Vehicle control method and device during whole vehicle electric recovery

Abstract

A vehicle control method and device during whole vehicle electric recovery, comprising: obtaining the maximum charging power of the battery of a target vehicle, the actual speed of the motor, the maximum negative torque of the battery, the brake depth, the throttle depth, the current gear, the current driving mode and the current speed; calculating the maximum recovery torque allowed by the whole vehicle according to the maximum charging power of the battery, the actual speed of the motor and the maximum negative torque of the battery; calculating the original target torque of electric recovery according to the brake depth, the throttle depth, the current gear, the current driving mode and the current speed; processing the original target torque of electric recovery to obtain the processed target value of electric recovery; calculating the actual mechanical braking force and the actual target value of electric recovery torque according to the maximum recovery torque and the processed target value of electric recovery; controlling the target vehicle to brake and recover energy according to the actual mechanical braking force and the actual target value of electric recovery torque, which can coordinate the control of electric recovery torque and mechanical braking force and improve the driving experience.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more specifically, to a vehicle control method and device for vehicle energy recovery. Background Technology

[0002] Current new energy vehicles all feature regenerative braking to improve energy efficiency and driving range. When the driver needs to decelerate, the vehicle slows down through three methods: regenerative braking, mechanical braking, and a combination of both. These three deceleration methods require coordinated action from the vehicle control unit (VCU) controlling the electric motor and the electronic stability program (ESP) controlling the mechanical braking system. The prerequisite for regenerative braking in new energy vehicles is that the vehicle has the capability for regenerative braking, meaning that the current power battery and motor allow for it. Most existing technical solutions involve the VCU calculating the target regenerative torque based on the vehicle's energy management and regenerative braking capacity limitations, and then sending this torque to the ESP system. The ESP system then verifies and feeds back to the VCU to control the electric motor for actual execution. If the driver simultaneously presses the brake pedal, the ESP system controls the mechanical braking force based on the pedal depth. However, in practice, it has been found that existing control methods lack effective coordination between the vehicle's regenerative braking and the ESP system's mechanical braking. This results in inconsistent deceleration when the vehicle's regenerative braking capability is strong or weak, leading to inconsistent deceleration perceived by the driver and reducing the driving experience. Summary of the Invention

[0003] The purpose of this application is to provide a vehicle control method and device for regenerative braking, which can coordinate and control the regenerative torque and mechanical braking force to improve the driving experience.

[0004] The first aspect of this application provides a vehicle control method during vehicle-wide energy recovery, including:

[0005] Obtain the target vehicle's maximum battery charging power, actual motor speed, maximum battery negative torque, braking depth, throttle depth, current gear, current driving mode, and current vehicle speed;

[0006] Calculate the maximum allowable regenerative torque of the vehicle based on the battery's maximum charging power, the motor's actual speed, and the battery's maximum negative torque;

[0007] The original target torque for regenerative braking is calculated based on the braking depth, throttle depth, current gear, current driving mode, and current vehicle speed.

[0008] The original target torque for energy recovery is processed to obtain the processed target value for energy recovery;

[0009] Calculate the actual mechanical braking force and the actual electric recovery torque target value based on the maximum recovery torque and the processed electric recovery target value;

[0010] The target vehicle is controlled to perform braking control and energy recovery control based on the actual mechanical braking force and the actual energy recovery torque target value.

[0011] In the above implementation process, this method first obtains the target vehicle's maximum battery charging power, actual motor speed, maximum battery negative torque, braking depth, throttle depth, current gear, current driving mode, and current vehicle speed. Then, based on the maximum battery charging power, actual motor speed, and maximum battery negative torque, it calculates the maximum allowable regenerative torque for the entire vehicle. Next, based on the braking depth, throttle depth, current gear, current driving mode, and current vehicle speed, it calculates the original target torque for energy recovery. Then, it processes the original target torque to obtain a processed target value for energy recovery. Based on the maximum regenerative torque and the processed target value, it calculates the actual mechanical braking force and the actual target value for energy recovery torque. Finally, it controls the target vehicle's braking and energy recovery based on the actual mechanical braking force and the actual target value for energy recovery torque. Therefore, this method can coordinate the control of energy recovery torque and mechanical braking force, improving the driving experience.

