedback power output by the first motor and the second motor no longer increases, determining a second torque distribution coefficient, where the second torque distribution coefficient is a ratio of the braking torque of the second motor to the maximum braking torque;

[0022] determining the second motor braking torque according to the second torque distribution coefficient and the maximum braking torque;

[0023] The front wheels of the vehicle are braked according to the braking torque of the second motor.

[0024] According to a second aspect of an embodiment of the present disclosure, there is provided an energy recovery control device, the device comprising:

[0025] a second required braking torque determination module configured to obtain a second required braking torque for braking the vehicle according to a correction coefficient and the first required braking torque of the vehicle, wherein the correction coefficient is positively correlated with a current weight of the vehicle;

[0026] A braking module is configured to brake the vehicle according to the second required braking torque.

[0027] According to a third aspect of an embodiment of the present disclosure, there is provided an energy recovery control device, comprising:

[0028] processor;

[0029] a memory for storing processor-executable instructions;

[0030] Wherein, the processor is configured to:

[0031] Execute the steps of the energy recovery control method provided in the first aspect of the embodiment of the present disclosure.

[0032] According to a fourth aspect of an embodiment of the present disclosure, a computer-readable storage medium is provided, on which computer program instructions are stored. When the program instructions are executed by a processor, the steps of the energy recovery control method provided by the first aspect of the embodiment of the present disclosure are implemented.

[0033] According to a fifth aspect of an embodiment of the present disclosure, a vehicle is provided, comprising the steps of the energy recovery control method provided in the third aspect of an embodiment of the present disclosure.

[0034] Through the above technical solution, the second required braking torque is related to the current weight of the vehicle. As the weight of the vehicle increases, the second required braking torque will also increase. After the second required braking torque increases, the relatively large mechanical energy of the second required braking torque will be converted into electrical energy and stored in the battery, so that the braking energy recovery rate is high and resource waste is reduced; and, since the second required braking torque increases with the increase of load, when the vehicle load is heavy, the increased second required braking torque can also meet the braking demand of the vehicle, and no more mechanical braking is required, thereby reducing the resource waste caused by mechanical braking.

[0035] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following detailed description, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings:

[0037] Figure 1 The figure is a flowchart showing the steps of an energy recovery braking method according to an exemplary embodiment.

[0038] Figure 2 FIG. 4 is a MAP diagram showing the relationship between speed, brake pedal depth and required braking torque according to an exemplary embodiment.

[0039] Figure 3 is a schematic diagram of a hybrid architecture of a vehicle shown in an exemplary embodiment.

[0040] Figure 4 is a MAP diagram showing a motor speed of the first motor and a first maximum braking torque according to an exemplary embodiment.

[0041] Figure 5 is a MAP diagram showing the motor speed of the second motor and the second maximum braking torque according to an exemplary embodiment.

[0042] Figure 6 3 is a MAP diagram showing the motor speed, braking torque and first feedback power of the first motor according to an exemplary embodiment.

[0043] Figure 7 3 is a MAP diagram showing the motor speed, braking torque and second feedback power of the second motor according to an exemplary embodiment.

[0044] Figure 8 It is a block diagram of an energy recovery braking device showing an exemplary embodiment.

[0045] Figure 9 It is a block diagram of an energy recovery braking device showing an exemplary embodiment.

[0046] Figure 10 It is a block diagram of an energy recovery braking device showing an exemplary embodiment. DETAILED DESCRIPTION

[0047] The following describes the specific embodiments of the present disclosure in detail with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only used to illustrate and explain the present disclosure and are not intended to limit the present disclosure.

[0048] It can be understood that the braking torque proposed in the present disclosure, such as the first required braking torque, the second required braking torque, the first motor braking torque, the second motor braking torque, the maximum braking torque, etc., is for braking the vehicle to reduce the speed, so in the vehicle field, the braking torque is usually expressed in the form of a negative number, but in order to reflect the relationship between the various parameters and to facilitate readers' understanding, the braking torque proposed in this application is only a numerical value and does not have the concept of positive and negative numbers.

