Brake energy recovery control method, device, equipment and storage medium

Abstract

The present application belongs to the technical field of vehicle control, and discloses a brake energy recovery control method, device, equipment and storage medium. When a brake signal trigger is detected, the present application acquires driving parameters of a vehicle, obtains a brake deceleration message according to the driving parameters, extracts brake parameters of the brake deceleration message, generates a torque control signal when the brake parameters are greater than a calibration value, and adjusts the torque of a motor according to the torque control signal to exit brake energy recovery, which can effectively reduce the jerk feeling of the vehicle caused by brake energy recovery during braking and improve the driving experience.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a method, apparatus, equipment and storage medium for brake energy recovery control. Background Technology

[0002] New energy commercial trucks have a box-type or flatbed cargo box at the rear. When the vehicle is empty or fully loaded, the weight difference on the cargo box is significant, resulting in a noticeable difference in the axle load transmitted to the rear axle. In addition, as new energy vehicles, the motor on the rear axle has a regenerative braking function, which generates a reversing torque on the rear axle. During low-intensity braking while unloaded, the ABS function is easily activated. After activation, the regenerative braking function is deactivated, causing the vehicle to experience a jerk. To solve this problem, the Active signal or regenerative braking deactivation flag issued by the ABS electronic control unit after activation is usually sent to the PMS. After receiving the signal, the PMS controls the MCU to quickly deactivate the regenerative braking function. However, this process results in a very poor driving experience.

[0003] The above content is only used to help understand the technical solution of the present invention and does not represent an admission that the above content is prior art. Summary of the Invention

[0004] The main objective of this invention is to provide a braking energy recovery control method, device, equipment, and storage medium, aiming to solve the technical problem of extremely poor driving experience caused by existing technologies during braking energy recovery.

[0005] To achieve the above objectives, the present invention provides a braking energy recovery control method, the method comprising the following steps:

[0006] When a braking signal is detected, the vehicle's driving parameters are acquired, and a braking deceleration message is obtained based on the driving parameters.

[0007] Extract the braking parameters from the braking deceleration message, and generate a torque control signal when the braking parameters are greater than the calibrated value;

[0008] The motor torque is adjusted according to the torque control signal to disengage regenerative braking.

[0009] Optionally, the step of acquiring vehicle driving parameters and obtaining a braking deceleration message based on the driving parameters when a braking signal is detected includes:

[0010] Obtain the vehicle speed message for two consecutive detection cycles of the front axle of the vehicle;

[0011] The vehicle speed difference is obtained based on the vehicle speed messages from two adjacent detection cycles;

[0012] The vehicle deceleration is obtained based on the speed difference and the detection cycle.

[0013] A braking deceleration message is generated based on the vehicle's deceleration.

[0014] Optionally, generating a braking deceleration message based on the vehicle deceleration includes:

[0015] The rate of change of deceleration of the vehicle is determined based on the vehicle's deceleration.

[0016] The longitudinal acceleration of the vehicle is obtained based on the vehicle's driving parameters;

[0017] The front wheel speed and rear wheel speed collected by the wheel speed sensor are obtained, and the difference between the front and rear wheel speeds is obtained based on the front wheel speed and the rear wheel speed;

[0018] The vehicle's speed is obtained, and the rear wheel slip ratio is obtained based on the rear wheel speed and the vehicle's speed.

[0019] A braking deceleration message is generated based on the deceleration rate of change, the longitudinal acceleration, the front and rear wheel speed difference, and the rear wheel slip ratio.

[0020] Optionally, the step of extracting the braking parameters from the braking deceleration message and generating a torque control signal when the braking parameters are greater than a calibrated value includes:

[0021] When the braking parameter is greater than the calibration value, a braking overflow value is determined based on the braking parameter and the calibration value;

[0022] The torque adjustment level is determined based on the brake overflow value;

[0023] Obtain the current motor torque of the vehicle;

[0024] The target adjustment torque is determined based on the torque adjustment level and the current motor torque;

[0025] Based on the target, the torque is adjusted to generate a torque control signal.

