Motor efficiency control-based coasting energy recovery compensation method and device, electronic equipment and storage medium

Abstract

The application provides a coasting energy recovery compensation method and device based on motor efficiency control, electronic equipment and a storage medium. The coasting energy recovery compensation method based on motor efficiency control comprises the following steps: determining whether the current battery chargeable power of the target vehicle is less than the expected coasting energy recovery power of the target vehicle; calculating the difference between the current battery chargeable power of the target vehicle and the expected coasting energy recovery power of the target vehicle; and correcting the quadrature axis current and the direct axis current based on an equal torque curve. The application can offset the difference between the current battery chargeable power of the target vehicle and the expected coasting energy recovery power of the target vehicle by the heat generated by the driving motor of the target vehicle. On the other hand, the application can keep the braking torque unchanged during the heating process of the driving motor of the target vehicle, thereby ensuring the consistency of the coasting deceleration of the vehicle.

Description

Technical Field

[0001] This application relates to the field of new energy vehicles, and more specifically, to a method, device, electronic device, and storage medium for coasting energy recovery compensation based on motor efficiency control. Background Technology

[0002] Currently, in order to improve the range of electric vehicles, when the electric vehicle is coasting, the braking system converts part of the kinetic energy of the electric vehicle into electrical energy, and the converted electrical energy is stored in the power battery, thereby realizing energy recovery and improving the range of the electric vehicle.

[0003] Furthermore, when the power battery of an electric vehicle is in a high SOC condition, its battery charging capacity will be limited, meaning that the expected recuperation power during coasting is greater than the rechargeable power of the power battery. Summary of the Invention

[0004] The purpose of this application is to provide a coasting energy recovery compensation method, apparatus, electronic device, and storage medium based on motor efficiency control, for offsetting the difference between the current battery rechargeable power and the desired coasting energy recovery power of the target vehicle by utilizing the heat generated by the drive motor of the target vehicle. Furthermore, this application can maintain a constant braking torque during the heat generation process of the drive motor of the target vehicle, thereby ensuring consistent coasting deceleration of the vehicle.

[0005] In a first aspect, the present invention provides a method for recovering and compensating coasting energy based on motor efficiency control, the method comprising:

[0006] When the target vehicle is detected to be in coasting energy recovery mode, the current battery rechargeable power of the target vehicle is obtained, and the expected coasting energy recovery power of the target vehicle is determined based on the vehicle speed.

[0007] The braking torque is calculated based on the desired coasting energy recovery power of the target vehicle and the vehicle speed of the target vehicle, and the drive motor current of the target vehicle is determined based on the braking torque, so as to control the deceleration of the target vehicle in the coasting energy recovery condition by means of the drive motor current of the target vehicle, wherein the drive motor current of the target vehicle includes quadrature axis current and direct axis current.

[0008] Determine whether the current battery rechargeable power of the target vehicle is less than the expected coasting energy recovery power of the target vehicle;

[0009] When the current rechargeable power of the target vehicle's battery is less than the target vehicle's expected coasting energy recovery power, the difference between the current rechargeable power of the target vehicle's battery and the target vehicle's expected coasting energy recovery power is calculated.

[0010] The quadrature-axis current and the direct-axis current are corrected based on the constant torque curve to keep the braking torque of the target vehicle constant, and the difference between the current battery rechargeable power of the target vehicle and the expected coasting energy recovery power of the target vehicle is offset by the heat generated by the drive motor of the target vehicle.

[0011] The method of the first aspect of this application can calculate the difference between the current rechargeable battery power and the expected coasting energy recovery power of the target vehicle when the current rechargeable battery power of the target vehicle is less than the expected coasting energy recovery power of the target vehicle. Then, by correcting the quadrature-axis current and the direct-axis current, the heating level of the motor is increased, that is, the excess recovered energy is converted into heat energy, thereby offsetting the difference between the current rechargeable battery power and the expected coasting energy recovery power of the target vehicle. On the other hand, since the quadrature-axis current and the direct-axis current are corrected based on an isotorque curve, the braking torque output of the motor can remain constant during the correction of the quadrature-axis current and the direct-axis current, thereby maintaining consistent deceleration.