[0049] For example, the present disclosure proposes the condition that the second required braking torque is greater than the maximum braking torque. In the vehicle field, since the second required braking torque and the maximum braking torque are both negative numbers, this condition is usually manifested as the second required braking torque being less than the maximum braking torque in the vehicle field. In order to facilitate readers' understanding of the condition that the maximum braking torque that can be provided by the vehicle motor cannot meet the second required braking torque required by the vehicle, the present disclosure makes a numerical comparison between the second required braking torque and the maximum braking torque instead of a positive-negative comparison.

[0050] The total feedback power output by the motor is usually expressed as a negative number in the vehicle field, but for the convenience of readers' understanding, the present disclosure does not distinguish between positive and negative total feedback power.

[0051] In order to facilitate readers' understanding, the parameters provided in the drawings are not expressed in positive or negative terms, and the parameters reflected in the drawings only represent a numerical value.

[0052] Among them, the first and second in this disclosure are only examples to facilitate readers to distinguish different features. The two can be interchangeable. For example, the first motor can be replaced by the second motor, and the first torque distribution coefficient can be replaced by the second torque distribution coefficient. There is no restriction on the first and second here.

[0053] In related technologies, a MAP diagram is established between vehicle speed, brake pedal depth and required braking torque. Figure 2 The MAP diagram shown here shows vehicle speed on the horizontal axis and brake pedal depth on the vertical axis. Each curve in the diagram represents the required braking torque for a different vehicle speed and brake pedal depth. Once the vehicle speed and brake pedal depth are determined, the required braking torque is determined based on the MAP. In this case, the required braking torque remains constant at the same vehicle speed and brake pedal depth.

[0054] However, when the vehicle load is heavy, a larger braking torque is required to achieve braking. In order to ensure that the vehicle can be braked in this situation, mechanical braking will be involved in the vehicle, and the excess driving force on the vehicle will be braked by the mechanical brake. On the one hand, mechanical braking will occupy part of the vehicle's resources, resulting in waste of resources. On the other hand, the mechanical energy of the smaller required braking torque is converted into electrical energy and stored in the battery, which will result in low braking energy recovery rate and waste of resources.

[0055] For example, if the vehicle requires 40N of torque when fully loaded, but the required braking torque determined by the MAP diagram is 20N, the remaining 20N of braking torque will be provided by mechanical braking, resulting in a waste of mechanical braking resources; and, the vehicle can recover 40N of braking energy into the battery, but can only recover 20N of braking energy into the battery, which also results in a low braking energy recovery rate and a waste of resources.

[0056] In order to reduce resource waste and improve the efficiency of brake energy recovery, please refer to Figure 1 As shown, the present disclosure proposes an energy recovery control method, which includes the following steps:

[0057] In step S11 , a second required braking torque for braking the vehicle is obtained according to a correction coefficient and a first required braking torque of the vehicle, wherein the correction coefficient is positively correlated with the current weight of the vehicle.

[0058] Among them, the first required braking torque is the first required braking torque determined by the vehicle's current speed and current pedal depth when the vehicle is in an unloaded state, that is, the required braking torque corresponding to the current vehicle speed and current pedal depth is determined by the MAP diagram; the second required braking torque is the required braking torque obtained after being corrected by the vehicle's current weight on the basis of the first required braking torque.

[0059] For example, according to the correction coefficient and the first required braking torque, the calculation formula for obtaining the second required braking torque is as follows:

[0060] T brake =T demand +k(1)

[0061] In formula (1), T brake is the second required braking torque, T demand is the first required braking torque, and k is the correction coefficient.

[0062] It can be seen from formula (1) that the second required braking torque can be obtained by adding a correction coefficient to the first required braking torque. Since the second required braking torque is positively correlated with the current weight of the vehicle, when the current weight of the vehicle increases, the correction coefficient increases, and the corresponding second required braking torque also increases.

[0063] It can be seen that the first required braking torque is the required braking torque determined when the vehicle is in an unloaded state; the second required braking torque is related to the current weight of the vehicle. As the weight of the vehicle increases, the second required braking torque will also increase. When the second required braking torque increases, the relatively large mechanical energy of the second required braking torque will be converted into electrical energy and stored in the battery, so that the braking energy recovery rate is higher and resource waste is reduced; and, since the second required braking torque increases with the increase of load, when the vehicle load is heavy, the increased second required braking torque can also meet the braking needs of the vehicle, and no more mechanical braking is required, thereby reducing the resource waste caused by mechanical braking.

[0064] In step S12 , the vehicle is braked according to the second required braking torque.