[0026] Optionally, adjusting the motor torque according to the torque control signal to disengage regenerative braking includes:

[0027] The torque adjustment rate is obtained based on the torque adjustment level;

[0028] The target torque of the motor is obtained by comparing the motor's torque with the target adjustment torque;

[0029] The torque of the motor is adjusted to the target torque based on the torque adjustment rate to disengage regenerative braking.

[0030] Optionally, after adjusting the motor torque according to the torque control signal to disengage regenerative braking, the method further includes:

[0031] Obtain vehicle driving parameters after regenerative braking is discontinued;

[0032] Calculate the slip ratio after regenerative braking is discontinued based on the vehicle's driving parameters after regenerative braking is discontinued.

[0033] The slip ratio after regenerative braking is discontinued is compared with the ABS trigger threshold. If the slip ratio after regenerative braking is discontinued is greater than the ABS trigger threshold, the ABS function is triggered.

[0034] Optionally, before acquiring the vehicle's driving parameters and obtaining the braking deceleration message based on the driving parameters upon detecting a braking signal trigger, the method further includes:

[0035] When a braking signal is detected that the brake pedal has been triggered, the pedal opening degree is obtained.

[0036] The braking intensity is determined based on the pedal opening degree;

[0037] A braking signal is generated based on the braking intensity.

[0038] Furthermore, to achieve the above objectives, the present invention also proposes a braking energy recovery control device, the braking energy recovery control device comprising:

[0039] The braking module is used to acquire the vehicle's driving parameters when a braking signal is detected, and to obtain a braking deceleration message based on the driving parameters.

[0040] The judgment module is used to extract the braking parameters from the braking deceleration message, and generate a torque control signal when the braking parameters are greater than the calibration value;

[0041] An execution module is used to adjust the torque of the motor according to the torque control signal in order to disengage regenerative braking.

[0042] Furthermore, to achieve the above objectives, the present invention also proposes a braking energy recovery control device, the braking energy recovery control device comprising: a memory, a processor, and a braking energy recovery control program stored in the memory and executable on the processor, the braking energy recovery control program being configured to implement the steps of the braking energy recovery control method as described above.

[0043] Furthermore, to achieve the above objectives, the present invention also proposes a storage medium storing a braking energy recovery control program, wherein the braking energy recovery control program, when executed by a processor, implements the steps of the braking energy recovery control method as described above.

[0044] This invention acquires vehicle driving parameters when a braking signal is detected, obtains a braking deceleration message based on the driving parameters, extracts braking parameters from the braking deceleration message, generates a torque control signal when the braking parameters are greater than a calibrated value, and adjusts the motor torque according to the torque control signal to disengage regenerative braking. Compared with existing technologies, this invention can effectively reduce vehicle jerking caused by regenerative braking during braking and improve the driving experience. Attached Figure Description

[0045] Figure 1 This is a schematic diagram of the structure of the braking energy recovery control device in the hardware operating environment involved in the embodiments of the present invention;

[0046] Figure 2 This is a flowchart illustrating the first embodiment of the braking energy recovery control method of the present invention;

[0047] Figure 3 This is a configuration diagram of the ABS electronic control unit according to an embodiment of the braking energy recovery control method of the present invention;

[0048] Figure 4 This is a schematic diagram of the hydraulic brake principle of an embodiment of the braking energy recovery control method of the present invention;

[0049] Figure 5 This is a signal interaction diagram of an embodiment of the regenerative braking control method of the present invention;

[0050] Figure 6 This is a flowchart illustrating the second embodiment of the braking energy recovery control method of the present invention;

[0051] Figure 7 This is a structural block diagram of the first embodiment of the braking energy recovery control device of the present invention.

[0052] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0053] It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the scope of the invention.

[0054] Reference Figure 1 , Figure 1 This is a schematic diagram of the braking energy recovery control device structure in the hardware operating environment involved in the embodiments of the present invention.