[0012] Further, the process of processing the original target torque for energy recovery to obtain the processed target value for energy recovery includes:

[0013] When the original target torque of the electric recovery is not 0, the vehicle stability control system is requested to activate the mechanical braking compensation function.

[0014] After activating the mechanical braking compensation function, the original target torque of the energy recovery is filtered to obtain the processed target value of energy recovery.

[0015] Further, the step of calculating the actual mechanical braking force and the actual electric recovery torque target value based on the maximum recovery torque and the processed electric recovery target value includes:

[0016] Obtain the activation flag of the mechanical braking compensation function;

[0017] Based on the maximum recovery torque, the activation flag, and the processed recovery target value, calculate the actual recovery torque target value and the mechanical braking force required to compensate for the recovery deceleration target of the vehicle controller.

[0018] Calculate the original mechanical braking force based on the braking depth;

[0019] Calculate the actual mechanical braking force based on the original mechanical braking force and the mechanical braking force that needs to be compensated.

[0020] Furthermore, after requesting the vehicle stability control system to activate the mechanical braking compensation function, the method further includes:

[0021] Determine whether the mechanical braking compensation function is activated;

[0022] If so, then perform the filtering process on the original target torque of the energy recovery to obtain the processed target value of energy recovery;

[0023] If not, the original target torque of the electricity recovery will not be processed.

[0024] Further, controlling the target vehicle for braking control and energy recovery control based on the actual mechanical braking force and the actual target value of the regenerative braking torque includes:

[0025] Braking control of the target vehicle is performed based on the vehicle stability control system and the actual mechanical braking force.

[0026] The target vehicle's motor is controlled to perform energy recovery based on the vehicle controller and the actual target value of the energy recovery torque.

[0027] A second aspect of this application provides a vehicle control device for vehicle-to-vehicle energy recovery, the vehicle control device for vehicle-to-vehicle energy recovery comprising:

[0028] The acquisition unit is used to acquire the target vehicle's maximum battery charging power, actual motor speed, maximum battery negative torque, braking depth, throttle depth, current gear, current driving mode, and current vehicle speed.

[0029] The first calculation unit is used to calculate the maximum allowable regenerative torque of the entire vehicle based on the maximum charging power of the battery, the actual speed of the motor, and the maximum negative torque of the battery.

[0030] The second calculation unit is used to calculate the original target torque for electric recovery based on the braking depth, the throttle depth, the current gear, the current driving mode, and the current vehicle speed.

[0031] The processing unit is used to process the original target torque of the electricity recovery to obtain the processed target value of electricity recovery;

[0032] The third calculation unit is used to calculate the actual mechanical braking force and the actual electric recovery torque target value based on the maximum recovery torque and the processed electric recovery target value.

[0033] The control unit is used to control the target vehicle to perform braking control and energy recovery control based on the actual mechanical braking force and the actual energy recovery torque target value.

[0034] In the above implementation process, the device can acquire the target vehicle's maximum battery charging power, actual motor speed, maximum battery negative torque, braking depth, throttle depth, current gear, current driving mode, and current vehicle speed through the acquisition unit; calculate the maximum allowable regenerative torque of the vehicle based on the maximum battery charging power, actual motor speed, and maximum battery negative torque through the first calculation unit; calculate the original target torque for energy recovery based on the braking depth, throttle depth, current gear, current driving mode, and current vehicle speed through the second calculation unit; process the original target torque for energy recovery to obtain the processed target value for energy recovery through the processing unit; calculate the actual mechanical braking force and the actual target value for energy recovery through the third calculation unit; and control the target vehicle for braking and energy recovery control based on the actual mechanical braking force and the actual target value for energy recovery through the control unit. Therefore, this device can coordinate and control the energy recovery torque and mechanical braking force, improving the driving experience.

[0035] Furthermore, the processing unit includes:

[0036] The request subunit is used to request the vehicle stability control system to activate the mechanical braking compensation function when the original target torque of the electric recovery is not 0.

[0037] The processing subunit is used to filter the original target torque of the electric recovery after activating the mechanical braking compensation function to obtain the processed target value of electric recovery.

