Brake energy recovery torque coordination control method and device for vehicle and vehicle

Abstract

This application relates to the field of vehicle technology, and in particular to a method, device, and vehicle for coordinated control of regenerative braking torque. The method includes: determining whether the vehicle meets preset activation conditions for the regenerative braking torque control function; if the vehicle meets the preset activation conditions, determining whether the vehicle's brake pedal is triggered, and if the brake pedal is not triggered, performing a first torque increase control for coasting regenerative braking torque based on a preset feedforward control strategy; after completing the first torque increase control, performing a second torque increase control for coasting regenerative braking torque based on a preset closed-loop control strategy to obtain a target negative torque, and controlling the motor to execute the target negative torque. This solves the problems in related technologies where the feedback torque setting has a large step, resulting in a loss of feedback sensation and vehicle impact, greatly improving the driving experience.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, device and vehicle for coordinated control of regenerative braking torque. Background Technology

[0002] New energy electric vehicles, especially pure electric vehicles, have all developed energy recovery systems to improve their electric driving range. These systems include coasting energy recovery systems and braking energy recovery systems. The principle of energy recovery is to utilize the excitation effect of the motor to preferentially use the motor's regenerative torque for braking deceleration within a certain braking intensity range (generally covering 0.1g to 0.3g), thereby converting the kinetic energy of driving into electrical energy and storing it in the battery.

[0003] Due to the working characteristics of energy recovery, negative torque is concentrated on the drive shaft when the energy recovery function is working. If the vehicle is coasting on a low-traction surface or a high / low-traction surface, or transitioning from coasting on a high-traction surface to a low-traction surface, the drive wheels will lock up or even reverse due to the negative torque. If the vehicle is a rear-wheel drive vehicle, the vehicle will yaw or fishtail. Therefore, dynamic torque control function was developed to address this problem.

[0004] In related technologies, when the vehicle state is detected to have reached the threshold for triggering the dynamic torque control function, the vehicle braking module directly requests a fixed single target value for torque increase, which is a calibrated value.

[0005] However, large jumps in feedback torque in related technologies can result in significant loss of deceleration and a feeling of impact on the vehicle. This is especially true when driving on low-friction surfaces such as snow. The vehicle will frequently activate the dynamic torque control function after the driver releases the accelerator pedal, causing frequent impacts. While vehicle stability can be guaranteed, the driving experience is very poor.

[0006] In the relevant technology, in patent [CN106926710A] "Regenerative Braking Energy Recovery System and Control Method for Electric Vehicles", the vehicle controller calculates the feedback torque based on the accelerator pedal opening value and speed, and sends the feedback torque to the motor controller.

[0007] However, while this solution achieves regenerative braking control, it neglects real-time vehicle monitoring and lacks the function of dynamically adjusting the regenerative braking torque, which may lead to a poor user experience and urgently needs to be addressed. Summary of the Invention

[0008] This application provides a method, device, and vehicle for coordinated control of regenerative braking torque, which solves the problems in related technologies where the setting of feedback torque has a large step, resulting in a sense of loss and vehicle impact, and greatly improves the driving experience.

[0009] The first aspect of this application provides a method for coordinated control of regenerative braking torque in a vehicle, comprising the following steps:

[0010] The system determines whether the vehicle meets the preset activation conditions for the energy recovery torque control function. If the vehicle meets the preset activation conditions, it determines whether the vehicle's brake pedal is triggered. If the brake pedal is not triggered, the system performs a first torque boost control for coasting to recover negative torque based on a preset feedforward control strategy. After completing the first torque boost control, the system performs a second torque boost control for coasting to recover negative torque based on a preset closed-loop control strategy to obtain the target negative torque and controls the motor to execute the target negative torque.

[0011] Based on the above technical means, the embodiments of this application can perform torque increase operation on the vehicle by coasting to recover negative torque when the current vehicle meets the activation conditions of the energy recovery torque control function through feedforward control strategy and closed-loop control strategy. This avoids large step jumps in feedback torque in related technologies, thereby optimizing vehicle impact during the function control process.

[0012] Optionally, in some embodiments, before controlling the motor to execute the target negative torque, the method further includes: obtaining a torque request from the vehicle controller (VCU); generating an arbitration result based on the VCU-requested torque and the target negative torque; and when the arbitration result is a request to execute torque, sending the request to execute torque to the motor controller so as to control the motor to execute the target negative torque through the motor controller.

[0013] Based on the above technical means, the embodiments of this application can establish a torque control interface between the vehicle's braking module and the vehicle controller, thereby enabling the VCU to obtain the requested torque and send the request to execute the torque to the motor controller. Thus, this application can dynamically control the vehicle's braking energy recovery torque, improving the driver's experience.

[0014] Optionally, in some embodiments, after controlling the motor to execute the target negative torque, the method further includes: re-determining whether the vehicle meets the preset energy recovery torque control function activation conditions; if the re-determination result is that the preset energy recovery torque control function activation conditions are not met, then controlling the vehicle to exit the energy recovery torque control function.

[0015] Based on the above technical means, in this embodiment of the application, after the motor is controlled to execute the target negative torque, the activation conditions of the energy recovery torque control function are monitored in real time to ensure the coordination of the braking energy recovery torque of the current electric rear-wheel drive vehicle.

