Vehicle energy recovery calibration method, device, equipment, vehicle and storage medium
By determining the relationship between vehicle speed and motor torque at deceleration time points in vehicle energy recovery, the problems of long calibration cycles and low accuracy in existing technologies are solved, achieving efficient and accurate energy recovery calibration.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- BEIQI FOTON MOTOR CO LTD
- Filing Date
- 2023-12-21
- Publication Date
- 2026-07-31
AI Technical Summary
In existing technologies, the torque calibration of vehicle energy recovery motors involves a large workload, a long cycle, and the results do not match actual use, leading to problems such as energy recovery being too high or too low.
By determining the vehicle's acceleration at multiple time points under the target driving conditions, identifying the deceleration time points, and calculating the required motor torque based on the vehicle speed and acceleration at these time points, a correspondence table between vehicle speed and motor torque is established for energy recovery calibration.
It provides a theoretically based reference target value, shortens the calibration and verification cycle, improves the accuracy of calibration, and avoids guesswork based on experience.
Smart Images
Figure CN117922313B_ABST
Abstract
Description
Technical Field
[0001] This disclosure relates to the field of vehicle technology, and more specifically, to a vehicle energy recovery calibration method, apparatus, equipment, vehicle, and storage medium. Background Technology
[0002] In related technologies, the torque of the vehicle energy recovery motor is usually calibrated with reference to motor performance and empirical values. The calibrated motor torque is then tested on a real vehicle, and the results are used to make further modifications. The modified motor torque then needs to be tested and verified on a real vehicle again. This repeated calibration, testing, modification, and testing process results in a large workload and a long verification cycle for calibrating the vehicle energy recovery motor torque. In addition, the calibrated energy recovery motor torque may not match the actual vehicle usage conditions, which may lead to the energy recovery being too high or too low in actual vehicle use. Summary of the Invention
[0003] To overcome the problems existing in related technologies, this disclosure provides a vehicle energy recovery calibration method, apparatus, equipment, vehicle, and storage medium.
[0004] According to a first aspect of the present disclosure, a vehicle energy recovery calibration method is provided, the method comprising:
[0005] Determine multiple accelerations of the vehicle at multiple time points under a target driving condition; the target driving condition is used to indicate the vehicle speed that the vehicle needs to reach at the multiple time points.
[0006] The deceleration time point in the target driving condition is determined based on the multiple accelerations; the deceleration time point is the time point when the acceleration is less than zero.
[0007] For any deceleration time point among the deceleration time points, determine the motor torque required for the vehicle speed at the deceleration time point to decelerate to the vehicle speed at the next time point, and obtain the motor torque corresponding to the vehicle speed at each of the deceleration time points.
[0008] Energy recovery is calibrated for the vehicle speed at each deceleration time point and the corresponding motor torque.
[0009] Optionally, determining the multiple accelerations of the vehicle at multiple time points under the target driving condition includes:
[0010] Based on the vehicle's attribute information and demand information, the target driving condition is determined;
[0011] Obtain the time-speed relationship curve of the vehicle under the target driving condition, and the time-speed relationship curve is used to characterize the speed of the vehicle at each time point;
[0012] The acceleration of the vehicle at multiple time points under the target driving condition is determined based on the time-velocity relationship curve.
[0013] Optionally, determining the motor torque required for the vehicle speed at any of the deceleration time points to decelerate to the speed at the next time point, and obtaining the motor torque corresponding to the vehicle speed at each of the deceleration time points, includes:
[0014] For any deceleration time point among the various deceleration time points, determine the total resistance that the vehicle needs to overcome to decelerate from the vehicle speed at the deceleration time point to the vehicle speed at the next time point;
[0015] The motor power required to overcome the total resistance is determined based on the vehicle speed at the deceleration time point and the vehicle speed at the next time point.
[0016] The required motor torque for the vehicle to decelerate from the speed at the deceleration time point to the speed at the next time point is determined based on the motor power.