[0038] Furthermore, the third computing unit includes:

[0039] A subunit is used to acquire the activation flag bit of the mechanical braking compensation function;

[0040] The calculation subunit is used to calculate the actual electric recovery torque target value and the mechanical braking force that needs to be compensated when the electric recovery deceleration target of the vehicle controller is met, based on the maximum recovery torque, the activation flag, and the processed electric recovery target value; and to calculate the original mechanical braking force based on the braking depth; and to calculate the actual mechanical braking force based on the original mechanical braking force and the mechanical braking force that needs to be compensated.

[0041] Furthermore, the processing unit also includes:

[0042] The judgment subunit is used to determine whether the mechanical braking compensation function is activated after the requesting subunit requests the vehicle stability control system to activate the mechanical braking compensation function when the original target torque of the electric recovery is not 0.

[0043] The processing subunit is used to filter the original target torque of the electric recovery when the mechanical braking compensation function is activated, so as to obtain the processed target value of electric recovery.

[0044] The processing subunit is also configured to not process the original target torque of the electric recovery when the mechanical braking compensation function is not activated.

[0045] Furthermore, the control unit includes:

[0046] A control subunit is used to perform braking control on the target vehicle based on the vehicle stability control system and the actual mechanical braking force.

[0047] The energy recovery subunit is used to control the motor of the target vehicle to actually perform energy recovery based on the vehicle controller and the actual energy recovery torque target value.

[0048] A third aspect of this application provides an electronic device including a memory and a processor, the memory storing a computer program, and the processor running the computer program to cause the electronic device to perform the vehicle control method for whole vehicle energy recovery as described in any one of the first aspects of this application.

[0049] The fourth aspect of this application provides a computer-readable storage medium storing computer program instructions, which, when read and executed by a processor, perform the vehicle control method for vehicle-to-everything (V2X) energy recovery as described in any one of the first aspects of this application.

[0050] The beneficial effects of this application are: the method and device can coordinate and control the electric recovery torque and mechanical braking force, thereby improving the driving experience. Attached Figure Description

[0051] 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.

[0052] Figure 1 A schematic flowchart illustrating a vehicle control method during whole-vehicle energy recovery, provided as an embodiment of this application;

[0053] Figure 2 A schematic flowchart illustrating another vehicle control method for vehicle energy recovery provided in this application embodiment;

[0054] Figure 3 A schematic diagram of the structure of a vehicle control device for whole vehicle energy recovery provided in an embodiment of this application;

[0055] Figure 4 A schematic diagram of another vehicle control device for whole-vehicle energy recovery provided in this application embodiment;

[0056] Figure 5 This is a schematic diagram illustrating the control flow of a vehicle control method for recycling electricity in a vehicle, as provided in an embodiment of this application. Detailed Implementation

[0057] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0058] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this application, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0059] Example 1

[0060] Please refer to Figure 1 , Figure 1 This is a flowchart illustrating a vehicle control method during vehicle-to-vehicle battery recovery provided in this embodiment. The vehicle control method during vehicle-to-vehicle battery recovery includes:

[0061] S101. Obtain the target vehicle's maximum battery charging power, actual motor speed, maximum battery negative torque, braking depth, throttle depth, current gear, current driving mode, and current vehicle speed.

[0062] S102. Calculate the maximum allowable recovery torque of the entire vehicle based on the battery's maximum charging power, the motor's actual speed, and the battery's maximum negative torque.

[0063] S103. Calculate the original target torque for regenerative braking based on braking depth, throttle depth, current gear, current driving mode, and current vehicle speed.

[0064] S104. Process the original target torque of the electricity recovery to obtain the processed target value of the electricity recovery.

[0065] S105. Based on the maximum recovery torque and the target value of the processed electric recovery, calculate the actual mechanical braking force and the target value of the actual electric recovery torque.

[0066] S106. Control the target vehicle for braking and energy recovery based on the actual mechanical braking force and the actual electric recovery torque target value.