[0012] In an optional implementation, determining the drive motor current of the target vehicle based on the braking torque includes:

[0013] The drive motor current of the target vehicle is obtained by querying the motor torque and motor current curve based on the braking torque.

[0014] This optional implementation method can obtain the drive motor current of the target vehicle by querying the motor torque and motor current curves based on the braking torque, wherein this query method can reduce the amount of calculation.

[0015] In an optional implementation, the modified quadrature-axis current and the modified direct-axis current are located within the current limit circle.

[0016] This alternative implementation limits the modified quadrature-axis current and the modified direct-axis current within the current limit circle.

[0017] In an optional implementation, the method further includes:

[0018] Detect whether the accelerator and brake pedals of the target vehicle are both in an unpressed state;

[0019] When both the accelerator and brake pedals of the target vehicle are not depressed, the target vehicle is determined to be in the coasting energy recovery condition.

[0020] This optional implementation detects whether the accelerator and brake pedals of the target vehicle are both unpressed, thereby determining that the target vehicle is in the coasting energy recovery condition when both the accelerator and brake pedals are unpressed.

[0021] Secondly, the present invention provides a coasting energy recovery deceleration compensation device based on motor efficiency control, the device comprising:

[0022] The first determining module is used to obtain the current battery rechargeable power of the target vehicle when the target vehicle is detected to be in coasting energy recovery mode, and to determine the expected coasting energy recovery power of the target vehicle based on the vehicle speed.

[0023] The first calculation module is used to calculate the braking torque based on the desired coasting energy recovery power of the target vehicle and the vehicle speed of the target vehicle, and to determine the drive motor current of the target vehicle based on the braking torque, so as to control the deceleration of the target vehicle in the coasting energy recovery condition by means of the drive motor current of the target vehicle, wherein the drive motor current of the target vehicle includes quadrature axis current and direct axis current.

[0024] The judgment module is used to determine whether the current battery rechargeable power of the target vehicle is less than the expected coasting energy recovery power of the target vehicle;

[0025] The second calculation module is used to calculate the difference between the current battery rechargeable power of the target vehicle and the expected coasting energy recovery power of the target vehicle when the current battery rechargeable power of the target vehicle is less than the expected coasting energy recovery power of the target vehicle.

[0026] The correction module is used to correct the quadrature-axis current and the direct-axis current based on the isotor curve, so as to keep the braking torque of the target vehicle constant and offset the difference between the current battery rechargeable power of the target vehicle and the expected coasting energy recovery power of the target vehicle by the heat generated by the drive motor of the target vehicle.

[0027] The apparatus of the second aspect of this application can calculate the difference between the current rechargeable battery power and the desired coasting energy recovery power of the target vehicle when the current rechargeable battery power of the target vehicle is less than the desired coasting energy recovery power of the target vehicle. Then, by correcting the quadrature-axis current and the direct-axis current, it increases the motor's heating level, converting excess recovered energy into heat energy, thereby offsetting the difference between the current rechargeable battery power and the desired coasting energy recovery power of the target vehicle. Furthermore, since the quadrature-axis current and the direct-axis current are corrected based on an isotorque curve, the braking torque output of the motor can remain constant during the correction of the quadrature-axis current and the direct-axis current, thus maintaining consistent deceleration.

[0028] In an optional implementation, the first determining module performs the determination of the drive motor current of the target vehicle based on the braking torque in the following specific manner:

[0029] The drive motor current of the target vehicle is obtained by querying the motor torque and motor current curve based on the braking torque.

[0030] This optional implementation method can obtain the drive motor current of the target vehicle by querying the motor torque and motor current curves based on the braking torque, wherein this query method can reduce the amount of calculation.

[0031] In an optional implementation, the modified quadrature-axis current and the modified direct-axis current are located within the current limit circle.

[0032] This alternative implementation limits the modified quadrature-axis current and the modified direct-axis current within the current limit circle.

[0033] In an optional embodiment, the apparatus further includes:

[0034] The detection module is used to detect whether the accelerator and brake pedals of the target vehicle are both in an unpressed state.