[0016] Optionally, in some embodiments, after re-determining whether the vehicle meets the preset energy recovery torque control function activation conditions, the method further includes: if the re-determination result is that the preset energy recovery torque control function activation conditions are met, then re-determining whether the vehicle's brake pedal is triggered, until the vehicle is controlled to exit the energy recovery torque control function.

[0017] Based on the above technical means, the embodiments of this application can re-determine whether the vehicle meets the activation conditions of the energy recovery torque control function, and continuously control the coordination of the vehicle's braking energy recovery torque when the vehicle's brake pedal is triggered. Thus, when the vehicle's braking state changes, its negative torque is effectively controlled.

[0018] Optionally, in some embodiments, determining whether the vehicle meets the preset energy recovery torque control function activation conditions includes: collecting the vehicle's driving signals and driver operation information; calculating the maximum wheel speed difference or maximum slip ratio of the vehicle's drive axle wheels based on the driving information and the operation information; and determining that the vehicle meets the preset energy recovery torque control function activation conditions if the maximum wheel speed difference or maximum slip ratio meets the preset function activation threshold.

[0019] Based on the above technical means, this application provides an embodiment for determining whether a vehicle meets the activation conditions for the energy recovery torque control function. By calculating the maximum wheel speed difference or maximum slip ratio of the vehicle's drive axle wheels, this application can accurately determine whether the current vehicle needs to perform torque recovery control, thereby effectively improving the user's driving experience and ensuring the stable operation of the entire vehicle system.

[0020] Optionally, in some embodiments, after determining whether the vehicle's brake pedal is triggered, the method further includes: if the vehicle's brake pedal is triggered, setting the regenerative braking torque to 0.

[0021] Based on the above technical means, the embodiments of this application can set the brake energy recovery torque to 0 after the vehicle's brake pedal is triggered, thereby ensuring a better brake pedal feel and driving experience.

[0022] A second aspect of this application provides a vehicle braking energy recovery torque coordination control device, comprising:

[0023] The system includes a judgment module for determining whether the vehicle meets the preset activation conditions for the energy recovery torque control function; a first control module for determining whether the vehicle's brake pedal is triggered when the vehicle meets the preset activation conditions for the energy recovery torque control function, and for performing a first torque increase control on the vehicle to recover negative torque during coasting based on a preset feedforward control strategy when the brake pedal is not triggered; and a second control module for performing a second torque increase control on the vehicle to recover negative torque during coasting based on a preset closed-loop control strategy after completing the first torque increase control, to obtain a target negative torque, and controlling the motor to execute the target negative torque.

[0024] Optionally, in some embodiments, before controlling the motor to execute the target negative torque, the second control module further includes: an acquisition unit, configured to acquire the torque requested by the vehicle controller (VCU); and a sending unit, configured to generate an arbitration result based on the VCU requested torque and the target negative torque, and when the arbitration result is a request to execute torque, send the request to execute torque to the motor controller, so as to control the motor to execute the target negative torque through the motor controller.

[0025] Optionally, in some embodiments, after the control motor executes the target negative torque, the second control module further includes: a judgment unit, used to re-determine whether the vehicle meets the preset energy recovery torque control function activation conditions; and a first control unit, used to control the vehicle to exit the energy recovery torque control function when the re-determination result is that the preset energy recovery torque control function activation conditions are not met.

[0026] Optionally, in some embodiments, after re-determining whether the vehicle meets the preset energy recovery torque control function activation conditions, the determination unit is further configured to: when the re-determination result is that the preset energy recovery torque control function activation conditions are met, re-determine whether the vehicle's brake pedal is triggered, until the vehicle is controlled to exit the energy recovery torque control function.

[0027] Optionally, in some embodiments, the judgment module includes: a collection unit for collecting vehicle driving signals and driver operation information; a calculation unit for calculating the maximum wheel speed difference or maximum slip ratio of the vehicle's drive axle wheels based on the driving information and the operation information; and a determination unit for determining that the vehicle meets the preset energy recovery torque control function activation condition when the maximum wheel speed difference or maximum slip ratio meets the preset function activation threshold.

[0028] Optionally, in some embodiments, after determining whether the vehicle's brake pedal is triggered, the first control module further includes: a second control unit, configured to set the brake energy recovery torque to 0 when the vehicle's brake pedal is triggered.

[0029] A third aspect of this application provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the braking energy recovery torque coordination control method for the vehicle as described in the above embodiments.

[0030] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method for coordinated control of regenerative braking torque of a vehicle.

[0031] The beneficial effects of this application are:

[0032] (1) The braking energy recovery torque coordination control method provided in this application effectively solves the problem that the vehicle may yaw or fishtail when the energy recovery function is working.

[0033] (2) This application effectively avoids the problem of large step change in the setting of feedback torque in related technologies, which leads to a sense of loss and impact in the vehicle, thereby optimizing the vehicle impact in the function control process.

[0034] (3) This application can dynamically coordinate the vehicle's braking energy recovery torque, monitor the vehicle's torque recovery function in real time, and intervene in it in a timely manner, thus ensuring the stability and safety of the vehicle's driving.