[0067] In the current field of new energy vehicles, all new energy vehicles have regenerative braking functions to improve energy efficiency and driving range. This requires drivers to decelerate the vehicle through three methods: regenerative braking, mechanical braking, and a combination of both. These three deceleration methods require the coordinated action of the vehicle control unit (VCU) controlling the motor and the electronic stability program (ESP) controlling the mechanical braking system. However, the prerequisite for using regenerative braking in new energy vehicles is that the vehicle has the capability for regenerative braking, meaning that the current power battery and motor allow for it. When the vehicle lacks regenerative braking capability, for example, when the power battery is fully charged and regenerative braking is not allowed to prevent overcharging, if the control strategy still relies on regenerative braking or a combination of electric and mechanical braking to decelerate the vehicle, the vehicle may not actually decelerate or the deceleration may be weak and fall short of expectations because regenerative braking is not actually executed. This can lead to a loss of braking sensation and even panic for the driver. Therefore, coordinating the control of regenerative braking and mechanical braking in new energy vehicles so that the driver perceives a consistent deceleration rate regardless of the strength of the regenerative braking capability is a significant challenge in vehicle control. To address the aforementioned challenges, this application provides a method for controlling the consistency of vehicle deceleration during electric recovery in new energy vehicles.

[0068] For example, this method can be applied when a vehicle is coasting at high speed, i.e., when the driver is not pressing the brake or accelerator pedals. When the vehicle's regenerative braking capability is weak, the maximum regenerative torque sent by the vehicle controller to the vehicle stability control system is close to 0. The regenerative torque sent is the target value calculated based on vehicle speed and braking depth. Using this method, the target regenerative torque can be replaced by mechanical braking compensation, so that the actual regenerative torque executed by the motor is 0, and the vehicle actually decelerates by simulating the target deceleration through mechanical braking force. When the vehicle's regenerative braking capability is strong, the maximum regenerative torque and the regenerative torque sent by the vehicle controller to the vehicle stability control system are the normal calculated values, and the actual regenerative torque executed by the motor is also the target value, and the vehicle actually exhibits electric braking coasting regenerative deceleration.

[0069] In this embodiment, the execution subject of the method can be the vehicle controller.

[0070] In this embodiment, the subject executing the method can be a computing device such as a computer or server, and no limitation is made in this embodiment.

[0071] In this embodiment, the subject executing the method can also be a smart device such as a smartphone or tablet, and no limitation is made in this embodiment.

[0072] As can be seen, the vehicle control method for regenerative braking described in this embodiment can coordinate the control of regenerative torque and mechanical braking force based on independently calculated and decoupled maximum regenerative torque and target regenerative torque of the vehicle. When the vehicle's regenerative braking capability is weak, mechanical braking compensation is used to simulate the regenerative braking force, so that the deceleration felt by the driver is basically the same when the vehicle's regenerative braking capability is strong and weak, thereby improving the driving experience.

[0073] Example 2

[0074] Please refer to Figure 2 , Figure 2 This is a flowchart illustrating a vehicle control method during vehicle-to-vehicle battery recovery provided in this embodiment. The vehicle control method during vehicle-to-vehicle battery recovery includes:

[0075] S201. Obtain the target vehicle's maximum battery charging power, actual motor speed, maximum battery negative torque, braking depth, throttle depth, current gear, current driving mode, and current vehicle speed.

[0076] In this embodiment, the signals required for control calculation include:

[0077] (1) The maximum charging power of the power battery is provided by the battery management system, in kW;

[0078] (2) The maximum allowable negative torque of the motor is provided by the motor management system, in tq;

[0079] (3) The actual speed of the motor is provided by the motor management system, in r / min;

[0080] (4) Vehicle speed, provided by the vehicle stability control system, in km / h;

[0081] (5) Braking depth, provided by the vehicle stability control system, in %;

[0082] (6) Throttle depth, provided by the vehicle controller, in percentage;

[0083] (7) The electric recovery torque allocated to the vehicle controller is provided by the vehicle stability control system, in tq;

[0084] (8) The valid flag for the electric recovery torque assigned to the vehicle controller is provided by the vehicle stability control system;

[0085] (9) The mechanical braking compensation request flag for the vehicle controller is provided by the vehicle stability control system;

[0086] (10) Driving modes, provided by the infotainment control system;

[0087] (11) Gear, provided by the infotainment control system.

[0088] S202. Calculate the maximum allowable recovery torque of the entire vehicle based on the battery's maximum charging power, the motor's actual speed, and the battery's maximum negative torque.

[0089] In this embodiment, the vehicle controller can calculate the maximum allowable regenerative torque T of the vehicle based on the maximum charging power of the power battery, the actual speed of the motor, the maximum allowable negative torque of the motor, and the gear position. recup_max And send it to the vehicle stability control system.