[0065] After determining the second required braking torque, the vehicle needs to brake according to the relationship between the second required torque and the maximum braking torque that can be provided at the current speed of the vehicle.

[0066] Through the above technical solution, the second required braking torque is related to the current weight of the vehicle. As the weight of the vehicle increases, the second required braking torque will also increase. After the second required braking torque increases, the relatively large mechanical energy of the second required braking torque will be converted into electrical energy and stored in the battery, so that the braking energy recovery rate is high and resource waste is reduced; and, since the second required braking torque increases with the increase of load, when the vehicle load is heavy, the increased second required braking torque can also meet the braking demand of the vehicle, and no more mechanical braking is required, thereby reducing the resource waste caused by mechanical braking.

[0067] In a possible implementation, the correction coefficient may be determined based on the difference between the first weight and the second weight of the vehicle, and the driving acceleration of the vehicle.

[0068] Among them, the first weight is the weight of the vehicle under the first required braking torque, that is, the weight of the vehicle in an unloaded state, or the weight of the vehicle in a factory state, or the default weight; the second weight is the weight of the vehicle currently under the second required braking torque, which can also be understood as the current weight of the vehicle.

[0069] For example, the difference between the second required braking torque and the first required braking torque is the correction coefficient. Assume that the relationship between the second required braking torque and the second mass is as shown in the following calculation formula (2), and the relationship between the first required braking torque and the first mass is as shown in the following calculation formula (3):

[0070]

[0071] In formula (2), T brake is the second required braking torque; m is the second mass; f is the rolling resistance coefficient; α is the road slope; C d is the drag coefficient; A is the frontal area; δ is the rotational mass conversion coefficient; is the driving acceleration; v is the vehicle speed; R is the wheel radius.

[0072]

[0073] In formula (3), T demand is the first required braking torque; m1 is the first mass; f is the rolling resistance coefficient; α is the road slope; C d is the drag coefficient; A is the frontal area; δ is the rotational mass conversion coefficient; is the driving acceleration; v is the vehicle speed.

[0074] Then, by subtracting formula 3 from formula (2), the calculation formula for the correction coefficient K is as follows:

[0075]

[0076] In formula (4), m is the second mass; m1 is the first mass; α is the road slope; δ is the rotation mass conversion coefficient; is the driving acceleration; v is the vehicle speed; R is the wheel radius.

[0077] From formula (4), it can be seen that the vehicle's first weight m1g, the vehicle's second weight mg, the rotation mass conversion coefficient δ, and the driving acceleration The road slope α and the rolling resistance coefficient f can be used to obtain the correction coefficient K. It can also be seen from formula (4) that the correction coefficient is positively correlated with the vehicle's current second weight mg and is also positively correlated with the vehicle's weight change difference mg-m1g.

[0078] Through the above technical solution, the first required braking torque under the current vehicle speed and the current brake pedal depth is obtained according to the MAP diagram; then, on the basis of the first required braking torque, the second required braking torque actually required by the vehicle under the current load is determined according to the mass change difference between the first mass and the second mass and parameters such as driving acceleration, so as to reduce the waste of resources caused by braking the vehicle with the smaller first required braking torque.

[0079] In a possible implementation, braking the vehicle according to the maximum braking torque can be divided into the following two situations.

[0080] Case 1: When the second required braking torque is greater than the maximum braking torque at the current vehicle speed, the vehicle is braked using the maximum braking torque and the mechanical braking torque.

[0081] Among them, see Figure 3 As shown, the vehicle has front and rear wheels, a front speed reducer, a rear speed reducer, a first motor, a second motor, an engine, and a power battery. A first processor controls the first motor, which brakes the rear wheels via the rear speed reducer. A second processor controls the second motor, which brakes the front wheels via the front speed reducer. The first motor can be a P4 motor, and the second motor can be a P2 motor.