[0035] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0036] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0037] Figure 1 This is a schematic diagram illustrating the initial dynamic torque control function control effect according to an embodiment of this application;

[0038] Figure 2 This is a flowchart of a vehicle braking energy recovery torque coordination control method according to an embodiment of this application;

[0039] Figure 3 This is a schematic diagram illustrating the control effect of the dynamic energy recovery torque control function according to an embodiment of this application;

[0040] Figure 4 This is a schematic diagram of a feedforward pre-control map according to an embodiment of this application;

[0041] Figure 5 This is a logic diagram of a first type of closed-loop control according to an embodiment of this application;

[0042] Figure 6 This is a logic diagram of a second type of closed-loop control according to an embodiment of this application;

[0043] Figure 7 This is a flowchart illustrating a dynamic braking energy recovery torque coordination control method according to an embodiment of this application;

[0044] Figure 8 This is a schematic diagram of a first control flow according to an embodiment of this application;

[0045] Figure 9 This is a schematic diagram of a second control flow according to an embodiment of this application;

[0046] Figure 10 This is a block diagram of a vehicle braking energy recovery torque coordination control device according to an embodiment of this application;

[0047] Figure 11 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application.

[0048] Among them, 101-functional module, 102-braking module and 103-control module; 301-braking module, 302-function activation pre-control module and 303-closed-loop control module; 401-wheel deceleration, 402-vehicle speed and 403-control coefficient Factor; 10-vehicle braking energy recovery torque coordination control device; 100-judgment module, 200-first control module and 300-second control module; 1101-memory, 1102-processor and 1103-communication interface. Detailed Implementation

[0049] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0050] The following description, with reference to the accompanying drawings, describes a vehicle braking energy recovery torque coordination control method, apparatus, and vehicle according to embodiments of this application. Addressing the issue in the related technologies mentioned in the background section where the feedback torque setting has a large step, resulting in a sense of loss and vehicle jolt, this application provides a vehicle braking energy recovery torque coordination control method. This method determines whether the vehicle meets preset activation conditions for the energy recovery torque control function. If the vehicle meets these conditions, it determines whether the brake pedal is triggered. If the brake pedal is not triggered, a first torque increase control for coasting recovery of negative torque is performed based on a preset feedforward control strategy. After completing the first torque increase control, a second torque increase control for coasting recovery of negative torque is performed based on a preset closed-loop control strategy to obtain the target negative torque, and the motor is controlled to execute the target negative torque. This solves the problem in the related technologies where the feedback torque setting has a large step, resulting in a sense of loss and vehicle jolt, significantly improving the driving experience.

[0051] Before introducing the embodiments of this application, we will first introduce the dynamic torque control function scheme in related technologies.

[0052] The intensity of coasting energy recovery can reach 0.2g during strong coasting (Tesla can reach 0.25g). The coasting recovery function is activated as follows: when the battery's stored charge, recovery capacity, and vehicle speed are all met, the driver releases the accelerator pedal and coasts. The motor gradually increases the motor feedback torque according to a certain gradient until it reaches the set limit. At this time, the maximum motor feedback negative torque can reach thousands of Newton-meters. When it is necessary to exit coasting recovery, the VCU (Vehicle Control Unit) will control and guide the coasting recovery motor feedback negative torque to exit according to a certain ramp.

[0053] The intensity of regenerative braking and regenerative coasting are generally superimposed, and the combined braking intensity will not exceed a set limit. The regenerative braking process is as follows: when the vehicle meets all the conditions for regenerative braking, the driver's braking demand will be prioritized for braking by the motor feedback torque. At this time, the electric torque will be superimposed with the coasting recovery torque. When the regenerative braking electric torque needs to be withdrawn, the system will control the motor feedback negative torque allocated for braking to withdraw according to the set ramp, and supplement hydraulic braking. If other stability control safety functions such as dynamic torque control or ABS (Anti-lock Brake System) are activated, the system will control the rapid withdrawal of the guidance and supplement hydraulic braking.

[0054] As mentioned above, the working characteristics of energy recovery can cause the drive wheels to lock up or even reverse due to negative torque. Therefore, a dynamic torque control function has been developed to address this problem.

[0055] Figure 1 A schematic diagram illustrating the initial dynamic torque control function control effect provided in the embodiments of this application, as shown below. Figure 1 As shown, the dynamic torque control system is divided into three modules: a functional module 101, a braking module 102, and a control module 103. In the functional module 101, the function is activated when the vehicle state reaches the threshold for function triggering. In the braking module 102, a fixed single step negative torque target value WhlIncTarTq is directly requested. This target value is a calibrated value. To improve robustness, the target torque value WhlIncTarTq needs to be set to "-100 N.m" in extreme cases (depending on different vehicle parameters) according to the vehicle's stability requirements. In the control module 103, after the motor receives the torque request target value WhlIncTarTq, it needs to step from a larger negative torque (e.g., -1500 N.m) to a smaller negative torque "-100 N.m" within 30 to 50 ms.

[0056] However, in related technologies, the negative torque increase value is the calibrated value, which will produce a large sense of deceleration loss and vehicle shock. Especially when driving on low-friction surfaces such as snow, the vehicle will frequently activate the dynamic torque control function after the driver releases the accelerator pedal, thus causing the vehicle to frequently shock. Vehicle stability can be guaranteed, but the driving experience is very poor.