[0090] S203. Calculate the original target torque for regenerative braking based on braking depth, throttle depth, current gear, current driving mode, and current vehicle speed.

[0091] In this embodiment, the vehicle controller calculates the original target torque T for the vehicle's energy recovery based on braking depth, throttle depth, driving mode, gear, and vehicle speed. recup_targetraw .

[0092] S204. When the original target torque of the electric recovery is not 0, request the vehicle stability control system to activate the mechanical braking compensation function.

[0093] In this embodiment, when the electric recovery target calculated by the vehicle controller is non-zero, the vehicle stability control system is requested to activate the mechanical braking compensation function Req. recup_compen .

[0094] S205. Determine whether the mechanical braking compensation function is activated. If yes, proceed to step S206; otherwise, proceed to step S207.

[0095] S206. Filter the original target torque of the electric recovery to obtain the processed target value of the electric recovery, and then execute step S208.

[0096] In this embodiment, when the vehicle stability control system feedback mechanical braking compensation function is activated, in order to avoid vehicle jerking or forward lurching caused by sudden intervention or cancellation of mechanical braking, the vehicle controller needs to adjust the original target torque T of the regenerative braking sent to the vehicle stability control system. recup_targetraw Filtering is performed; if the mechanical braking compensation function is not activated, filtering is not required. The target value for regenerative braking, T, is sent to the vehicle stability control system after comprehensive processing by the vehicle controller. recup_target .

[0097] S207. Do not process the original target torque for electricity recovery, and end this process.

[0098] S208, Obtain the activation flag for mechanical braking compensation function.

[0099] S209. Based on the maximum recovery torque, the activation flag, and the processed electric recovery target value, calculate the actual electric recovery torque target value and the mechanical braking force required to compensate for the electric recovery deceleration target of the vehicle controller.

[0100] In this embodiment, the vehicle stability control system calculates the target value T of the regenerative torque that the vehicle controller needs to actually execute with the motor, based on the maximum regenerative torque calculated by the vehicle controller, the request mechanical braking compensation function activation flag, and the regenerative braking target value received from the vehicle controller. recup_esptarget And the mechanical braking force T that needs to be compensated to meet the vehicle controller's electric regeneration deceleration target. recup_compen The specific calculation method is as follows:

[0101] T recup_esptarget =min(Trecup_max,Trecup_target);

[0102] T recup_compen =T recup_target —T recup_esptarget ;

[0103] The vehicle stability control system calculates the target value of the regenerative torque actually performed by the electric motor controlled by the vehicle controller, as well as the effective value Req. recup_espvalid Then, it is sent to the vehicle controller for execution.

[0104] S210. Calculate the original mechanical braking force based on the braking depth.

[0105] S211. Calculate the actual mechanical braking force based on the original mechanical braking force and the mechanical braking force that needs to be compensated.

[0106] In this embodiment, the vehicle stability control system calculates the original mechanical braking force T based on the braking depth. brake_raw Furthermore, when considering the vehicle controller's regenerative braking deceleration target, the mechanical braking force T that needs to be compensated is... recup_compen Calculate the actual mechanical braking force T required by the vehicle stability control system. brake The specific calculation method is as follows:

[0107] T brake =T brake_raw +T recup_compen ;

[0108] After calculating the actual mechanical braking force required, the vehicle stability control system brakes the vehicle.

[0109] S212. Braking control of the target vehicle is performed based on the vehicle stability control system and the actual mechanical braking force.

[0110] S213. Based on the vehicle controller and the actual target value of the energy recovery torque, control the motor of the target vehicle to actually perform energy recovery.

[0111] In this embodiment, after receiving the target value of the energy recovery torque sent by the vehicle stability control system and confirming its validity, the vehicle controller controls the motor to actually perform energy recovery.

[0112] Please refer to Figure 5 , Figure 5 A schematic diagram illustrating an example of the control flow of this method is shown.