[0082] Since the braking torque of each motor cannot exceed the motor's external characteristics, the braking torques of the first and second motors need to be limited so that the braking torque of the first motor is limited to the first maximum braking torque and the braking torque of the second motor is limited to the second maximum braking torque. The motor's external characteristics refer to the limit parameters that the motor can provide at the current speed. Exceeding these limit parameters may cause damage to the motor. Figure 4 As shown, Figure 4The horizontal axis is the speed of the first motor, and the vertical axis is the first maximum braking torque of the first motor. It can be seen that as the speed of the first motor increases, the first maximum braking torque remains unchanged at first and then gradually decreases. Figure 5 As shown, Figure 6 The horizontal axis is the speed of the second motor, and the vertical axis is the second maximum braking torque of the second motor. It can be seen that as the speed of the second motor increases, the maximum braking torque of the second motor remains unchanged at first, and then gradually decreases. Figure 4 and Figure 5 The relationship between the maximum braking torque of the motor and the motor speed shown in the MAP diagram can limit the braking torque of the first motor to a first maximum braking torque and the braking torque of the second motor to a second maximum braking torque at different motor speeds.

[0083] For example, the first maximum braking torque and the second maximum braking torque can be determined by the following formula (5) and formula (6), respectively:

[0084] T wheelp4 =T maxp4 *Ratio p4 *η p4 (5)

[0085] In formula (5), T wheelp4 is the first maximum braking torque of the first motor; T maxp4 Ratio is the maximum braking torque of the first motor at the current motor speed; p4 is the speed ratio of the rear reducer; η p4 is the transmission efficiency from the first motor to the rear drive axle.

[0086] T maxp4 and the motor speed S of the first motor p4 There is a corresponding relationship between them, which is stored in a relationship table. The relationship table can be presented as Figure 4 The MAP diagram shown in FIG. 1 can be used to determine the current motor speed S of the first motor by looking up the table. p4 Corresponding T maxp4 .

[0087] T wheelp2 =T maxp2 *Ratio p2 *η p2 (6)

[0088] In formula (6), T wheelp2 is the second maximum braking torque of the second motor; T maxp2 Ratio is the maximum braking torque of the second motor at the current motor speed; p2 is the speed ratio of the front reducer; ηp2 is the transmission efficiency from the second motor to the front drive axle.

[0089] T maxp2 and the motor speed S of the first motor p2 There is a corresponding relationship between them, which is stored in a relationship table. The relationship table can be presented as Figure 5 The MAP diagram shown in the figure can be used to determine the current motor speed S of the first motor by looking up the table. p2 Corresponding T maxp2 .

[0090] The sum of the first maximum braking torque and the second maximum braking torque is the maximum braking torque that the vehicle can provide at the current speed, which is calculated using the following formula:

[0091] T wheelp24 =T wheelp2 +T wheelp4 (7)

[0092] In formula (7), T wheelp24 is the maximum braking torque of the vehicle at the current speed; T wheelp4 is the first maximum braking torque of the first motor; T wheelp2 is the second maximum braking torque of the second motor.

[0093] Among them, when the second required braking torque is greater than the maximum braking torque, it indicates that the sum of the maximum braking torques that can be provided by the first motor and the second motor of the vehicle can no longer meet the current braking demand of the vehicle. At this time, medium mechanical braking is required, and the mechanical braking torque and the maximum braking torque are used to jointly brake the vehicle.

[0094] For example, it can be obtained from T wheelp24 and T brake Take the minimum value at T brake Greater than T wheelp24 In the case of the vehicle, the maximum braking torque T that can be provided at the current speed is wheelp24 T p24 .

[0095] Among them, the maximum braking torque T that the vehicle can provide at the current speed is p24 It is known that the maximum braking torque T p24 It is the sum of the first motor braking torque and the second motor braking torque. The first motor braking torque is the braking torque output by the first motor for braking the rear wheels of the vehicle, and the second motor braking torque is the braking torque output by the second motor for braking the front wheels of the vehicle.

[0096] After determining the maximum braking torque, the first motor braking torque and the second motor braking torque can be obtained according to the maximum braking torque. The rear wheels of the vehicle are braked according to the first motor braking torque, and the front wheels of the vehicle are braked according to the second motor braking torque.

[0097] For example, the first motor braking torque may be determined by the following sub-steps:

[0098] In sub-step A1: when the total feedback power output by the first motor and the second motor cannot continue to increase, determine the first torque distribution coefficient, which is the ratio of the first motor braking torque to the maximum braking torque; in sub-step A2: determine the first motor braking torque based on the first torque distribution coefficient and the maximum braking torque; in sub-step A3: brake the rear wheels of the vehicle based on the first motor braking torque.