[0055] like Figure 1As shown, the regenerative braking control device may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to enable communication between these components. The user interface 1003 may include a display screen or an input unit such as a keyboard; optionally, the user interface 1003 may also include a standard wired interface or a wireless interface. The network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a Wireless-Fidelity (Wi-Fi) interface). The memory 1005 may be high-speed random access memory (RAM) or stable non-volatile memory (NVM), such as a disk drive. The memory 1005 may also optionally be a storage device independent of the aforementioned processor 1001.

[0056] Those skilled in the art will understand that Figure 1 The structure shown does not constitute a limitation on the regenerative braking control device and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0057] like Figure 1 As shown, the memory 1005, which serves as a storage medium, may include an operating system, a network communication module, a user interface module, and a braking energy recovery control program.

[0058] exist Figure 1 In the braking energy recovery control device shown, the network interface 1004 is mainly used for data communication with the network server; the user interface 1003 is mainly used for data interaction with the user; the processor 1001 and the memory 1005 in the braking energy recovery control device of the present invention can be set in the braking energy recovery control device, and the braking energy recovery control device calls the braking energy recovery control program stored in the memory 1005 through the processor 1001 and executes the braking energy recovery control method provided in the embodiment of the present invention.

[0059] This invention provides a braking energy recovery control method, referring to... Figure 2 , Figure 2 This is a schematic flowchart of the first embodiment of the braking energy recovery control method of the present invention.

[0060] In this embodiment, the braking energy recovery control method includes the following steps:

[0061] Step S10: When a braking signal is detected, the vehicle's driving parameters are acquired, and a braking deceleration message is obtained based on the driving parameters.

[0062] It should be noted that the execution subject of this embodiment is a braking energy recovery control device, which has functions such as data processing, data communication and program execution. The braking energy recovery control device can be an integrated controller, a control computer or other devices with similar functions. This embodiment does not limit the scope of the invention.

[0063] It is understandable that for new energy commercial trucks, which have box-type or flatbed cargo boxes at the rear, the weight difference on the cargo box is large when the vehicle is empty or fully loaded, resulting in a significant difference in the axle load transmitted to the rear axle. In addition, the motor on the rear axle of new energy vehicles has a braking energy recovery function, which will generate a reverse torque on the rear axle. During low-intensity braking in the unloaded process, the ABS function is easily activated. After the ABS is activated, the braking energy recovery will be stopped, causing the vehicle to produce a noticeable jerk and affecting the driving experience.

[0064] It should be noted that the driving parameters should be parameters such as vehicle speed and braking deceleration during the vehicle's driving process. The braking deceleration message is the message information generated after protocol encapsulation based on the braking deceleration obtained from the driving parameters, and is used for secure transmission to the receiving module for information processing.

[0065] In practical implementation, all new energy commercial freight vehicles are required to be equipped with ABS electronic control units. The ABS electronic control unit configuration is as follows: Figure 3 As shown, during normal braking, when the vehicle is unloaded and low-intensity braking is applied, the ABS electronic control unit is activated due to the regenerative braking effect of the rear axle. It sends an Active signal or a regenerative braking exit flag to the power production management system (PMS). Upon receiving the Active signal or the regenerative braking exit flag, the PMS controls the MCU to quickly disengage regenerative braking. This method allows regenerative braking to exit, but the sudden disengagement causes a reverse torque on the rear axle, resulting in significant vehicle vibration. In this embodiment, the braking signal is monitored. The regenerative braking control device can monitor the braking signal in real time. Once a braking signal is detected, the vehicle's load status can also be detected, specifically the load on the rear axle. If the vehicle is determined to be unloaded, the vehicle's driving parameters are obtained, such as wheel speed information collected from wheel speed sensors, to determine the vehicle's braking deceleration information. During vehicle braking, refer to... Figure 4 , Figure 4This is a diagram illustrating the principle of hydraulic brakes. During braking, the brake pedal is depressed. The hydraulic booster amplifies the force exerted by depressing the pedal. A piston follows the brake pedal; depressing the pedal pushes the piston to compress the brake fluid. Since liquid is incompressible, this pushes the pistons of the wheel calipers outwards. Outside the caliper pistons are the brake pads and brake discs. The brake pads, pushed by the pistons, move towards the brake discs and rub against them, causing the discs to decelerate and achieve the braking effect. Brake fluid fills the reservoir and brake lines. When the brake pedal is depressed, the force is transmitted through the brake push rod to move the master cylinder piston. This force is then transmitted through the brake fluid to the wheel cylinder pistons, pushing the brake shoes outwards. The friction between the brake shoes and the brake wheels achieves the braking effect. When the vehicle's driving parameters are obtained, the braking deceleration can be calculated from these parameters. The braking acceleration is then encapsulated according to a communication protocol to obtain a braking deceleration message.