[0113] For example, when a vehicle is coasting at high speed, i.e., the driver is not pressing the brake or accelerator pedals. When the vehicle's regenerative braking capability is weak, the maximum regenerative torque sent by the vehicle controller to the vehicle stability control system is close to 0. The regenerative torque sent is the target value calculated based on vehicle speed and braking depth. Using this method, the target regenerative torque can be replaced by mechanical braking compensation, so that the actual regenerative torque executed by the motor is 0, and the vehicle actually decelerates through mechanical braking force simulating the target deceleration. When the vehicle's regenerative braking capability is strong, the maximum regenerative torque and the regenerative torque sent by the vehicle controller to the vehicle stability control system are the normal calculated values, and the actual regenerative torque executed by the motor is also the target value, and the vehicle actually exhibits electric braking coasting regenerative deceleration.

[0114] In this embodiment, the method can be further improved in hybrid or range-extended vehicles with engines. For example, when it is calculated that the mechanical braking compensation function is needed to simulate electric braking deceleration, if the mechanical braking system is abnormal and cannot respond to the compensation function, the electric braking deceleration can be simulated by requesting engine reverse drag braking.

[0115] In this embodiment, the subject executing the method can be a computing device such as a computer or server, and no limitation is made in this embodiment.

[0116] In this embodiment, the subject executing the method can also be a smart device such as a smartphone or tablet, and no limitation is made in this embodiment.

[0117] As can be seen, the vehicle control method for regenerative braking described in this embodiment can coordinate the control of regenerative torque and mechanical braking force based on independently calculated and decoupled maximum regenerative torque and target regenerative torque of the vehicle. When the vehicle's regenerative braking capability is weak, mechanical braking compensation is used to simulate the regenerative braking force, so that the deceleration felt by the driver is basically the same when the vehicle's regenerative braking capability is strong and weak, thereby improving the driving experience.

[0118] Example 3

[0119] Please refer to Figure 3 , Figure 3This is a schematic diagram of the vehicle control device for vehicle-wide energy recovery provided in this embodiment. Figure 3 As shown, the vehicle control device for the whole vehicle's energy recovery includes:

[0120] The acquisition unit 310 is used to acquire the target vehicle's maximum battery charging power, actual motor speed, maximum battery negative torque, braking depth, throttle depth, current gear, current driving mode, and current vehicle speed.

[0121] The first calculation unit 320 is used to calculate the maximum regenerative torque allowed for the whole vehicle based on the battery's maximum charging power, the motor's actual speed, and the battery's maximum negative torque.

[0122] The second calculation unit 330 is used to calculate the original target torque for electric recovery based on the braking depth, throttle depth, current gear, current driving mode and current vehicle speed;

[0123] The processing unit 340 is used to process the original target torque of the electricity recovery to obtain the processed target value of electricity recovery;

[0124] The third calculation unit 350 is used to calculate the actual mechanical braking force and the actual electric recovery torque target value based on the maximum recovery torque and the processed electric recovery target value.

[0125] The control unit 360 is used to control the target vehicle for braking control and energy recovery control based on the actual mechanical braking force and the actual electric recovery torque target value.

[0126] In this embodiment, the explanation of the vehicle control device during whole vehicle energy recovery can be referred to the description in Embodiment 1 or Embodiment 2, and will not be repeated in this embodiment.

[0127] As can be seen, when implementing the vehicle-wide electric recovery described in this embodiment, the vehicle control device can coordinate and control the electric recovery torque and mechanical braking force based on the independently calculated and decoupled maximum recovery torque and target electric recovery torque of the vehicle. When the vehicle's electric recovery capability is weak, the electric recovery braking force is simulated through mechanical braking compensation, so that the deceleration felt by the driver is basically the same when the vehicle's electric recovery capability is strong and weak, thereby improving the driving experience.

[0128] Example 4

[0129] Please refer to Figure 4 , Figure 4 This is a schematic diagram of the vehicle control device for vehicle-wide energy recovery provided in this embodiment. Figure 4 As shown, the vehicle control device for the whole vehicle's energy recovery includes:

[0130] The acquisition unit 310 is used to acquire the target vehicle's maximum battery charging power, actual motor speed, maximum battery negative torque, braking depth, throttle depth, current gear, current driving mode, and current vehicle speed.

[0131] The first calculation unit 320 is used to calculate the maximum regenerative torque allowed for the whole vehicle based on the battery's maximum charging power, the motor's actual speed, and the battery's maximum negative torque.