[0035] The second determining module is used to determine that the target vehicle is in the coasting energy recovery condition when both the accelerator and the brake pedal of the target vehicle are not depressed.

[0036] This optional implementation detects whether the accelerator and brake pedals of the target vehicle are both unpressed, thereby determining that the target vehicle is in the coasting energy recovery condition when both the accelerator and brake pedals are unpressed.

[0037] Thirdly, the present invention provides an electronic device, comprising:

[0038] Processor; and

[0039] The memory is configured to store machine-readable instructions that, when executed by the processor, perform the coasting energy recovery compensation method based on motor efficiency control as described in any of the foregoing embodiments.

[0040] The electronic device of the third aspect of this application, by implementing a coasting energy recovery compensation method based on motor efficiency control, can calculate the difference between the current battery rechargeable power and the desired coasting energy recovery power of the target vehicle when the current battery rechargeable power of the target vehicle is less than the desired coasting energy recovery power of the target vehicle. Furthermore, by correcting the quadrature-axis current and the direct-axis current, the heating level of the motor is increased, converting the excess recovered energy into heat energy, thereby offsetting the difference between the current battery rechargeable power and the desired coasting energy recovery power of the target vehicle. On the other hand, since the quadrature-axis current and the direct-axis current are corrected based on an isotorque curve, the braking torque output of the motor can remain constant during the correction of the quadrature-axis current and the direct-axis current, thus maintaining consistent deceleration.

[0041] Fourthly, the present invention provides a storage medium storing a computer program, the computer program being executed by a processor as described in any of the foregoing embodiments of the method for recovering gliding energy based on motor efficiency control.

[0042] The storage medium of the fourth aspect of this application, by implementing a coasting energy recovery compensation method based on motor efficiency control, can calculate the difference between the current battery rechargeable power and the desired coasting energy recovery power of the target vehicle when the current battery rechargeable power of the target vehicle is less than the desired coasting energy recovery power of the target vehicle. Furthermore, by correcting the quadrature-axis current and the direct-axis current, the heating level of the motor is increased, converting the excess recovered energy into heat energy, thereby offsetting the difference between the current battery rechargeable power and the desired coasting energy recovery power of the target vehicle. On the other hand, since the quadrature-axis current and the direct-axis current are corrected based on an isotorque curve, the braking torque output of the motor can remain constant during the correction of the quadrature-axis current and the direct-axis current, thus maintaining consistent deceleration. Attached Figure Description

[0043] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0044] Figure 1 This is a schematic flowchart of a coasting energy recovery compensation method based on motor efficiency control disclosed in an embodiment of this application;

[0045] Figure 2 This is a motor efficiency control diagram disclosed in an embodiment of this application;

[0046] Figure 3 This is a schematic diagram of a gliding energy recovery deceleration compensation device based on motor efficiency control disclosed in an embodiment of this application;

[0047] Figure 4 This is a schematic diagram of the structure of an electronic device disclosed in an embodiment of this application. Detailed Implementation

[0048] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0049] Example 1

[0050] Please see Figure 1 , Figure 1 This is a flowchart illustrating a coasting energy recovery compensation method based on motor efficiency control disclosed in an embodiment of this application, as shown below. Figure 1 As shown, the method in this application embodiment includes the following steps:

[0051] 101. When the target vehicle is in coasting energy recovery mode, obtain the current battery rechargeable power of the target vehicle, and determine the expected coasting energy recovery power of the target vehicle based on the vehicle speed.

[0052] 102. Calculate the braking torque based on the target vehicle's expected coasting energy recovery power and the target vehicle's speed, and determine the target vehicle's drive motor current based on the braking torque, so as to control the target vehicle's deceleration under coasting energy recovery conditions through the target vehicle's drive motor current, wherein the target vehicle's drive motor current includes quadrature axis current and direct axis current.

[0053] 103. Determine whether the current battery rechargeable power of the target vehicle is less than the target vehicle's expected coasting energy recovery power;

[0054] 104. When the current battery rechargeable power of the target vehicle is less than the expected coasting energy recovery power of the target vehicle, calculate the difference between the current battery rechargeable power of the target vehicle and the expected coasting energy recovery power of the target vehicle.