[0099] In sub-steps A1 to A3, the total feedback power of the first motor and the second motor braking can be obtained by the following formula (8):

[0100] P ower24 =P ower4 +P ower2 =T p4 *S p4 / 9550*λ p4 +T p2 *S p2 / 9550*λ p2 (8)

[0101] In formula (8), P ower24 is the total feedback power; P ower4 is the first feedback power of the first motor braking; T p4 is the first maximum braking torque; S p4 is the current speed of the first motor; p4 is the feedback efficiency of the first motor; P ower2 is the second feedback power for the second motor braking; T p2 is the second maximum braking torque; S p2 is the current speed of the second motor; p2 is the feedback efficiency of the second motor.

[0102] See also Figure 6 Shown with Figure 7 The MAP diagram of the first feedback power and the second feedback power is shown. Figure 6 The horizontal axis is the motor speed of the first motor, and the vertical axis is the braking torque of the first motor. Figure 6 A MAP diagram showing the relationship between the motor speed, braking torque and first feedback power of the first motor is shown; Figure 7 The horizontal axis is the motor speed of the second motor, and the vertical axis is the braking torque of the second motor. Figure 7 A MAP diagram showing the motor speed, braking torque and second regenerative power of the second motor is shown.

[0103] The first maximum braking torque in formula (8) is expressed by the following formula (9):

[0104] T p4 =T p24 *i / Ratio p4 / η p4 (9)

[0105] In formula (9), T p4 is the first maximum braking torque; T p24 is the maximum braking torque at the current vehicle speed; i is the first torque distribution coefficient; Ratio p4 is the speed ratio of the rear reducer; η p4 is the transmission efficiency from the first motor to the rear drive axle.

[0106] The second maximum braking torque in formula (8) is expressed by the following formula (10):

[0107] T p2 =T p24 *(1-i) / Ratio p2 / η p2 (10)

[0108] In formula (10), T p2 is the second maximum braking torque, T p24 is the maximum braking torque at the current vehicle speed; i is the first torque distribution coefficient, 1-i is the second torque distribution coefficient; Ratio p2 is the speed ratio of the front reducer; η p2 is the transmission efficiency from the second motor to the front drive axle.

[0109] Substituting formula (9) and formula (10) into formula (8) yields another expression (11) for the total feedback power:

[0110]

[0111] In formula (11), P ower24 is the total feedback power; T P24 is the maximum braking torque at the current vehicle speed; S p4 is the current speed of the first motor; η p4 is the transmission efficiency from the first motor to the rear axle; p4 is the feedback efficiency of the first motor; S p2is the current speed of the second motor; η p2 is the transmission efficiency from the second motor to the front axle; p2 is the feedback efficiency of the second motor.

[0112] It can be seen from formula (11) that when the total regenerative power cannot be further increased, the first torque distribution coefficient i and the second torque distribution coefficient 1-i can be obtained by using the current maximum total regenerative power.

[0113] After obtaining the first torque distribution coefficient, the first torque distribution coefficient is substituted into formula (9) to obtain the first maximum braking torque; the first motor can use the first maximum braking torque to brake the rear wheels of the vehicle.

[0114] For example, the second motor braking torque may be determined by the following sub-steps:

[0115] In sub-step B1: when the total feedback power output by the first motor and the second motor no longer continues to increase, determine the second torque distribution coefficient, where the second torque distribution coefficient is the ratio of the second motor braking torque to the maximum braking torque; in sub-step B2: determine the second motor braking torque based on the second torque distribution coefficient and the maximum braking torque; in sub-step B3: brake the front wheels of the vehicle based on the second motor braking torque.

[0116] In sub-steps B1 to B3, the second torque distribution coefficient 1-i is substituted into formula (10) to obtain the second maximum braking torque; the second motor can use the second maximum braking torque to brake the front wheels of the vehicle.

[0117] Among them, the sum of the first torque distribution coefficient and the second torque distribution coefficient is less than or equal to 1. When the sum of the two distribution coefficients is equal to 1, the first torque distribution coefficient can be i, and the second torque distribution coefficient is 1-i; when the sum of the two distribution coefficients is less than 1, for example, 0.9, the first torque distribution coefficient can be i, and the second torque distribution coefficient is 0.9-i.