[0017] Optionally, determining the motor power required to overcome the total resistance based on the vehicle speed at the deceleration time point and the vehicle speed at the next time point includes:
[0018] Based on the vehicle speed at the deceleration time point, the vehicle speed at the next time point, and the total mass of the vehicle, determine the inertial resistance that the vehicle needs to overcome to decelerate from the vehicle speed at the deceleration time point to the vehicle speed at the next time point;
[0019] Based on the vehicle speed at the deceleration time point, the vehicle speed at the next time point, and the vehicle's drag coefficient, determine the driving resistance that the vehicle needs to overcome to decelerate from the vehicle speed at the deceleration time point to the vehicle speed at the next time point;
[0020] Based on the required driving resistance and the required inertial resistance, determine the total resistance that the vehicle needs to overcome to decelerate from the speed at the deceleration time point to the speed at the next time point;
[0021] Based on the vehicle speed at the deceleration time point and the total resistance, determine the motor power required for the vehicle to decelerate from the speed at the deceleration time point to the speed at the next time point.
[0022] Optionally, determining the motor torque required to decelerate the vehicle speed from the deceleration time point to the speed at the next time point based on the motor power includes:
[0023] Based on the vehicle's wheel size, transmission ratio, and vehicle speed at the deceleration time point, the motor speed at the vehicle speed at the deceleration time point is obtained.
[0024] The motor torque is determined based on the motor power and the motor speed.
[0025] Optionally, the step of calibrating the energy recovery of the vehicle speed at each of the deceleration time points and the corresponding motor torque includes:
[0026] By associating the vehicle speed at each deceleration time point with the corresponding motor torque, a correspondence table between vehicle speed and motor torque is obtained to complete the energy recovery calibration for the target driving condition.
[0027] According to a second aspect of the present disclosure, a vehicle energy recovery calibration device is provided, the device comprising:
[0028] The first determining module is used to determine multiple accelerations of the vehicle at multiple time points under a target driving condition; the target driving condition is used to indicate the vehicle speed that the vehicle needs to reach at the multiple time points.
[0029] The second determining module is used to determine the deceleration time point in the target driving condition based on the plurality of accelerations; the deceleration time point is the time point when the acceleration is less than zero.
[0030] The third determining module is used to determine, for any deceleration time point among the deceleration time points, the motor torque required for the vehicle speed at the deceleration time point to decelerate to the vehicle speed at the next time point, and to obtain the motor torque corresponding to the vehicle speed at each of the deceleration time points.
[0031] The calibration module is used to calibrate the energy recovery of the vehicle speed at each of the deceleration time points and the corresponding motor torque.
[0032] According to a third aspect of the present disclosure, an electronic device is provided, the electronic device comprising:
[0033] A memory on which computer programs are stored;
[0034] A processor is configured to execute the computer program in the memory to implement the steps of the vehicle energy recovery calibration method provided in the first aspect of this disclosure.
[0035] According to a fourth aspect of the present disclosure, a vehicle is provided, including the electronic equipment provided in the third aspect of the present disclosure.
[0036] According to a fifth aspect of the present disclosure, a storage medium is provided that stores a computer program thereon, which, when executed by a processor, implements the steps of the vehicle energy recovery calibration method provided in the first aspect of the present disclosure.
[0037] The technical solutions provided by the embodiments of this disclosure can include the following beneficial effects: In the above technical solutions, multiple accelerations of the vehicle at multiple time points under a target driving condition are determined; the target driving condition is used to indicate the vehicle speed required to be reached at multiple time points; deceleration time points in the target driving condition are determined based on the multiple accelerations; the deceleration time points are the time points where the acceleration is less than zero; for any deceleration time point, the motor torque required for the vehicle speed at the deceleration time point to decelerate to the vehicle speed at the next time point is determined, and the motor torque corresponding to the vehicle speed at each deceleration time point is obtained; the vehicle speed at each deceleration time point and the corresponding motor torque are used for energy recovery calibration. Through the above technical solutions, by determining the motor torque corresponding to the vehicle speed at each deceleration time point under the target driving condition, the vehicle speed at each deceleration time point and its corresponding motor torque can be used for energy recovery calibration, thereby providing a theoretically based reference target value for energy recovery calibration, avoiding guesswork based on experience, effectively reducing the calibration and verification cycle, and improving the accuracy of calibration.