[0055] 105. Based on the constant torque curve, the quadrature axis current and direct axis current are corrected to keep the braking torque of the target vehicle constant and to offset the difference between the current battery rechargeable power of the target vehicle and the expected coasting energy recovery power of the target vehicle by the heat generated by the drive motor of the target vehicle.

[0056] The method of this application embodiment can calculate the difference between the current battery rechargeable power and the expected coasting energy recovery power of the target vehicle when the current battery rechargeable power of the target vehicle is less than the expected coasting energy recovery power of the target vehicle. Then, by correcting the quadrature-axis current and direct-axis current, the heating level of the motor is increased, that is, the excess recovered energy is converted into heat energy, thereby offsetting the difference between the current battery rechargeable power and the expected coasting energy recovery power of the target vehicle. On the other hand, since the quadrature-axis current and direct-axis current are corrected based on an equal torque curve, the braking torque output of the motor can remain constant during the correction of the quadrature-axis current and direct-axis current, thereby maintaining consistent deceleration.

[0057] In this embodiment of the application, specifically, the braking torque is calculated based on the expected coasting energy recovery power of the target vehicle and the vehicle speed, and the drive motor current of the target vehicle is determined based on the braking torque, thereby obtaining the drive motor current corresponding to the expected coasting energy recovery power of the target vehicle. The expected coasting energy recovery power of the target vehicle is determined based on experience. For example, through multiple tests, it can be known that at vehicle speed S1, the wheel drives the drive motor to reverse, and the expected coasting energy recovery power generated is G1, while at vehicle speed S2, the wheel drives the drive motor to reverse, and the expected coasting energy recovery power generated is G2.

[0058] In this embodiment of the application, the specific calculation formula for calculating the braking torque based on the expected coasting energy recovery power of the target vehicle and the vehicle speed of the target vehicle can be: T=P*9550 / n, where T represents the braking torque, n represents the vehicle speed, and P represents the expected coasting energy recovery power of the target vehicle.

[0059] In this embodiment, it should be noted that since the torque output by the drive motor when it rotates in the opposite direction will act on the wheels, the torque corresponding to the expected coasting energy recovery power is also called the braking torque. Furthermore, generally speaking, correcting the quadrature-axis current and direct-axis current will cause a change in the braking torque. For example, increasing the corrected quadrature-axis current and direct-axis current will also increase the braking torque, resulting in a difference between the braking torque at the current moment and the braking torque at the previous moment, thus causing the vehicle's current deceleration to be inconsistent with the deceleration at the previous moment.

[0060] In the embodiments of this application, it should be noted that in reality, the deceleration of a vehicle is affected by braking torque and ground friction. For ease of explanation, it is assumed that the factors affecting the deceleration of the vehicle other than braking torque are the same at different times. Therefore, if the braking torque remains constant, the deceleration of the vehicle can remain constant.

[0061] In the embodiments of this application, specifically, please refer to Figure 2 , Figure 2 This is a motor efficiency control graph disclosed in an embodiment of this application, wherein the horizontal axis represents the direct axis current value i. d The vertical axis represents the quadrature axis current value i. q The dashed line represents the current limiting circle, the dotted line represents the MTPA curve, and the solid line represents the constant torque curve. For example... Figure 2 As shown, the combination of quadrature-axis current and direct-axis current at any point on the same constant torque curve can output the same motor end torque.

[0062] In this embodiment of the application, the electromagnetic torque equation formula is adopted. Where, n p ψ is the number of pole pairs of the motor. f For the magnetic flux of the motor, L d L is the d-axis (direct axis) inductance of the motor. q Let i be the q-axis (quadrature axis) inductance of the motor. d Let i be the d-axis current. q Let q be the q-axis current. A series of constant torque curves can be obtained from the electromagnetic torque equation. Each constant torque curve has a tangent point with a series of constant current circles in the dq coordinate system. When the motor operates at these tangent points, the electromagnetic torque output capability per unit stator current is the maximum. Connecting these points will yield the maximum torque-to-current ratio (MTPA) curve.