[0118] Total regenerative power is the slip power of the first and second motors' rotors, converted into recyclable electrical energy through rectification, chopping, and inversion, and fed back to the battery. Total regenerative power is proportional to the regenerative braking efficiency. When the total regenerative power of the first and second motors reaches its maximum, their regenerative braking efficiency is also maximized.

[0119] Among them, in order to avoid damage to the first motor and the second motor, the first torque distribution coefficient and the second torque distribution coefficient can only be obtained when the total feedback power no longer increases, and the braking torque of the first motor is less than or equal to the first maximum braking torque, and the braking torque of the second motor is less than or equal to the second maximum braking torque.

[0120] When the braking torque of the first motor is less than or equal to the first maximum braking torque, it is less than or equal to the first maximum braking torque under the motor external characteristics of the first motor; when the braking torque of the second motor is less than or equal to the second maximum braking torque, it is less than or equal to the second maximum braking torque under the motor external characteristics of the second motor.

[0121] Among them, after determining the maximum braking torque T p24 Then, the mechanical braking torque of the mechanical brake can be obtained by the following formula (12):

[0122] T machine =T brake -T p24 =T brake -(T p2 *Ratio p2 *η p2 +T p4 *Ratio p4 *η p4 )(12)

[0123] In formula (12), T brake is the second required braking torque; T machine is the mechanical braking torque, T p4 is the first maximum braking torque; Ratio p4 is the speed ratio of the rear reducer; η p4 is the efficiency from the first motor to the rear drive axle; T p2 is the second maximum braking torque; Ratio p2 is the speed ratio of the front reducer; η p2 Efficiency of the second motor to the front drive axle.

[0124] It can be seen from formula (12) that the maximum braking torque that the vehicle motor can provide is constant, but the change in the total regenerative power will affect the distribution of the first maximum braking torque and the second maximum braking torque. Therefore, when the total regenerative power reaches a maximum, the energy recovery efficiency reaches a maximum, and at this time, the distribution of the first maximum braking torque and the second maximum braking torque is better.

[0125] Case 2: When the second required braking torque is less than the maximum braking torque at the current vehicle speed, the vehicle is braked with the second required braking torque.

[0126] Among them, when the second required braking torque is less than the maximum braking torque, it indicates that the braking torque required by the vehicle is less than the maximum braking torque that the vehicle can provide. At this time, the vehicle can be braked directly with the second required braking torque required by the vehicle.

[0127] For example, it can be obtained from T wheelp24 and T brake Take the minimum value at T brake Less than T wheelp24 In the case of brake T p24 .

[0128] Among them, in case 2, T p24 The calculation formula of T p24 To obtain the first torque distribution coefficient and the second torque distribution coefficient, and to obtain the first maximum braking torque according to the first torque distribution coefficient and the second maximum braking torque according to the second torque distribution coefficient, the schemes can all refer to the scheme in the above case 1 and will not be repeated here.

[0129] Through the above technical solution, when the total feedback power reaches the maximum, the first torque distribution coefficient can be used to allocate the first maximum braking torque to the first motor, and the second torque distribution coefficient can be used to allocate the second maximum braking torque to the second motor, so that more mechanical energy can be fed back to the battery with a larger total feedback power, further improving the energy recovery efficiency.

[0130] Figure 8 is a block diagram of an energy recovery control device according to an exemplary embodiment. Figure 8 As shown, the energy recovery control device 120 includes:

[0131] The second required braking torque determination module 121 is configured to obtain a second required braking torque for braking the vehicle according to a correction coefficient and the first required braking torque of the vehicle, wherein the correction coefficient is positively correlated with the current weight of the vehicle;

[0132] The braking module 122 is configured to brake the vehicle according to the second required braking torque.

[0133] Optionally, the energy recovery control device 120 includes:

[0134] a correction coefficient determination module configured to determine the correction coefficient according to a weight difference between the first weight and the second weight of the vehicle and a driving acceleration of the vehicle;

[0135] The first weight is the weight of the vehicle under the first required braking torque, and the second weight is the current weight of the vehicle under the second required braking torque.

[0136] Optionally, the braking module 122 includes:

[0137] The first braking module is configured to brake the vehicle according to the maximum braking torque when the second required braking torque is greater than the maximum braking torque that can be provided by the vehicle at a current speed.