[0038] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description
[0039] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:
[0040] Figure 1 This is a flowchart illustrating a vehicle energy recovery calibration method according to an exemplary embodiment.
[0041] Figure 2 This is a flowchart illustrating another vehicle energy recovery calibration method according to an exemplary embodiment.
[0042] Figure 3 This is a flowchart illustrating another vehicle energy recovery calibration method according to an exemplary embodiment.
[0043] Figure 4 This is a flowchart illustrating another vehicle energy recovery calibration method according to an exemplary embodiment.
[0044] Figure 5 This is a flowchart illustrating another vehicle energy recovery calibration method according to an exemplary embodiment.
[0045] Figure 6 This is a block diagram illustrating a vehicle energy recovery calibration device according to an exemplary embodiment.
[0046] Figure 7This is a block diagram illustrating an electronic device according to an exemplary embodiment. Detailed Implementation
[0047] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.
[0048] It should be noted that all actions involving the acquisition of signals, information, or data in this disclosure are carried out in compliance with the relevant data protection laws and policies of the country where the location is situated, and with authorization from the owner of the relevant device.
[0049] Vehicle energy recovery is the process of converting the kinetic energy generated by the motors driven by the wheels during vehicle deceleration into electrical energy to charge the battery, thereby improving the driving range of electric vehicles. In the field of electric vehicles, when an electric vehicle decelerates, the motor acts as both an engine providing torque and a generator converting kinetic energy into electrical energy, which is then recovered into the battery through regenerative braking. The magnitude of the motor torque depends on the deceleration requirements. When the vehicle needs to decelerate rapidly, the motor control generates a larger motor torque to accelerate the deceleration; when the vehicle needs to decelerate slowly, the motor control generates a smaller motor torque to slow the vehicle down gradually. During this process, the motor converts the kinetic energy generated during braking into electrical energy and stores it in the battery. Therefore, motor torque and energy recovery are closely related. In vehicle energy recovery, the requested motor torque corresponding to each vehicle speed range can be defined by the vehicle controller, thereby achieving precise adjustment of the vehicle's energy recovery capability.
[0050] Figure 1 This is a flowchart illustrating a vehicle energy recovery calibration method according to an exemplary embodiment, such as... Figure 1 As shown, it includes the following steps:
[0051] In step S11, multiple accelerations of the vehicle at multiple time points under the target driving condition are determined; the target driving condition is used to indicate the vehicle speed that needs to be reached at the multiple time points.
[0052] For example, the target driving condition of the vehicle refers to the environment and conditions in which the vehicle operates. Under this target driving condition, the vehicle can travel a certain time and distance at the same or different speeds. Any one of the multiple time points within this target driving condition corresponds to the vehicle's required speed at that time point. The time interval between any two adjacent time points can be a pre-set unit of time, such as 10s or 50s, defined according to actual needs; this disclosure does not impose any limitations. Therefore, based on the time points and vehicle speeds within the target driving condition, the acceleration at that time point can be determined, thereby determining multiple accelerations at multiple speeds within the multiple time points of the target driving condition.
[0053] In step S12, the deceleration time point in the target driving condition is determined based on multiple accelerations; the deceleration time point is the time point when the acceleration is less than zero.
[0054] For example, from the multiple accelerations determined in step S11, accelerations less than zero are selected. Based on the knowledge that when a vehicle decelerates, its acceleration will be less than zero as the speed gradually decreases, the time point corresponding to the acceleration being less than zero can be determined as the time point when the vehicle decelerates. This time point is then determined as the deceleration time point in the target driving condition.