[0063] In the embodiments of this application, specifically, the combination of quadrature-axis current and direct-axis current refers to

[0064] In this embodiment, the constant torque curve can be obtained according to existing technology. In this embodiment, as an optional implementation, the step of determining the drive motor current of the target vehicle based on the braking torque includes the following sub-steps:

[0065] Based on the braking torque query motor torque and motor current curve, the drive motor current of the target vehicle can be obtained.

[0066] This optional implementation method obtains the drive motor current of the target vehicle by querying the motor torque and motor current curve based on the braking torque. This query method reduces the computational load. Specifically, querying the motor torque and motor current curve based on the braking torque is a table lookup method, which reduces the computational load compared to directly calculating the drive motor current of the target vehicle based on the braking torque and corresponding formula.

[0067] In an optional implementation, the modified quadrature-axis current and the modified direct-axis current are located within the current limit circle.

[0068] In the above-mentioned optional implementation methods, the drive system temperature of the target vehicle includes the temperature of the drive motor and other components. Since the drive system temperature of the target vehicle is mainly affected by the heat generated by the drive motor, the temperature of the drive motor can be used as the drive system temperature of the target vehicle. Furthermore, the temperature protection threshold can be referenced from existing technologies, and will not be elaborated upon in this application embodiment.

[0069] In the example provided in this application, as an optional implementation, the method of this embodiment further includes the following steps:

[0070] Check whether the accelerator and brake pedals of the target vehicle are both in an unpressed state;

[0071] When both the accelerator and brake pedals of the target vehicle are not depressed, the target vehicle is determined to be in coasting energy recovery mode.

[0072] This optional implementation detects whether the accelerator and brake pedals of the target vehicle are both unpressed, thereby determining that the target vehicle is in a coasting energy recovery condition when both the accelerator and brake pedals are unpressed.

[0073] Example 2

[0074] Please see Figure 3 , Figure 3 This is a schematic diagram of a coasting energy recovery deceleration compensation device based on motor efficiency control disclosed in an embodiment of this application, as shown below. Figure 3 As shown, the apparatus in this embodiment includes the following functional modules:

[0075] The first determining module 201 is used to obtain the current battery rechargeable power of the target vehicle when the target vehicle is detected to be in coasting energy recovery mode, and to determine the expected coasting energy recovery power of the target vehicle based on the vehicle speed.

[0076] The first calculation module 202 is used to calculate the braking torque based on the expected coasting energy recovery power of the target vehicle and the vehicle speed of the target vehicle, and to determine the drive motor current of the target vehicle based on the braking torque, so as to control the deceleration of the target vehicle in the coasting energy recovery condition through the drive motor current of the target vehicle, wherein the drive motor current of the target vehicle includes quadrature axis current and direct axis current.

[0077] The judgment module 203 is used to determine whether the current battery rechargeable power of the target vehicle is less than the expected coasting energy recovery power of the target vehicle.

[0078] The second calculation module 204 is used to calculate the difference between the current battery rechargeable power of the target vehicle and the expected coasting energy recovery power of the target vehicle when the current battery rechargeable power of the target vehicle is less than the expected coasting energy recovery power of the target vehicle.

[0079] The correction module 205 is used to correct the quadrature axis current and direct axis current based on the constant torque curve, so as to keep the braking torque of the target vehicle constant and offset the difference between the current battery rechargeable power of the target vehicle and the expected coasting energy recovery power of the target vehicle by the heat generated by the drive motor of the target vehicle.

[0080] The apparatus of this application embodiment can calculate the difference between the current rechargeable battery power and the desired coasting energy recovery power of the target vehicle when the current rechargeable battery power of the target vehicle is less than the desired coasting energy recovery power of the target vehicle. Then, by correcting the quadrature-axis current and direct-axis current, it increases the motor's heating level, converting the excess recovered energy into heat energy, thereby offsetting the difference between the current rechargeable battery power and the desired coasting energy recovery power of the target vehicle. Furthermore, since the quadrature-axis current and direct-axis current are corrected based on an equal torque curve, the braking torque output of the motor can remain constant during the correction process, thus maintaining consistent deceleration.