[0057] To address the aforementioned issue of poor driving experience, this application aims to provide a novel dynamic energy recovery torque coordination control method. After the system detects that the activation conditions for the dynamic energy recovery torque control function are met, the system first performs effective pre-control of the recovered negative torque, and then enters closed-loop torque control to guide the recovered negative torque to complete torque increase, thereby avoiding large abrupt changes in feedback torque in related technologies and optimizing vehicle impact during the function control process. The following will provide a detailed description of the vehicle's braking energy recovery torque coordination control method of this application.

[0058] Specifically, Figure 2 This is a schematic flowchart of a vehicle braking energy recovery torque coordination control method provided in an embodiment of this application.

[0059] like Figure 2 As shown, the braking energy recovery torque coordination control method for this vehicle includes the following steps:

[0060] In step S201, it is determined whether the vehicle meets the preset activation conditions for the energy recovery torque control function.

[0061] It is understandable that if the vehicle is currently in normal driving condition, there is no need to perform energy recovery torque control to avoid wasting resources and causing unnecessary waste. Therefore, this application embodiment provides activation conditions for the energy recovery torque control function to determine whether the vehicle needs to perform braking energy recovery control.

[0062] Optionally, in some embodiments, determining whether the vehicle meets the preset energy recovery torque control function activation conditions includes: collecting the vehicle's driving signals and driver operation information; calculating the maximum wheel speed difference or maximum slip ratio of the vehicle's drive axle wheels based on the driving information and operation information; if the maximum wheel speed difference or maximum slip ratio meets the preset function activation threshold, then the vehicle is determined to meet the preset energy recovery torque control function activation conditions.

[0063] It should be noted that the preset activation condition of the energy recovery torque control function in this application embodiment is that the maximum wheel speed difference or the maximum slip ratio of the vehicle reaches the function activation threshold. The maximum wheel speed difference or the maximum slip ratio of the vehicle is calculated based on the vehicle's driving information and operation information. Therefore, this application embodiment needs to obtain the current vehicle's driving signal and driver operation information first.

[0064] Specifically, Figure 3 This is a schematic diagram illustrating the control effect of the dynamic energy recovery torque control function provided in the embodiments of this application, as shown below. Figure 3 As shown, the dynamic energy recovery torque control system of this application embodiment includes three parts: a braking module 301, a function activation pre-control module 302, and a closed-loop control module 303. The braking module 301 establishes torque control interfaces WhlIncTarTq and WhlIncTarTact with the vehicle controller (VCU) and can also establish torque control interfaces WhlIncTarTq and WhlIncTarTact with the IPU (Instruction Processing Unit) electric drive controller. The braking module 301 collects vehicle driving information and driver operation information by establishing interfaces with the VCU and IPU (Instruction Processing Unit, motor controller), and then calculates the wheel speed difference, slip ratio, and wheel deceleration in real time based on the collected four-wheel wheel speeds.

[0065] Furthermore, in this embodiment, the real-time wheel speed difference calculation result, combined with the driver's operation signal and other vehicle driving status signals, determines whether the activation conditions for the dynamic recovery torque coordination control function are met. If the activation conditions are not met, the function remains in standby mode without any intervention; if the activation conditions are met, the function is immediately activated and actively requests control intervention for recovering negative torque. Additionally, in this embodiment, the wheel speed difference, wheel deceleration, or slip ratio is the activation threshold for the function. This threshold is a calibration parameter, and this application does not specifically limit the calibration parameter; those skilled in the art can set it according to actual conditions.

[0066] In step S202, if the vehicle meets the preset energy recovery torque control function activation conditions, it is determined whether the vehicle's brake pedal is triggered. If the brake pedal is not triggered, the vehicle performs the first torque boost control for coasting recovery of negative torque based on the preset feedforward control strategy.

[0067] Optionally, in some embodiments, after determining whether the vehicle's brake pedal is triggered, the method further includes: if the vehicle's brake pedal is triggered, setting the regenerative braking torque to 0.

[0068] In some embodiments, if the current vehicle meets the preset activation conditions for the energy recovery torque control function and the vehicle is in a non-pure coasting state, and the driver performs a braking operation, i.e. the brake pedal is triggered, then the braking energy recovery electric torque quickly returns to 0, and the hydraulic braking torque is simultaneously replenished quickly.

[0069] In other embodiments, when the brake pedal is not triggered, the vehicle needs to perform a first torque boost control to recover negative torque during coasting based on a feedforward control strategy. This is the intervention of the dynamic torque recovery control function of the braking module 301. The function intervention is divided into feedforward pre-control and closed-loop control. After the function is activated, the braking module will first perform feedforward pre-control. The control parameters include three dimensions: vehicle speed, wheel deceleration, and torque pre-control coefficient. These values ​​are calibration parameters.

[0070] Specifically, Figure 4 This is a schematic diagram of the feedforward pre-control map provided in an embodiment of this application. Figure 4 The coordinate 401 in the graph represents the wheel deceleration in the signal cycle before the function was activated. Figure 4 The coordinate 402 in the diagram represents the vehicle speed in the signal cycle prior to function activation. Figure 4In the diagram, coordinate 403 represents the current function recovery negative torque control coefficient. This coefficient is used to quickly calculate and convert the requested target negative torque (WhlIncTarTq). Then, the braking module sends the requested target negative torque (WhlIncTarTq) to the vehicle control unit (VCU), which then executes the next torque control step. Furthermore, the feedforward pre-control map provided in this embodiment is merely illustrative; this application does not impose specific limitations on this drawing. Those skilled in the art can draw it according to actual conditions.