[0132] The second calculation unit 330 is used to calculate the original target torque for electric recovery based on the braking depth, throttle depth, current gear, current driving mode and current vehicle speed;

[0133] The processing unit 340 is used to process the original target torque of the electricity recovery to obtain the processed target value of electricity recovery;

[0134] The third calculation unit 350 is used to calculate the actual mechanical braking force and the actual electric recovery torque target value based on the maximum recovery torque and the processed electric recovery target value.

[0135] The control unit 360 is used to control the target vehicle for braking control and energy recovery control based on the actual mechanical braking force and the actual electric recovery torque target value.

[0136] As an optional implementation, the processing unit 340 includes:

[0137] Request subunit 341 is used to request the vehicle stability control system to activate the mechanical braking compensation function when the original target torque of electric recovery is not 0.

[0138] The processing subunit 342 is used to filter the original target torque of the electric recovery after activating the mechanical braking compensation function to obtain the processed target value of the electric recovery.

[0139] As an optional implementation, the third computing unit 350 includes:

[0140] Acquire subunit 351, used to acquire the activation flag bit of the mechanical braking compensation function;

[0141] The calculation subunit 352 is used to calculate the actual electric recovery torque target value and the mechanical braking force that needs to be compensated to meet the electric recovery deceleration target of the vehicle controller, based on the maximum recovery torque, the activation flag, and the processed electric recovery target value; and to calculate the original mechanical braking force based on the braking depth; and to calculate the actual mechanical braking force based on the original mechanical braking force and the mechanical braking force that needs to be compensated.

[0142] As an optional implementation, the processing unit 340 further includes:

[0143] The judgment subunit 343 is used to determine whether the mechanical braking compensation function is activated after the request subunit 341 requests the vehicle stability control system to activate the mechanical braking compensation function when the original target torque of electric recovery is not 0.

[0144] The processing subunit 342 is used to filter the original target torque of the electric recovery when the mechanical braking compensation function is activated, so as to obtain the processed target value of electric recovery.

[0145] The processing subunit 342 is also used to not process the original target torque of the electric recovery when the mechanical braking compensation function is not activated.

[0146] As an optional implementation, the control unit 360 includes:

[0147] Control subunit 361 is used to perform braking control on the target vehicle based on the vehicle stability control system and the actual mechanical braking force.

[0148] The recovery subunit 362 is used to control the actual energy recovery of the target vehicle's motor based on the vehicle controller and the actual target value of the electric recovery torque.

[0149] In this embodiment, the explanation of the vehicle control device during whole vehicle energy recovery can be referred to the description in Embodiment 1 or Embodiment 2, and will not be repeated in this embodiment.

[0150] As can be seen, when implementing the vehicle-wide electric recovery described in this embodiment, the vehicle control device can coordinate and control the electric recovery torque and mechanical braking force based on the independently calculated and decoupled maximum recovery torque and target electric recovery torque of the vehicle. When the vehicle's electric recovery capability is weak, the electric recovery braking force is simulated through mechanical braking compensation, so that the deceleration felt by the driver is basically the same when the vehicle's electric recovery capability is strong and weak, thereby improving the driving experience.

[0151] This application provides an electronic device, including a memory and a processor. The memory stores a computer program, and the processor runs the computer program to enable the electronic device to execute the vehicle control method for whole vehicle energy recovery as described in Embodiment 1 or Embodiment 2 of this application.

[0152] This application provides a computer-readable storage medium storing computer program instructions. When the computer program instructions are read and executed by a processor, the vehicle control method for vehicle-to-everything (V2X) recovery is performed as described in Embodiment 1 or Embodiment 2 of this application.

[0153] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can also be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0154] In addition, 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.

[0155] If the aforementioned functions are implemented as software functional modules and sold or used as independent products, they 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 portion 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 described in 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.