[0081] In this embodiment of the application, as an optional implementation, the first determining module performs the determination of the drive motor current of the target vehicle based on the braking torque in the following specific manner:

[0082] Based on the braking torque query motor torque and motor current curve, the drive motor current of the target vehicle can be obtained.

[0083] This optional implementation method can obtain the drive motor current of the target vehicle by querying the motor torque and motor current curves based on the braking torque, whereby this query method can reduce the amount of calculation.

[0084] In this embodiment of the application, as an optional implementation, the modified quadrature-axis current and the modified direct-axis current are located within the current limit circle.

[0085] In this embodiment of the application, as an optional implementation, the apparatus further includes the following functional modules:

[0086] The detection module is used to detect whether the accelerator and brake pedals of the target vehicle are both in an unpressed state.

[0087] The second determining module is used to determine that the target vehicle is in coasting energy recovery mode when both the accelerator and brake pedals of the target vehicle are not depressed.

[0088] This optional implementation detects whether the accelerator and brake pedals of the target vehicle are both unpressed, thereby determining that the target vehicle is in a coasting energy recovery condition when both the accelerator and brake pedals are unpressed.

[0089] Example 3

[0090] Please see Figure 4 , Figure 4 This is a schematic diagram of the structure of an electronic device disclosed in an embodiment of this application, such as... Figure 4 As shown, the electronic device in this application embodiment includes:

[0091] Processor 301; and

[0092] The memory 302 is configured to store machine-readable instructions that, when executed by the processor 301, perform a coasting energy recovery compensation method based on motor efficiency control as described in any of the foregoing embodiments.

[0093] The electronic device in this application embodiment, by executing a coasting energy recovery compensation method based on motor efficiency control, can calculate the difference between the current battery rechargeable power and the desired coasting energy recovery power of the target vehicle when the current battery rechargeable power of the target vehicle is less than the desired coasting energy recovery power. Then, by correcting the quadrature-axis current and direct-axis current, the heating level of the motor is increased, converting the excess recovered energy into heat energy, thereby offsetting the difference between the current battery rechargeable power and the desired coasting energy recovery power of the target vehicle. Furthermore, since the quadrature-axis current and direct-axis current are corrected based on an isotorque curve, the braking torque output of the motor remains constant during the correction process, thus maintaining consistent deceleration.

[0094] Example 4

[0095] This application provides a storage medium storing a computer program, which is executed by a processor as described in any of the foregoing embodiments, a gliding energy recovery compensation method based on motor efficiency control.

[0096] The storage medium in this application embodiment, by implementing a coasting energy recovery compensation method based on motor efficiency control, can calculate the difference between the current battery rechargeable power and the desired coasting energy recovery power of the target vehicle when the current battery rechargeable power is less than the desired coasting energy recovery power. Then, by correcting the quadrature-axis current and direct-axis current, the motor's heating level is increased, converting excess recovered energy into heat energy, thereby offsetting the difference between the current battery rechargeable power and the desired coasting energy recovery power. Furthermore, since the quadrature-axis current and direct-axis current are corrected based on an equal torque curve, the braking torque output by the motor remains constant during the correction process, thus maintaining consistent deceleration.

[0097] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and there may be other division methods in actual implementation. Furthermore, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Additionally, the coupling or direct coupling or communication connection shown or discussed may be through some communication interface; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0098] Furthermore, the units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0099] Furthermore, the functional modules in the various embodiments of this application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0100] It should be noted that if a function is implemented as a software module and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0101] In this document, relational terms such as first and second are used only to distinguish one entity or operation from another entity or operation, without necessarily requiring or implying any such actual relationship or order between these entities or operations.