[0071] For example, combined with Figure 3 As shown, the braking module 301 indirectly establishes a torque control interface with the IPU electric drive controller through the vehicle controller (VCU). It sends the target torque to implement torque control. When the function is activated, WhlIncTarTq = "target negative torque value" and WhlIncTarTact = "1". When the function is not activated, WhlIncTarTq = default value and WhlIncTarTact = "0". Thus, the VCU requests the target negative torque based on WhlIncTarTq to perform torque control on the current vehicle.

[0072] Therefore, in this embodiment, the target control negative torque is calculated by wheel speed, wheel deceleration, target wheel speed difference or slip ratio, and the torque value is assigned to the torque control interface and transmitted to the controlled object through the control interface.

[0073] In step S203, after completing the first torque increase control, the vehicle is subjected to a second torque increase control based on a preset closed-loop control strategy to recover negative torque during coasting, thereby obtaining the target negative torque, and the motor is controlled to execute the target negative torque.

[0074] It should be noted that, as Figure 3 As shown, after the first torque boost control is completed, i.e., after the pre-control 302 ends, the system will enter closed-loop control 303 to perform a second torque boost control to recover negative torque from the vehicle, obtain the final target negative torque, and control the motor based on this target negative torque. Furthermore, kp and ki in the closed-loop control are calibration parameters; this application does not impose specific limitations on these values, and those skilled in the art can set them according to actual conditions.

[0075] Optionally, in some embodiments, before controlling the motor to execute the target negative torque, the method further includes: obtaining the torque requested by the vehicle controller (VCU); generating an arbitration result based on the torque requested by the VCU and the target negative torque; and when the arbitration result is a request to execute the torque, sending a request to execute the torque to the motor controller so as to control the motor to execute the target negative torque through the motor controller.

[0076] It is understood that the energy recovery torque coordination control method of this application provides two torque control interfaces. The braking module 301 of this application embodiment can send the target negative torque WhlIncTarTq to the vehicle controller VCU, and after arbitration by the VCU, request the execution of the torque request to the IPU controller. Alternatively, the arbitrated target negative torque WhlIncTarTq can be directly sent to the IPU controller to request the execution of the torque request.

[0077] The following examples illustrate the two closed-loop control methods provided in this application.

[0078] In some embodiments, Figure 5 A logic diagram of the first type of closed-loop control provided in the embodiments of this application, combined with Figure 3 and Figure 5 As shown, 501 is the input control target wheel speed difference Slip_tar, and 503 is the wheel speed controller that calculates the target negative torque WhlIncTarTq. The braking module 301 can send the target negative torque WhlIncTarTq to the vehicle controller (VCU), which, after arbitration, requests the IPU controller to execute the torque request.

[0079] In other embodiments, Figure 6 This is a logic diagram of the second type of closed-loop control provided in the embodiments of this application, combined with... Figure 3 and Figure 6 As shown, the braking module 301 can directly send the arbitrated target negative torque WlIncTarTq to the IPU controller to request the execution of the torque request.

[0080] The specific steps of this embodiment will be shown in the following embodiments, and will not be repeated here to avoid redundancy.

[0081] Optionally, in some embodiments, after controlling the motor to execute the target negative torque, the method further includes: re-determining whether the vehicle meets the preset energy recovery torque control function activation conditions; if the re-determination result is that the preset energy recovery torque control function activation conditions are not met, then controlling the vehicle to exit the energy recovery torque control function.

[0082] It should be noted that after the system in this application embodiment is activated, it will continuously control and intervene in the current vehicle. When the re-judgment result is that the activation conditions of the energy recovery torque control function are not met, the system will control the vehicle to exit the energy recovery torque control function and enter the monitoring and judgment of the next function activation cycle.

[0083] Optionally, in some embodiments, after re-determining whether the vehicle meets the preset energy recovery torque control function activation conditions, the method further includes: if the re-determination result is that the preset energy recovery torque control function activation conditions are met, then re-determining whether the vehicle's brake pedal is triggered, until the vehicle is controlled to exit the energy recovery torque control function.

[0084] Specifically, when the reassessment result is that the activation conditions of the energy recovery torque control function are met and the brake pedal is triggered, the intervention control of the vehicle's braking energy recovery torque continues until the dynamic energy recovery torque control function meets the function exit conditions and exits the current control cycle.

[0085] Therefore, this application achieves dynamic and coordinated control of the vehicle's regenerative braking torque function through real-time monitoring and control of the system, thereby improving the user's driving experience.

[0086] The following examples illustrate the flow of the vehicle braking energy recovery torque coordination control method according to the embodiments of this application.

[0087] Specifically, Figure 7 This is a flowchart illustrating the dynamic braking energy recovery torque coordination control method according to an embodiment of this application. Figure 3 and Figure 7 As shown, the method includes the following steps:

[0088] In step S701, the dynamic regenerative torque function of the braking module 301 is fault-free and is available in standby mode.