[0156] The above description is merely an embodiment of this application and is 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. It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0157] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0158] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A vehicle control method for whole-vehicle energy recovery, characterized in that, include: Obtain the target vehicle's maximum battery charging power, actual motor speed, maximum battery negative torque, braking depth, throttle depth, current gear, current driving mode, and current vehicle speed; Calculate the maximum allowable regenerative torque of the vehicle based on the battery's maximum charging power, the motor's actual speed, and the battery's maximum negative torque; The original target torque for regenerative braking is calculated based on the braking depth, throttle depth, current gear, current driving mode, and current vehicle speed. The original target torque for energy recovery is processed to obtain the processed target value for energy recovery; Calculate the actual mechanical braking force and the actual electric recovery torque target value based on the maximum recovery torque and the processed electric recovery target value; The target vehicle is controlled to perform braking control and energy recovery control based on the actual mechanical braking force and the actual electric recovery torque target value. The step of processing the original target torque for energy recovery to obtain the processed target value for energy recovery includes: When the original target torque of the electric recovery is not 0, the vehicle stability control system is requested to activate the mechanical braking compensation function. After activating the mechanical braking compensation function, the original target torque of the electric recovery is filtered to obtain the processed target value of electric recovery. The step of calculating the actual mechanical braking force and the actual electric recovery torque target value based on the maximum recovery torque and the processed electric recovery target value includes: Obtain the activation flag of the mechanical braking compensation function; Based on the maximum recovery torque, the activation flag, and the processed recovery target value, calculate the actual recovery torque target value and the mechanical braking force required to compensate for the recovery deceleration target of the vehicle controller. Calculate the original mechanical braking force based on the braking depth; Calculate the actual mechanical braking force based on the original mechanical braking force and the mechanical braking force that needs to be compensated.

2. The vehicle control method for vehicle-wide energy recovery according to claim 1, characterized in that, After requesting the vehicle stability control system to activate the mechanical braking compensation function, the method further includes: Determine whether the mechanical braking compensation function is activated; If so, then perform the filtering process on the original target torque of the energy recovery to obtain the processed target value of energy recovery; If not, the original target torque of the electricity recovery will not be processed.

3. The vehicle control method for vehicle-wide energy recovery according to claim 1, characterized in that, The step of controlling the target vehicle for braking control and energy recovery control based on the actual mechanical braking force and the actual electric recovery torque target value includes: Braking control of the target vehicle is performed based on the vehicle stability control system and the actual mechanical braking force. The target vehicle's motor is controlled to perform energy recovery based on the vehicle controller and the actual target value of the energy recovery torque.

4. A vehicle control device for whole-vehicle energy recovery, characterized in that, The vehicle control device during vehicle-to-electricity recovery includes: The acquisition unit is used to acquire the target vehicle's maximum battery charging power, actual motor speed, maximum battery negative torque, braking depth, throttle depth, current gear, current driving mode, and current vehicle speed. The first calculation unit is used to calculate the maximum allowable regenerative torque of the entire vehicle based on the maximum charging power of the battery, the actual speed of the motor, and the maximum negative torque of the battery. The second calculation unit is used to calculate the original target torque for electric recovery based on the braking depth, the throttle depth, the current gear, the current driving mode, and the current vehicle speed. The processing unit is used to process the original target torque of the electricity recovery to obtain the processed target value of electricity recovery; The third calculation unit is used to calculate the actual mechanical braking force and the actual electric recovery torque target value based on the maximum recovery torque and the processed electric recovery target value. The control unit is used to control the target vehicle to perform braking control and energy recovery control based on the actual mechanical braking force and the actual electric recovery torque target value; The processing unit includes: The request subunit is used to request the vehicle stability control system to activate the mechanical braking compensation function when the original target torque of the electric recovery is not 0. The processing subunit is used to filter the original target torque of the electric recovery after activating the mechanical braking compensation function to obtain the processed target value of electric recovery. The third computing unit includes: A subunit is used to acquire the activation flag bit of the mechanical braking compensation function; The calculation subunit is used to calculate the actual electric recovery torque target value and the mechanical braking force that needs to be compensated when the electric recovery deceleration target of the vehicle controller is met, based on the maximum recovery torque, the activation flag, and the processed electric recovery target value; and to calculate the original mechanical braking force based on the braking depth; and to calculate the actual mechanical braking force based on the original mechanical braking force and the mechanical braking force that needs to be compensated.

5. An electronic device, characterized in that, The electronic device includes a memory and a processor, the memory being used to store a computer program, and the processor running the computer program to cause the electronic device to perform the vehicle control method for whole vehicle energy recovery as described in any one of claims 1 to 3.

6. A readable storage medium, characterized in that, The readable storage medium stores computer program instructions, which are read and executed by a processor to perform the vehicle control method for vehicle-to-vehicle energy recovery as described in any one of claims 1 to 3.

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