[0102] The above are merely embodiments of this application and are not intended to limit the scope of protection of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A method for recovering and compensating gliding energy based on motor efficiency control, characterized in that, The method includes: When the target vehicle is detected to be in coasting energy recovery mode, the current battery rechargeable power of the target vehicle is obtained, and the expected coasting energy recovery power of the target vehicle is determined based on the vehicle speed. The braking torque is calculated based on the desired coasting energy recovery power of the target vehicle and the vehicle speed of the target vehicle, and the drive motor current of the target vehicle is determined based on the braking torque, so as to control the deceleration of the target vehicle in the coasting energy recovery condition by means of the drive motor current of the target vehicle, wherein the drive motor current of the target vehicle includes quadrature axis current and direct axis current. Determine whether the current battery rechargeable power of the target vehicle is less than the expected coasting energy recovery power of the target vehicle; When the current rechargeable power of the target vehicle's battery is less than the target vehicle's expected coasting energy recovery power, the difference between the current rechargeable power of the target vehicle's battery and the target vehicle's expected coasting energy recovery power is calculated. The quadrature-axis current and the direct-axis current are corrected based on the constant torque curve to keep the braking torque of the target vehicle constant and to offset the difference between the current battery rechargeable power of the target vehicle and the expected coasting energy recovery power of the target vehicle by the heat generated by the drive motor of the target vehicle. Each constant torque curve has a tangent point with the current circle in the dq coordinate system. The drive motor works at the tangent point to maximize the electromagnetic torque output capability per unit stator current. And, determining the drive motor current of the target vehicle based on the braking torque includes: The drive motor current of the target vehicle is obtained by querying the motor torque and motor current curve based on the braking torque.

2. The method as described in claim 1, characterized in that, The corrected quadrature-axis current and the corrected direct-axis current are located within the current limit circle.

3. The method as described in claim 1, characterized in that, The method further includes: Detect whether the accelerator and brake pedals of the target vehicle are both in an unpressed state; When both the accelerator and brake pedals of the target vehicle are not depressed, the target vehicle is determined to be in the coasting energy recovery condition.

4. A gliding energy recovery deceleration compensation device based on motor efficiency control, characterized in that, The device includes: The first determining module is used to obtain the current battery rechargeable power of the target vehicle when the target vehicle is detected to be in coasting energy recovery mode, and to determine the expected coasting energy recovery power of the target vehicle based on the vehicle speed. The first calculation module is used to calculate the braking torque based on the desired coasting energy recovery power of the target vehicle and the vehicle speed of the target vehicle, and to determine the drive motor current of the target vehicle based on the braking torque, so as to control the deceleration of the target vehicle in the coasting energy recovery condition by means of the drive motor current of the target vehicle, wherein the drive motor current of the target vehicle includes quadrature axis current and direct axis current. The judgment module is used to determine whether the current battery rechargeable power of the target vehicle is less than the expected coasting energy recovery power of the target vehicle; The second calculation module is used to calculate the difference between the current battery rechargeable power of the target vehicle and the expected coasting energy recovery power of the target vehicle when the current battery rechargeable power of the target vehicle is less than the expected coasting energy recovery power of the target vehicle. The correction module is used to correct the quadrature axis current and the direct axis current based on the isotor curves, so as to keep the braking torque of the target vehicle constant and offset the difference between the current battery rechargeable power of the target vehicle and the expected coasting energy recovery power of the target vehicle by the heat generation of the drive motor of the target vehicle. Each isotor curve has a tangent point with the current circle in the dq coordinate system. The drive motor works at the tangent point to maximize the electromagnetic torque output capability per unit stator current. Furthermore, the specific method by which the first determining module performs the determination of the drive motor current of the target vehicle based on the braking torque is as follows: The drive motor current of the target vehicle is obtained by querying the motor torque and motor current curve based on the braking torque.

5. The apparatus as described in claim 4, characterized in that, The corrected quadrature-axis current and the corrected direct-axis current are located within the current limit circle.

6. The apparatus as claimed in claim 4, characterized in that, The device further includes: The detection module is used to detect whether the accelerator and brake pedals of the target vehicle are both in an unpressed state. The second determining module is used to determine that the target vehicle is in the coasting energy recovery condition when both the accelerator and the brake pedal of the target vehicle are not depressed.

7. An electronic device, characterized in that, include: processor; as well as The memory is configured to store machine-readable instructions that, when executed by the processor, perform the coasting energy recovery compensation method based on motor efficiency control as described in any one of claims 1-3.

8. A storage medium, characterized in that, The storage medium stores a computer program, which is executed by a processor as described in any one of claims 1-3, for the coasting energy recovery compensation method based on motor efficiency control.

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