[0055] In step S13, for any deceleration time point among all deceleration time points, the motor torque required for the vehicle speed at the deceleration time point to decelerate to the vehicle speed at the next time point is determined, and the motor torque corresponding to the vehicle speed at each deceleration time point is obtained.
[0056] For example, when a vehicle decelerates, the motor can achieve deceleration by using the motor torque generated by the wheel driving the motor to reverse. It can also convert the kinetic energy generated by braking into electrical energy and store it in the battery. Therefore, the motor torque can also be called energy feedback negative torque. For the purposes of this disclosure, the motor torque here can be understood as the motor torque required for the vehicle to decelerate from the vehicle speed at the deceleration time point to the vehicle speed at the next time point. First, for any deceleration time point in the target driving condition, determine the motor torque required for the vehicle speed at that deceleration time point to decelerate to the vehicle speed at the next time point. Based on this, determine the motor torque corresponding to the vehicle speed at each deceleration time point, and obtain the motor torque corresponding to the vehicle speed at each deceleration time point in the target driving condition.
[0057] In step S14, the vehicle speed at each deceleration time point and the corresponding motor torque are used for energy recovery calibration.
[0058] For example, a mapping relationship can be established between the vehicle speed at each deceleration time point and its corresponding motor torque for vehicle energy. This mapping relationship can be in the form of a table or chart, thereby determining the vehicle speed and corresponding motor torque at each deceleration time point, thus providing a theoretical basis for the calibration of vehicle energy recovery.
[0059] In the above technical solution, multiple accelerations of the vehicle at multiple time points under the target driving condition are determined; the target driving condition indicates the vehicle speed required to be reached at multiple time points; deceleration time points in the target driving condition are determined based on the multiple accelerations; deceleration time points are the time points where the acceleration is less than zero; for any deceleration time point, the motor torque required to decelerate the vehicle speed at the deceleration time point to the speed at the next time point is determined, thus obtaining the motor torque corresponding to the vehicle speed at each deceleration time point; the vehicle speed at each deceleration time point and the corresponding motor torque are used for energy recovery calibration. Through this technical solution, by determining the motor torque corresponding to the vehicle speed at each deceleration time point under the target driving condition, energy recovery calibration can be performed on the vehicle speed at each deceleration time point and its corresponding motor torque. This provides a theoretically based reference target value for energy recovery calibration, avoiding reliance on guesswork based on experience, effectively reducing the calibration and verification cycle, and improving the accuracy of the calibration.
[0060] Figure 2 This is a flowchart illustrating another vehicle energy recovery calibration method according to an exemplary embodiment, such as... Figure 2 As shown, step S11, which involves determining multiple accelerations of the vehicle at multiple time points under the target driving condition, may include the following steps:
[0061] In step S111, the target driving conditions are determined based on the vehicle's attribute information and demand information.
[0062] In step S112, the time-speed relationship curve of the vehicle under the target driving condition is obtained. The time-speed relationship curve is used to characterize the speed of the vehicle at each time point.
[0063] For example, vehicle attributes and demand information, such as the vehicle's purpose, road conditions, and driving habits, all influence vehicle speed. Therefore, there is a close relationship between vehicle speed and driving conditions. For instance, in urban areas, vehicles may experience congestion or speed limits, resulting in typically low speeds. Based on the vehicle's attributes and demand information, the target driving condition can be determined, and a time-speed relationship curve for that condition can be obtained. This curve can include the vehicle's speed at various points in time, or the speed the vehicle needs to reach at a specific point in time.
[0064] Optionally, in order to cover the entire vehicle speed range during energy recovery calibration, the maximum vehicle speed in the target driving condition may include the maximum speed of the entire vehicle.