[0066] Furthermore, before acquiring the vehicle's driving parameters and obtaining the braking deceleration message based on the driving parameters upon detecting a braking signal trigger, the process further includes:

[0067] When a braking signal is detected that the brake pedal has been triggered, the pedal opening degree is obtained.

[0068] The braking intensity is determined based on the pedal opening degree;

[0069] A braking signal is generated based on the braking intensity.

[0070] In the specific implementation, when the brake pedal triggers a braking signal, the degree of brake pedal opening can be obtained. The braking intensity can be determined based on the degree of pedal opening, and a braking signal can be generated based on the braking intensity.

[0071] Step S20: Extract the braking parameters from the braking deceleration message, and generate a torque control signal when the braking parameters are greater than the calibration value.

[0072] In the specific implementation, after receiving the braking deceleration message, it can be sent to the PMS. Upon receiving the braking deceleration message, the PMS can decode it to obtain the braking parameters. These parameters can then be compared with a calibration value set in the PMS. This calibration value is set according to actual conditions, and this embodiment does not impose any restrictions. When the braking parameters are greater than the calibration value, the MCU can be controlled to slowly exit energy recovery. Specifically, the MCU generates a torque control signal based on the braking parameters to limit the operating torque of the vehicle's motor.

[0073] Furthermore, in order to accurately determine the degree of MCU control torque, the step of extracting braking parameters from the braking deceleration message and generating a torque control signal when the braking parameters are greater than the calibrated value includes:

[0074] When the braking parameter is greater than the calibration value, a braking overflow value is determined based on the braking parameter and the calibration value;

[0075] The torque adjustment level is determined based on the brake overflow value;

[0076] Obtain the current motor torque of the vehicle;

[0077] The target adjustment torque is determined based on the torque adjustment level and the current motor torque;

[0078] Based on the target, the torque is adjusted to generate a torque control signal.

[0079] In the specific implementation, the interaction relationship between signals during regenerative braking is referenced. Figure 5 First, the ABS generates an acceleration signal, which is sent to the PMS. Upon receiving the acceleration signal, the PMS performs a series of processes to obtain the motor torque signal, which is then transmitted to the MCU, enabling the MCU to control the motor and adjust the torque. Therefore, when the PMS receives the braking parameters generated by the ABS, it compares these parameters with the calibrated values. If the braking parameters exceed the calibrated values, a braking overflow value is determined based on this comparison—the portion of the braking parameters exceeding the calibrated values. Simultaneously, the torque adjustment level table, which is trained and validated using extensive data, is consulted. The required torque adjustment level is obtained by looking up the table using the braking overflow value. Next, the vehicle's current motor torque is obtained, and the target adjustment torque—the torque value the motor needs to adjust—is determined together with the current motor torque and the adjustment level. This target adjustment torque is then packaged and used to generate a torque control signal, which is sent to the MCU.

[0080] Step S30: Adjust the motor torque according to the torque control signal to disengage regenerative braking.

[0081] In practice, by adjusting the motor torque according to the torque signal, the wheel speed of the vehicle will change accordingly when the motor torque changes. This reduces the tire slip ratio of the vehicle, making it less likely for ABS to be triggered, thereby reducing the jerking sensation caused by quickly disengaging regenerative braking.