[0089] In step S702, the braking module 301 calculates the wheel speed difference between the drive wheel and the non-drive wheel and determines whether the dynamic recovery torque control function activation threshold has been reached. If the threshold is reached, the function is activated and dynamic intervention is performed on the negative torque of energy recovery. If the threshold is not reached, the monitoring, calculation and judgment continue.

[0090] In step S703, the braking module 301 determines whether the driver has performed a braking operation. If the function is activated and the vehicle is in a non-pure coasting state, and the driver has performed a braking operation, the braking energy recovery electric torque quickly returns to 0, and the hydraulic braking torque is simultaneously replenished quickly.

[0091] In step S704, the braking module 301 performs feedforward control on the coasting energy recovery torque through the torque control interface, and performs torque increase control on the coasting recovery negative torque according to the calibration parameters.

[0092] In step S705, the braking module 301 uses the actual wheel end torque after feedforward control as the integration starting point, and performs closed-loop torque control on the negative torque of coasting recovery through the torque control interface.

[0093] In step S706, through the dynamic control of the dynamic energy recovery torque of the braking module 301, the longitudinal deceleration ax and lateral stability yawrate of the vehicle are effectively controlled, and the dynamic energy recovery torque control function will continuously guide the adjustment of the motor negative torque.

[0094] In step S707, the braking module determines that the dynamic energy recovery torque control function meets the function exit conditions, stops torque intervention control, exits the current control cycle, and enters the next function activation monitoring cycle.

[0095] Therefore, the vehicle braking energy recovery torque coordination control method provided in this application, after the system recognizes that the activation conditions of the dynamic energy recovery torque control function are met, the system first performs effective pre-control of the recovered negative torque, and then enters the closed-loop control of torque to guide the energy recovery negative torque to complete the torque increase, thereby optimizing the vehicle impact during the function control process.

[0096] To help those skilled in the art further understand the differences in torque control interface schemes in the above embodiments, the following examples further illustrate the vehicle braking energy recovery torque coordination control method of this application.

[0097] Specifically, Figure 8 This is a schematic diagram of a first control flow provided in an embodiment of this application, combined with... Figure 4 , Figure 5 and Figure 8 As shown, the control flow includes the following steps:

[0098] Step S801: Collect and monitor vehicle driving information and driver operation information (such as wheel speed signal Whlspd, steering angle signal SteerAg, braking signal BrkPedlSt, VCU wheel end torque signal VcuWhlActTq, vehicle longitudinal acceleration signal ax, and lateral acceleration signal ay) for the calculation of control parameters and the determination of function activation and deactivation.

[0099] Step S802: Compare the wheel speed signals of the four wheels of the front and rear axles of the vehicle, calculate the maximum wheel speed difference or slip ratio of the drive axle wheels and the wheel deceleration parameters, and determine whether the vehicle meets the activation conditions.

[0100] Step S803: Determine whether the control function is activated. If the wheel speed difference or slip ratio reaches the calibrated function activation threshold but does not reach the function activation threshold, then execute step S802, that is, continue monitoring and calculation; if the function activation threshold is reached and the necessary state conditions for other function activation are met, then execute step S804, that is, activate the dynamic energy recovery torque coordination control function.

[0101] In step S804, when the wheel speed difference or slip ratio reaches the calibrated function activation threshold and the necessary state conditions for other function activation are met, the dynamic energy recovery torque coordination control function is activated, and steps S805 and S809 are performed.

[0102] Step S805: Determine whether the pedal is engaged. If the driver has engaged the brake, proceed to step S811; otherwise, proceed to step S806.

[0103] Step S806, the coasting energy recovery torque is fed forward controlled through the torque control interface; such as Figure 5 As shown, 501 represents the input control target wheel speed difference Slip_tar. Braking module 301 performs torque increase control to recover negative torque during coasting according to calibration parameters. These control parameters include three dimensions: vehicle speed, wheel deceleration, and torque pre-control coefficient, and are calibration parameters. Additionally, these control parameters can be referenced... Figure 4 The map diagram of the feedforward pre-control shows that, based on the current function recovery negative torque control coefficient of 403, this coefficient is used to quickly calculate and convert the target negative torque requested by WhlIncTarTq, and then send the WhlIncTarTq target negative torque request to the vehicle controller (VCU), which will then execute the next torque control step.

[0104] Step S807: After completing the feedforward control, the coasting energy recovery torque enters the torque closed-loop control through the torque control interface WhlIncTarTq. The process of this closed-loop control can be referred to the embodiments of this application. Figure 5 .

[0105] In step S808, the vehicle controller (VCU) receives the target negative torque WhlIncTarTq from the braking module.

[0106] In step S809, the IPU electric drive controller receives the arbitrated target negative torque, and finally the IPU motor controller controls the motor to execute the target control negative torque WhlIncTarTq request.

[0107] In step S810, the vehicle controller receives the request from the IPU motor controller to control the motor to execute the target control negative torque WhlIncTarTq, and controls the vehicle to execute the braking energy recovery torque function.

[0108] In step S811, the braking energy recovery electric torque quickly returns to zero, and the hydraulic braking torque is simultaneously replenished quickly.