[0138] Optionally, the maximum braking torque includes a first motor braking torque and a second motor braking torque, and the braking module 122 includes:

[0139] a vehicle rear wheel braking module, configured to brake the vehicle rear wheels according to the braking torque of the first motor, where the first motor braking torque is the braking torque output by the first motor;

[0140] The vehicle front wheel braking module is configured to brake the vehicle front wheels according to the second motor braking torque, where the second motor braking torque is the braking torque output by the second motor.

[0141] Optionally, the vehicle rear wheel brake module includes:

[0142] a first torque proportion distribution module configured to determine a first torque distribution coefficient when the total feedback power output by the first motor and the second motor cannot be further increased, the first torque distribution coefficient being a ratio of the braking torque of the first motor to the maximum braking torque;

[0143] a first motor braking torque determination module, configured to determine the first motor braking torque according to the first torque distribution coefficient and the maximum braking torque;

[0144] The first vehicle rear wheel braking module is configured to brake the vehicle rear wheels according to the braking torque of the first motor.

[0145] Optionally, the vehicle front wheel brake module includes:

[0146] a second torque proportion distribution module configured to determine a second torque distribution coefficient when the total feedback power output by the first motor and the second motor no longer increases, the second torque distribution coefficient being a ratio of the braking torque of the second motor to the maximum braking torque;

[0147] a second motor braking torque determination module configured to determine the second motor braking torque according to the second torque distribution coefficient and the maximum braking torque;

[0148] The first vehicle front wheel braking module is configured to brake the vehicle front wheels according to the second motor braking torque.

[0149] Figure 9 FIG. 7 is a block diagram of an energy recovery control device 700 according to an exemplary embodiment. Figure 9 As shown, the energy recovery control device 700 may include: a processor 701 , a memory 702 , and may further include one or more of a multimedia component 703 , an input / output (I / O) interface 704 , and a communication component 705 .

[0150] The processor 701 is used to control the overall operation of the energy recovery control device 700 to complete all or part of the steps in the above-mentioned energy recovery control method. The memory 702 is used to store various types of data to support the operation of the energy recovery control device 700. Such data may include, for example, instructions for any application or method operating on the energy recovery control device 700, as well as application-related data, such as contact information, sent and received messages, pictures, audio, video, etc. The memory 702 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The multimedia component 703 may include a screen and an audio component. The screen may be, for example, a touch screen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signals may be further stored in the memory 702 or transmitted via the communication component 705. The audio component also includes at least one speaker for outputting audio signals. The I / O interface 704 provides an interface between the processor 701 and other interface modules, which may be a keyboard, a mouse, buttons, etc. These buttons may be virtual buttons or physical buttons. The communication component 705 is used for wired or wireless communication between the energy recovery control device 700 and other devices. Wireless communication, such as Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, 4G or 5G, NB-IOT (Narrow Band Internet of Things), or a combination of one or more thereof, may include: a Wi-Fi module, a Bluetooth module, and an NFC module.

[0151] In an exemplary embodiment, the energy recovery control device 700 can be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to execute the above-mentioned energy recovery control method.

[0152] In another exemplary embodiment, a computer-readable storage medium including program instructions is further provided. When executed by a processor, the program instructions implement the steps of the aforementioned energy recovery control method. For example, the computer-readable storage medium may be the aforementioned memory 702 including the program instructions. The program instructions may be executed by the processor 701 of the energy recovery control device 700 to implement the aforementioned energy recovery control method.

[0153] Figure 10 1 is a block diagram of an energy recovery control device 1900 according to an exemplary embodiment. For example, the energy recovery control device 1900 can be provided as a server. Figure 10 Energy recovery control device 1900 includes a processor 1922, which may be one or more, and a memory 1932 for storing a computer program executable by processor 1922. The computer program stored in memory 1932 may include one or more modules, each corresponding to a set of instructions. Furthermore, processor 1922 may be configured to execute the computer program to perform the aforementioned energy recovery control method.

[0154] In addition, the energy recovery control device 1900 may further include a power supply component 1926 and a communication component 1950. The power supply component 1926 may be configured to perform power management of the energy recovery control device 1900, and the communication component 1950 may be configured to enable communication, such as wired or wireless communication, of the energy recovery control device 1900. Furthermore, the energy recovery control device 1900 may further include an input / output (I / O) interface 1958. The energy recovery control device 1900 may operate based on an operating system stored in the memory 1932.