[0082] Furthermore, to reduce vehicle jerking, adjusting the motor torque according to the torque control signal to disengage regenerative braking includes:

[0083] The torque adjustment rate is obtained based on the torque adjustment level;

[0084] The target torque of the motor is obtained by comparing the motor's torque with the target adjustment torque;

[0085] The torque of the motor is adjusted to the target torque based on the torque adjustment rate to disengage regenerative braking.

[0086] In practical implementation, after the PMS sends the torque control signal to the MCU, the MCU can analyze the torque control signal to determine the torque adjustment level. Different torque adjustment levels correspond to different torque adjustment rates, and the torque adjustment rate determines the change in torque value for each adjustment. Therefore, the target torque of the motor can be obtained based on the motor torque and the target adjustment torque. Based on the torque adjustment rate, the target torque is obtained from the current motor torque according to the torque adjustment rate, thereby enabling the regenerative braking to gradually dissipate.

[0087] Furthermore, after adjusting the motor torque according to the torque control signal to disengage regenerative braking, the method further includes:

[0088] Obtain vehicle driving parameters after regenerative braking is discontinued;

[0089] Calculate the slip ratio after regenerative braking is discontinued based on the vehicle's driving parameters after regenerative braking is discontinued.

[0090] The slip ratio after regenerative braking is discontinued is compared with the ABS trigger threshold. If the slip ratio after regenerative braking is discontinued is greater than the ABS trigger threshold, the ABS function is triggered.

[0091] In practice, after disengaging regenerative braking, the vehicle's driving state changes, necessitating the acquisition of new vehicle driving parameters. The slip ratio after disengaging regenerative braking is then calculated based on these parameters and compared to the ABS trigger threshold. If the slip ratio exceeds the ABS trigger threshold, the ABS function is activated. This method is less likely to trigger ABS compared to directly and quickly disengaging regenerative braking.

[0092] This embodiment obtains the vehicle's driving parameters when a braking signal is detected, obtains a braking deceleration message based on the driving parameters, extracts the braking parameters from the braking deceleration message, generates a torque control signal when the braking parameters are greater than a calibrated value, and adjusts the motor torque according to the torque control signal to disengage regenerative braking. Compared with the prior art, this can effectively reduce the vehicle jerking sensation caused by regenerative braking during braking and improve the driving experience.

[0093] refer to Figure 6 , Figure 6 This is a flowchart illustrating a second embodiment of a braking energy recovery control method according to the present invention.

[0094] Based on the first embodiment described above, the braking energy recovery control method of this embodiment further includes, in step S10:

[0095] Step S101: Obtain the vehicle speed message for two consecutive detection cycles of the front axle of the vehicle;

[0096] Step S102: Obtain the vehicle speed difference based on the vehicle speed messages of two adjacent detection cycles;

[0097] Step S103: Obtain the vehicle deceleration based on the vehicle speed difference and the detection cycle;

[0098] Step S104: Generate a braking deceleration message based on the vehicle deceleration.

[0099] In practical implementation, assuming the new energy commercial truck is only equipped with an ABS electronic control unit controller, the front wheel speed sensors obtain front wheel speed messages from two adjacent detection cycles. Based on these messages, a high-precision front axle speed is calculated. Multiple consecutive front axle speeds are taken, and their average value is calculated. This average high-precision speed is used as the reference speed. Simultaneously, reference speeds V1 and V2 from the speed messages within two adjacent cycles are selected. Since the cycle T is fixed during detection, the corresponding vehicle deceleration 'a' within these two adjacent cycles can be calculated using the formula a = (V2 - V1) / T. The ABS electronic control unit then encapsulates this calculated vehicle deceleration to obtain a braking deceleration message.