[0109] Step S812: Determine whether the exit condition is met. If the exit condition is met, proceed to step S813; otherwise, proceed to step S805.

[0110] Step S813: Exit the current function control loop and continue to execute step S803: Monitor the vehicle system in real time and determine the activation conditions of the control function in order to dynamically adjust the vehicle's braking energy recovery.

[0111] In other embodiments, Figure 9 This is a schematic diagram of a second control flow provided in an embodiment of this application. The difference between this embodiment and the first embodiment is that... Figure 8 Step S808 and Figure 9 The main difference in step S908 is the different torque control interface described above. The first control flow can be found in the embodiments provided in this application. Figure 5 The braking module 301 sends the negative torque to the vehicle control unit (VCU), and the logic of the second control process can be found in the embodiments provided in this application. Figure 6 The arbitrated target negative torque is directly sent to the IPU controller. Since the implementation steps of the two embodiments are similar, this application, to avoid redundancy, [details omitted]. Figure 9 The explanation will not be repeated here.

[0112] According to the vehicle braking energy recovery torque coordination control method proposed in this application embodiment, by determining whether the vehicle meets the preset activation conditions for the energy recovery torque control function, if the vehicle meets the preset activation conditions, it is determined whether the vehicle's brake pedal is triggered. If the brake pedal is not triggered, a first torque increase control for coasting recovery of negative torque is performed based on a preset feedforward control strategy. After completing the first torque increase control, a second torque increase control for coasting recovery of negative torque is performed based on a preset closed-loop control strategy to obtain the target negative torque, and the motor is controlled to execute the target negative torque. This solves the problems in related technologies where the feedback torque setting has a large step, resulting in a sense of loss and vehicle impact, greatly improving the driving experience.

[0113] Next, referring to the accompanying drawings, a vehicle braking energy recovery torque coordination control device according to an embodiment of this application is described.

[0114] Figure 10 This is a block diagram of a vehicle braking energy recovery torque coordination control device according to an embodiment of this application.

[0115] like Figure 10 As shown, the braking energy recovery torque coordination control device 10 of the vehicle includes: a judgment module 100, a first control module 200, and a second control module 300.

[0116] The system includes a judgment module 100, which determines whether the vehicle meets the preset activation conditions for the energy recovery torque control function; a first control module 200, which determines whether the vehicle's brake pedal is triggered when the vehicle meets the preset activation conditions for the energy recovery torque control function, and performs a first torque increase control for coasting to recover negative torque based on a preset feedforward control strategy when the brake pedal is not triggered; and a second control module 300, which performs a second torque increase control for coasting to recover negative torque based on a preset closed-loop control strategy after completing the first torque increase control, to obtain the target negative torque, and controls the motor to execute the target negative torque.

[0117] Optionally, in some embodiments, before controlling the motor to perform the target negative torque, the second control module 300 further includes an acquisition unit and a transmission unit.

[0118] The acquisition unit is used to acquire the torque requested by the vehicle controller (VCU); the sending unit is used to generate an arbitration result based on the torque requested by the VCU and the target negative torque, and when the arbitration result is a request to execute the torque, send the request to execute the torque to the motor controller so that the motor controller can control the motor to execute the target negative torque.

[0119] Optionally, in some embodiments, after controlling the motor to perform the target negative torque, the second control module 300 further includes a judgment unit and a first control unit.

[0120] The judgment unit is used to re-determine whether the vehicle meets the preset activation conditions for the energy recovery torque control function; the first control unit is used to control the vehicle to exit the energy recovery torque control function when the re-determination result is that the preset activation conditions for the energy recovery torque control function are not met.

[0121] Optionally, in some embodiments, after re-determining whether the vehicle meets the preset energy recovery torque control function activation conditions, the determination unit is further configured to: when the re-determination result is that the preset energy recovery torque control function activation conditions are met, re-determine whether the vehicle's brake pedal is triggered, until the vehicle is controlled to exit the energy recovery torque control function.

[0122] Optionally, in some embodiments, the judgment module 100 includes: a data acquisition unit, a calculation unit, and a judgment unit.

[0123] The system includes a data acquisition unit for acquiring vehicle driving signals and driver operation information; a calculation unit for calculating the maximum wheel speed difference or maximum slip ratio of the vehicle's drive axle wheels based on the driving and operation information; and a determination unit for determining that the vehicle meets the preset energy recovery torque control function activation conditions when the maximum wheel speed difference or maximum slip ratio meets the preset function activation threshold.

[0124] Optionally, in some embodiments, after determining whether the vehicle's brake pedal has been triggered, the first control module 200 further includes a second control unit. The second control unit is used to set the regenerative braking torque to 0 when the vehicle's brake pedal is triggered.

[0125] It should be noted that the explanation of the above-described embodiment of the vehicle's regenerative braking torque coordination control method also applies to the vehicle's regenerative braking torque coordination control device in this embodiment, and will not be repeated here.