[0155] In another exemplary embodiment, a computer-readable storage medium including program instructions is further provided. When executed by a processor, the program instructions implement the steps of the aforementioned energy recovery control method. For example, the computer-readable storage medium may be the aforementioned memory 1932 including the program instructions. The program instructions may be executed by the processor 1922 of the energy recovery control device 1900 to implement the aforementioned energy recovery control method.

[0156] In another exemplary embodiment, a computer program product is further provided. The computer program product includes a computer program executable by a programmable device, and has a code portion for executing the above energy recovery control method when executed by the programmable device.

[0157] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings. However, the present disclosure is not limited to the specific details of the above embodiments. Within the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the scope of protection of the present disclosure.

[0158] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any appropriate manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0159] In addition, the various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. An energy recovery control method, characterized in that: The method comprises: obtaining a second required braking torque for braking the vehicle based on a correction coefficient and a first required braking torque of the vehicle, wherein the correction coefficient is positively correlated with the current weight of the vehicle; the first required braking torque is determined by the vehicle speed and brake pedal depth when the vehicle is in an unloaded state; braking the vehicle according to the second required braking torque; The correction coefficient is obtained by the following steps: determining the correction coefficient according to a weight difference between the first weight and the second weight of the vehicle, a road gradient, the vehicle speed, a wheel radius of the vehicle, and a driving acceleration of the vehicle; The first weight is the weight of the vehicle under the first required braking torque, and the second weight is the current weight of the vehicle under the second required braking torque.

2. The method according to claim 1, characterized in that Braking the vehicle according to the second required braking torque includes: When the second required braking torque is greater than the maximum braking torque that can be provided by the vehicle at a current speed, the vehicle is braked according to the maximum braking torque.

3. The method according to claim 2, characterized in that The maximum braking torque includes the first motor braking torque and the second motor braking torque, and braking the vehicle according to the maximum braking torque includes: braking the rear wheels of the vehicle according to the braking torque of the first motor, where the braking torque of the first motor is the braking torque output by the first motor; The front wheels of the vehicle are braked according to the second motor braking torque, where the second motor braking torque is the braking torque output by the second motor.

4. The method according to claim 3, characterized in that Braking the rear wheels of the vehicle according to the braking torque of the first motor includes: When the total feedback power output by the first motor and the second motor cannot be further increased, determining a first torque distribution coefficient, where the first torque distribution coefficient is a ratio of the braking torque of the first motor to the maximum braking torque; determining the first motor braking torque according to the first torque distribution coefficient and the maximum braking torque; The rear wheels of the vehicle are braked according to the braking torque of the first motor.

5. The method according to claim 3, characterized in that Braking the front wheels of the vehicle according to the braking torque of the second motor includes: When the total feedback power output by the first motor and the second motor no longer increases, determining a second torque distribution coefficient, where the second torque distribution coefficient is a ratio of the braking torque of the second motor to the maximum braking torque; determining the second motor braking torque according to the second torque distribution coefficient and the maximum braking torque; The front wheels of the vehicle are braked according to the braking torque of the second motor.

6. An energy recovery control device, characterized in that: The device comprises: a second required braking torque determination module configured to determine a second required braking torque for braking the vehicle based on a correction coefficient and a first required braking torque of the vehicle, wherein the correction coefficient is positively correlated with a current weight of the vehicle; the first required braking torque is determined by the vehicle speed and brake pedal depth when the vehicle is in an unloaded state; a braking module configured to brake the vehicle according to the second required braking torque; The correction coefficient is obtained by the following steps: determining the correction coefficient according to a weight difference between the first weight and the second weight of the vehicle, a road gradient, the vehicle speed, a wheel radius of the vehicle, and a driving acceleration of the vehicle; The first weight is the weight of the vehicle under the first required braking torque, and the second weight is the current weight of the vehicle under the second required braking torque.

7. An energy recovery control device, characterized in that: include: processor; a memory for storing processor-executable instructions; Wherein, the processor is configured to: Execute the steps of the method according to any one of claims 1 to 5.

8. A computer-readable storage medium having computer program instructions stored thereon, characterized in that: When the program instructions are executed by a processor, the steps of the method according to any one of claims 1 to 5 are implemented.

9. A vehicle, characterized in that: The vehicle includes the energy recovery control device according to claim 7.

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