[0100] Furthermore, in order to better determine the braking deceleration message and reduce vehicle jerking, the step of generating the braking deceleration message based on the vehicle deceleration includes:

[0101] The rate of change of deceleration of the vehicle is determined based on the vehicle's deceleration.

[0102] The longitudinal acceleration of the vehicle is obtained based on the vehicle's driving parameters;

[0103] The front wheel speed and rear wheel speed collected by the wheel speed sensor are obtained, and the difference between the front and rear wheel speeds is obtained based on the front wheel speed and the rear wheel speed;

[0104] The vehicle's speed is obtained, and the rear wheel slip ratio is obtained based on the rear wheel speed and the vehicle's speed.

[0105] A braking deceleration message is generated based on the deceleration rate of change, the longitudinal acceleration, the front and rear wheel speed difference, and the rear wheel slip ratio.

[0106] In the specific implementation, the deceleration of multiple vehicles is subtracted from adjacent values. Since the calculation period for each vehicle's deceleration is the same, the change in deceleration for each vehicle is consistent in time. Therefore, the rate of change of deceleration can be determined by calculating the difference between the deceleration values ​​of two adjacent vehicles. Simultaneously, the longitudinal acceleration of the vehicle is determined based on the vehicle's driving parameters, and the difference between the front and rear wheel speeds is determined based on the front and rear wheel speeds collected by the wheel speed sensors. At this point, the current vehicle speed also needs to be obtained, and the difference between the rear wheel speed and the current vehicle speed is compared with the current vehicle speed to obtain the rear wheel slip ratio. The result is then used to generate a braking deceleration message based on the obtained rate of change of deceleration, longitudinal acceleration, front and rear wheel speed difference, and rear wheel slip ratio.

[0107] This embodiment uses a combination of factors, including vehicle longitudinal acceleration, front and rear wheel speed difference, rear wheel deceleration rate, and rear wheel slip rate, to make a comprehensive judgment. Under the premise of only having an ABS electronic control unit controller, the vehicle can also have a PMS that controls the MCU's braking energy recovery to exit and enter based on the braking deceleration signal, and slowly exits braking energy recovery before ABS is activated, thereby improving driver comfort.

[0108] Furthermore, this embodiment of the invention also proposes a storage medium storing a braking energy recovery control program, which, when executed by a processor, implements the steps of the braking energy recovery control method described above.

[0109] Reference Figure 7 , Figure 7 This is a structural block diagram of the first embodiment of the braking energy recovery control device of the present invention.

[0110] like Figure 7 As shown, the braking energy recovery control device proposed in this embodiment of the invention includes:

[0111] Braking module 10 is used to acquire the vehicle's driving parameters and obtain a braking deceleration message based on the driving parameters;

[0112] The judgment module 20 is used to generate a torque control signal when the braking deceleration message is greater than the calibration value;

[0113] The execution module 30 is used to adjust the torque of the motor according to the torque control signal in order to disengage the regenerative braking.

[0114] This embodiment obtains the vehicle's driving parameters when a braking signal is detected, obtains a braking deceleration message based on the driving parameters, extracts the braking parameters from the braking deceleration message, generates a torque control signal when the braking parameters are greater than the calibrated value, adjusts the motor torque based on the torque control signal, and slowly exits regenerative braking. Compared with the prior art, this can effectively reduce the vehicle jerking sensation caused by regenerative braking during braking and improve the driving experience.

[0115] In one embodiment, the braking module 10 is further configured to acquire vehicle speed messages for two adjacent detection cycles of the vehicle's front axle; obtain a vehicle speed difference based on the vehicle speed messages for the two adjacent detection cycles; obtain vehicle deceleration based on the vehicle speed difference and the detection cycle; and generate a braking deceleration message based on the vehicle deceleration.