[0126] The vehicle braking energy recovery torque coordination control device proposed in this application determines whether the vehicle meets the preset activation conditions for the energy recovery torque control function. If the vehicle meets the preset activation conditions, it determines whether the vehicle's brake pedal is triggered. If the brake pedal is not triggered, a first torque boost control is performed on the vehicle to recover negative torque during coasting based on a preset feedforward control strategy. After completing the first torque boost control, a second torque boost control is performed on the vehicle to recover negative torque during coasting based on a preset closed-loop control strategy to obtain the target negative torque, and the motor is controlled to execute the target negative torque. This solves the problems in related technologies where the feedback torque setting has a large step, resulting in a loss of sensation and vehicle impact, greatly improving the driving experience.

[0127] Figure 11 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include:

[0128] The memory 1101, the processor 1102, and the computer program stored on the memory 1101 and executable on the processor 1102.

[0129] When the processor 1102 executes the program, it implements the vehicle braking energy recovery torque coordination control method provided in the above embodiments.

[0130] Furthermore, the vehicle also includes:

[0131] Communication interface 1103 is used for communication between memory 1101 and processor 1102.

[0132] The memory 1101 is used to store computer programs that can run on the processor 1102.

[0133] The memory 1101 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0134] If the memory 1101, processor 1102, and communication interface 1103 are implemented independently, then the communication interface 1103, memory 1101, and processor 1102 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be divided into address buses, data buses, control buses, etc. For ease of representation, Figure 11 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0135] Alternatively, in a specific implementation, if the memory 1101, processor 1102, and communication interface 1103 are integrated on a single chip, then the memory 1101, processor 1102, and communication interface 1103 can communicate with each other through an internal interface.

[0136] The processor 1102 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0137] This embodiment also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method for coordinated control of vehicle braking energy recovery torque.

[0138] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0139] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0140] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0141] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0142] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0143] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0144] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0145] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A method for coordinated control of regenerative braking torque in a vehicle, characterized in that, Includes the following steps: Determine whether the vehicle meets the preset activation conditions for the energy recovery torque control function; If the vehicle meets the preset energy recovery torque control function activation condition, it is determined whether the vehicle's brake pedal is triggered. If the brake pedal is not triggered, the vehicle is subjected to the first torque boost control for coasting recovery of negative torque based on the preset feedforward control strategy. as well as After completing the first torque boosting control, the vehicle is subjected to a second torque boosting control based on a preset closed-loop control strategy to recover negative torque during coasting, thereby obtaining the target negative torque, and the motor is controlled to execute the target negative torque. Before controlling the motor to execute the target negative torque, the following is also included: Obtain the torque request from the vehicle control unit (VCU); An arbitration result is generated based on the VCU requested torque and the target negative torque. When the arbitration result is a request to execute the torque, the request to execute the torque is sent to the motor controller so that the motor controller can control the motor to execute the target negative torque.

2. The method according to claim 1, characterized in that, After controlling the motor to execute the target negative torque, the process also includes: Reassess whether the vehicle meets the preset activation conditions for the energy recovery torque control function; If the reassessment result indicates that the preset activation conditions for the energy recovery torque control function are not met, then the vehicle is controlled to exit the energy recovery torque control function.

3. The method according to claim 2, characterized in that, After reassessing whether the vehicle meets the preset activation conditions for the energy recovery torque control function, the process further includes: If the re-judgment result is that the preset energy recovery torque control function activation condition is met, then the vehicle's brake pedal is re-judged to determine whether it is triggered, until the vehicle is controlled to exit the energy recovery torque control function.

4. The method according to claim 1, characterized in that, The determination of whether the vehicle meets the preset activation conditions for the energy recovery torque control function includes: Collect vehicle driving signals and driver operation information; The maximum wheel speed difference or maximum slip ratio of the vehicle's drive axle wheels is calculated based on the driving signal and the operation information. If the maximum wheel speed difference or maximum slip ratio meets the preset function activation threshold, then the vehicle is determined to meet the preset energy recovery torque control function activation condition.

5. The method according to claim 1, characterized in that, After determining whether the vehicle's brake pedal has been triggered, the process further includes: If the vehicle's brake pedal is triggered, the regenerative braking torque is set to 0.

6. A vehicle braking energy recovery torque coordination control device, used to implement the vehicle braking energy recovery torque coordination control method as described in any one of claims 1-5, characterized in that, include: The judgment module is used to determine whether the vehicle meets the preset activation conditions for the energy recovery torque control function. The first control module is used to determine whether the vehicle's brake pedal is triggered when the vehicle meets the preset energy recovery torque control function activation condition, and to perform first torque boosting control on the vehicle to recover negative torque during coasting based on a preset feedforward control strategy when the brake pedal is not triggered. as well as The second control module is used to perform a second torque control to recover negative torque by coasting the vehicle based on a preset closed-loop control strategy after completing the first torque control, to obtain the target negative torque, and to control the motor to execute the target negative torque.

7. The apparatus according to claim 6, characterized in that, Before controlling the motor to execute the target negative torque, the second control module further includes: The acquisition unit is used to acquire the torque requested by the vehicle control unit (VCU). The sending unit is configured to generate an arbitration result based on the VCU requested torque and the target negative torque, and when the arbitration result is a request to execute torque, send the request to execute torque to the motor controller so as to control the motor to execute the target negative torque through the motor controller.

8. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the braking energy recovery torque coordination control method for a vehicle as described in any one of claims 1-5.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the braking energy recovery torque coordination control method for a vehicle as described in any one of claims 1-5.

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