[0065] In step S113, multiple accelerations of the vehicle at multiple time points under the target driving condition are determined based on the time-velocity relationship curve.
[0066] For example, by using each time point in the time-velocity relationship curve and its corresponding velocity, multiple accelerations of the vehicle at multiple time points under the target driving condition can be determined. It can be understood that the acceleration at each time point can be determined based on the velocity at each time point, the velocity at the next time point, and the time interval between the two time points. By determining the acceleration at each time point using the above method, multiple accelerations at multiple time points under the target driving condition can be determined. In one implementation, based on the relationship that acceleration is the ratio of the change in velocity to the time taken for that change, it is assumed that at any time point t under the target driving condition... n Its corresponding acceleration It can be determined using the following formula:
[0067]
[0068] in, Represents time point t in the target driving condition. n acceleration, in m / s² 2 ;
[0069] t n This indicates the current time point, in seconds (s).
[0070] t n+1 Indicates the next point in time, in seconds;
[0071] Indicates the current time point t n Vehicle speed, in km / h;
[0072] Indicates the next time point t n+1 Vehicle speed, measured in km / h.
[0073] Figure 3 This is a flowchart illustrating another vehicle energy recovery calibration method according to an exemplary embodiment, such as... Figure 3 As shown, step S13, which involves determining the motor torque required for the vehicle speed at any deceleration time point to decrease to the speed at the next time point, and obtaining the motor torque corresponding to the vehicle speed at each deceleration time point, may include the following steps:
[0074] In step S131, for any deceleration time point among all deceleration time points, the total resistance that the vehicle needs to overcome to decelerate from the vehicle speed at the deceleration time point to the vehicle speed at the next time point is determined.
[0075] For example, a vehicle needs to overcome various resistances during its operation. The total resistance that a vehicle needs to overcome to decelerate from its speed at a deceleration point to its speed at the next deceleration point is the sum of all resistances encountered by the vehicle during the speed change. In this disclosure, this resistance can be determined based on inertial resistance and driving resistance. However, for each deceleration point, since the speed change may be different, the total resistance that needs to be overcome to decelerate from the corresponding speed at any deceleration point to the speed at the next deceleration point may be different. Therefore, by determining the total resistance that needs to be overcome to decelerate from the speed at each deceleration point in the target driving condition to the speed at the next deceleration point, the total resistance that needs to be overcome to decelerate from the speed at each deceleration point in the target driving condition to the speed at the next deceleration point can be obtained.
[0076] In step S132, the motor power required to overcome the total resistance is determined based on the vehicle speed at the deceleration time point and the vehicle speed at the next time point.
[0077] For example, motor power is the power required for a vehicle to overcome a certain resistance when it travels at a certain speed. The motor power required to overcome the total resistance can be determined based on the vehicle speed at the deceleration point and the vehicle speed at the next time point.
[0078] In step S133, the motor torque required to reduce the vehicle speed at the deceleration time point to the vehicle speed at the next time point is determined based on the motor power.
[0079] For example, according to relevant knowledge, the work done by the motor torque can generate the corresponding motor power. Therefore, after the motor power of the vehicle is determined, the motor torque required to generate that motor power can be determined based on the motor power.
[0080] Figure 4 This is a flowchart illustrating another vehicle energy recovery calibration method according to an exemplary embodiment, such as... Figure 4 As shown, step S132, which involves determining the motor power required to overcome the total resistance based on the vehicle speed at the deceleration time point and the vehicle speed at the next time point, may include the following steps:
[0081] In step S1321, the inertial resistance that the vehicle needs to overcome to decelerate from the speed at the deceleration time point to the speed at the next time point is determined based on the vehicle speed at the deceleration time point, the vehicle speed at the next time point, and the total mass of the vehicle.