[0116] In one embodiment, the braking module 10 is further configured to: determine the rate of change of deceleration of the vehicle based on the vehicle deceleration; obtain the longitudinal acceleration of the vehicle based on the vehicle's driving parameters; acquire the front wheel speed and rear wheel speed collected by the wheel speed sensor, and obtain the front and rear wheel speed difference based on the front wheel speed and the rear wheel speed; acquire the vehicle's driving speed, and obtain the rear wheel slip ratio based on the rear wheel speed and the driving speed; and generate a braking deceleration message based on the rate of change of deceleration, the longitudinal acceleration, the front and rear wheel speed difference, and the rear wheel slip ratio.

[0117] In one embodiment, the determination module 20 is further configured to: determine a braking overflow value based on the braking parameter and the calibration value when the braking parameter is greater than the calibration value; determine a torque adjustment level based on the braking overflow value; obtain the current motor torque of the vehicle; determine a target adjustment torque based on the torque adjustment level and the current motor torque; and generate a torque control signal based on the target adjustment torque.

[0118] In one embodiment, the determination module 20 is further configured to obtain a torque adjustment rate based on the torque adjustment level; obtain a target torque of the motor based on the torque of the motor and the target adjustment torque; and adjust the torque of the motor to the target torque based on the torque adjustment rate to exit regenerative braking.

[0119] In one embodiment, the execution module 30 is further configured to acquire vehicle driving parameters after regenerative braking is discontinued; calculate the slip ratio after regenerative braking is discontinued based on the vehicle driving parameters after regenerative braking is discontinued; compare the slip ratio after regenerative braking is discontinued with the ABS trigger threshold; and trigger the ABS function when the slip ratio after regenerative braking is discontinued is greater than the ABS trigger threshold.

[0120] In one embodiment, the braking module 10 is further configured to, when a braking signal is detected that the brake pedal has been triggered, acquire the pedal opening degree of the brake pedal; determine the braking intensity based on the pedal opening degree; and generate a braking signal based on the braking intensity.

[0121] It should be understood that the above are merely illustrative examples and do not constitute any limitation on the technical solutions of the present invention. In specific applications, those skilled in the art can make settings as needed, and the present invention does not impose any restrictions on this.

[0122] It should be understood that although the steps in the flowcharts of this application's embodiments are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some of the steps in the figures may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times, and their execution order is not necessarily sequential, but can be performed alternately or in turn with other steps or at least a portion of the sub-steps or stages of other steps.

[0123] It should be noted that the workflow described above is merely illustrative and does not limit the scope of protection of this invention. In practical applications, those skilled in the art can select some or all of the workflow to achieve the purpose of this embodiment according to actual needs, and no restrictions are imposed here.

[0124] Furthermore, it should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system 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 system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.

[0125] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0126] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as read-only memory (ROM) / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0127] The above are merely preferred embodiments of the present invention and do not limit the scope of the patent. Any equivalent structural or procedural transformations made based on the description and drawings of the present invention, or direct or indirect applications in other related technical fields, are similarly included within the scope of patent protection of the present invention.

Claims

1. A method for controlling regenerative braking energy, characterized in that, The braking energy recovery control method includes: When a braking signal is detected, the vehicle's driving parameters are acquired, and a braking deceleration message is obtained based on the driving parameters. The vehicle is a new energy commercial freight vehicle, and the braking signal is a braking signal triggered during unloaded low-intensity braking. The step of acquiring vehicle driving parameters and obtaining a braking deceleration message based on the driving parameters when a braking signal is detected includes: Obtain the vehicle speed message for two consecutive detection cycles of the front axle of the vehicle; The vehicle speed difference is obtained based on the vehicle speed messages from two adjacent detection cycles; The vehicle deceleration is obtained based on the speed difference and the detection cycle. The rate of change of deceleration of the vehicle is determined based on the vehicle's deceleration. The longitudinal acceleration of the vehicle is obtained based on the vehicle's driving parameters; The front wheel speed and rear wheel speed collected by the wheel speed sensor are obtained, and the difference between the front and rear wheel speeds is obtained based on the front wheel speed and the rear wheel speed; The vehicle's speed is obtained, and the rear wheel slip ratio is obtained based on the rear wheel speed and the vehicle's speed. A braking deceleration message is generated based on the deceleration rate of change, the longitudinal acceleration, the front and rear wheel speed difference, and the rear wheel slip ratio. Extract braking parameters from the braking deceleration message; when the braking parameters are greater than the calibration value, determine a braking overflow value based on the braking parameters and the calibration value; determine the torque adjustment level based on the braking overflow value; obtain the current motor torque of the vehicle; determine the target adjustment torque based on the torque adjustment level and the current motor torque; generate a torque control signal based on the target adjustment torque. The motor torque is adjusted according to the torque control signal to disengage regenerative braking.