[0082] For example, when a vehicle decelerates, the change in the vehicle's inertia generates inertial drag; in one implementation, it is assumed that the vehicle decelerates at a certain point in time. The vehicle speed at that deceleration point Next time point t n+1 The speed of the car at the next point in time Vehicle from slow down to The inertial resistance that needs to be overcome is ΔF momentum Based on the relationship between velocity change and inertial drag, the inertial drag ΔF momentum The value can be determined using the following formula:
[0083] ΔF momentum =m vehicle a deceleration
[0084] Where, m vehicle Indicates the total mass of the vehicle;
[0085] a deceleration Indicates the time point of vehicle deceleration The deceleration;
[0086] m vehicle The determination method can be adopted using relevant technical methods, such as defining it according to the vehicle's requirements; no limitation is made here. deceleration The inertial drag can be determined by the method described in step S12 above. In summary, the inertial drag can ultimately be determined by the following formula:
[0087]
[0088] In step S1322, the driving resistance that the vehicle needs to overcome to decelerate from the speed at the deceleration time point to the speed at the next time point is determined based on the vehicle speed at the deceleration time point, the vehicle speed at the next time point, and the vehicle's drag coefficient.
[0089] For example, the vehicle's driving resistance is all the resistance experienced by the vehicle during driving, excluding the resistance caused by changes in inertia; in one implementation, it is assumed that the vehicle decelerates at a certain point in time. The vehicle speed at that deceleration point Next time point t n+1 The speed of the car at the next point in time Vehicle from slow down to The driving resistance that needs to be overcome is ΔF Drive_resistance Based on the relationship between the drag coefficient and the drag, the driving resistance ΔF Drive_resistance It can be determined using the following formula:
[0090]
[0091] Where f0 represents the driving resistance constant term, in N;
[0092] f1 represents the first-order term of driving resistance, in N / (km / h);
[0093] f2 represents the quadratic term of the driving resistance, in N / (km / h). 2 ;
[0094] It is understandable that the change in driving resistance consists of the three parts mentioned above, with f0 used to indicate the fixed driving resistance portion that is independent of speed. Used to indicate the driving resistance that is proportional to changes in speed. The component used to indicate the driving resistance is proportional to the square of the speed change; the specific values of the constant term f0 and the coefficient terms f1 and f2 can be determined based on the specific vehicle and drive system, or estimated through experimental measurement or based on the vehicle dynamics model, or determined using relevant technologies, and are not limited here.
[0095] In step S1323, the total resistance that the vehicle needs to overcome to decelerate from the speed at the deceleration time point to the speed at the next time point is determined based on the driving resistance and the inertial resistance that need to be overcome.
[0096] For example, the total resistance when a vehicle accelerates or decelerates can include driving resistance and resistance caused by changes in inertia; in one implementation, it is assumed that the vehicle decelerates at a specific time. The vehicle speed at that deceleration point Next time point t n+1 The speed of the car at the next point in time Vehicle from slow down to The total resistance ΔF to be overcome vehicle It can be determined using the following formula:
[0097] ΔF vehicle =ΔF Drive_resistance +ΔF momentum
[0098] Where, ΔF vehicle This represents the total resistance that the vehicle needs to overcome, expressed in nanometers (N).
[0099] ΔF Drive_resistance This indicates the resistance the vehicle needs to overcome, measured in N.
[0100] ΔF momentum This represents the inertia that the vehicle needs to overcome, measured in nanoseconds (N).
[0101] Based on the formulas described in steps S1321-S1323 above, it can be concluded that the vehicle from slow down to The total resistance ΔF that needs to be overcomevehicle Ultimately, it can be determined using the following formula:
[0102]
[0103] In step S1324, the motor power required for the vehicle to decelerate from the speed at the deceleration time point to the speed at the next time point is determined based on the vehicle speed at the deceleration time point and the total resistance.