2. The method as described in claim 1, characterized in that, The step of adjusting the motor torque according to the torque control signal to disengage regenerative braking includes: The torque adjustment rate is obtained based on the torque adjustment level; The target torque of the motor is obtained by comparing the current motor torque with the target adjustment torque. The torque of the motor is adjusted to the target torque based on the torque adjustment rate to disengage regenerative braking.

3. The method as described in claim 1, characterized in that, After adjusting the motor torque according to the torque control signal to disengage regenerative braking, the method further includes: Obtain vehicle driving parameters after regenerative braking is discontinued; Calculate the slip ratio after regenerative braking is discontinued based on the vehicle's driving parameters after regenerative braking is discontinued. The slip ratio after regenerative braking is discontinued is compared with the ABS trigger threshold. If the slip ratio after regenerative braking is discontinued is greater than the ABS trigger threshold, the ABS function is triggered.

4. The method as described in claim 1, characterized in that, Before acquiring the vehicle's driving parameters and obtaining the braking deceleration message based on the driving parameters upon detecting a braking signal trigger, the method further includes: When a braking signal is detected that the brake pedal has been triggered, the pedal opening degree is obtained. The braking intensity is determined based on the pedal opening degree; A braking signal is generated based on the braking intensity.

5. A braking energy recovery control device, characterized in that, The braking energy recovery control device includes: A braking module is used to acquire vehicle driving parameters when a braking signal is detected, and to generate a braking deceleration message based on the driving parameters. The vehicle is a new energy commercial freight vehicle, and the braking signal is a braking signal triggered during low-intensity braking under no-load conditions. Specifically, the braking module is used to acquire vehicle speed messages for two adjacent detection cycles of the front axle; to obtain a vehicle speed difference based on the vehicle speed messages for the two adjacent detection cycles; to obtain vehicle deceleration based on the vehicle speed difference and the detection cycle; to obtain vehicle deceleration based on the driving parameters; to determine the vehicle's deceleration rate of change based on the vehicle deceleration; to obtain the vehicle's longitudinal acceleration based on the vehicle's driving parameters; to acquire the front and rear wheel speeds collected by wheel speed sensors; to obtain the front and rear wheel speed difference based on the front and rear wheel speeds; to acquire the vehicle's driving speed; to obtain the rear wheel slip ratio based on the rear wheel speed and the driving speed; and to generate a braking deceleration message based on the deceleration rate of change, the longitudinal acceleration, the front and rear wheel speed difference, and the rear wheel slip ratio. The judgment module is used to extract the braking parameters from the braking deceleration message; when the braking parameters are greater than the calibration value, determine the braking overflow value based on the braking parameters and the calibration value; determine the torque adjustment level based on the braking overflow value; obtain the current motor torque of the vehicle; determine the target adjustment torque based on the torque adjustment level and the current motor torque; and generate a torque control signal based on the target adjustment torque. An execution module is used to adjust the torque of the motor according to the torque control signal in order to disengage regenerative braking.

6. A braking energy recovery control device, characterized in that, The device includes: a memory, a processor, and a regenerative braking control program stored in the memory and executable on the processor, the regenerative braking control program being configured to implement the steps of the regenerative braking control method as described in any one of claims 1 to 4.

7. A storage medium, characterized in that, The storage medium stores a brake energy recovery control program, which, when executed by a processor, implements the steps of the brake energy recovery control method as described in any one of claims 1 to 4.

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