[0104] For example, after calculating the total resistance that needs to be overcome to decelerate from the vehicle speed at the deceleration time point to the vehicle speed at the next time point, the motor power required to overcome this total resistance at that vehicle speed is determined in conjunction with the vehicle speed at the deceleration time point; in one implementation, it is assumed that the deceleration time point t n The vehicle speed at that deceleration point Next time point t n+1 The speed of the car at the next point in time Vehicle from slow down to The total resistance ΔF to be overcome vehicle The vehicle from slow down to Required motor power P deceleration It can be determined using the following formula:
[0105]
[0106] The total resistance ΔF obtained in step S1323 above vehicle Substituting into the above formula and converting it to kilowatts, we can obtain the vehicle's output from... slow down to Required motor power P deceleration Ultimately, it can be determined using the following formula:
[0107]
[0108] Among them, P deceleration Indicates from vehicle speed slow down to The required motor power, in kW.
[0109] Figure 5 This is a flowchart illustrating another vehicle energy recovery calibration method according to an exemplary embodiment, such as... Figure 5 As shown, step S133, which involves determining the required motor torque based on the motor power to reduce the vehicle speed from the deceleration time point to the speed at the next time point, may include the following steps:
[0110] In step S1331, the motor speed at the vehicle speed at the deceleration time point is obtained based on the vehicle's wheel size, transmission ratio, and vehicle speed at the deceleration time point.
[0111] In step S1332, the motor torque is determined based on the motor power and motor speed.
[0112] For example, the motor speed of a vehicle depends on the vehicle speed, the vehicle size, and the transmission ratio; in one implementation, the relationship between the vehicle speed and the motor speed can be transformed to obtain the following formula:
[0113]
[0114] Where, n motor This indicates the motor speed, in r / min.
[0115] i g Indicates the gear ratio of a transmission; it has no unit.
[0116] i0 represents the transmission ratio of the main reducer, which has no unit.
[0117] r represents the wheel rolling radius, in meters (m).
[0118] i g The determination of i0 and r can be achieved using relevant technologies, and is not limited here; based on the relationship between the motor output torque and the motor speed and power, the motor torque T can be obtained. deceleration It can be determined using the following formula:
[0119]
[0120] Where 9550 is a constant term, P deceleration The motor power is the value mentioned in step S1324 above.
[0121] Optionally, the energy recovery calibration of the vehicle speed and the corresponding motor torque at each deceleration time point in step S14 may include: associating the vehicle speed and the corresponding motor torque at each deceleration time point to obtain a correspondence table between vehicle speed and motor torque, so as to complete the energy recovery calibration of the target driving condition.
[0122] For example, the vehicle speed at each deceleration time point and the corresponding motor torque are correlated. In one implementation, this can be represented by horizontal and vertical axes, such as the X-axis representing vehicle speed and the Y-axis representing motor torque. By correlating the vehicle speed and motor torque, a correspondence table is obtained, thereby determining the energy recovery torque requirement corresponding to each vehicle speed under the target driving condition, and thus completing the energy recovery calibration of the target driving condition.
[0123] In the above technical solution, multiple accelerations of the vehicle at multiple time points under the target driving condition are determined; the target driving condition indicates the vehicle speed required to be reached at multiple time points; deceleration time points in the target driving condition are determined based on the multiple accelerations; deceleration time points are the time points where the acceleration is less than zero; for any deceleration time point, the motor torque required to decelerate the vehicle speed at the deceleration time point to the speed at the next time point is determined, thus obtaining the motor torque corresponding to the vehicle speed at each deceleration time point; the vehicle speed at each deceleration time point and the corresponding motor torque are used for energy recovery calibration. Through this technical solution, by determining the motor torque corresponding to the vehicle speed at each deceleration time point under the target driving condition, energy recovery calibration can be performed on the vehicle speed at each deceleration time point and its corresponding motor torque. This provides a theoretically based reference target value for energy recovery calibration, avoiding reliance on guesswork based on experience, effectively reducing the calibration and verification cycle, and improving the accuracy of the calibration.
[0124] Figure 6 This is a block diagram illustrating a vehicle energy recovery calibration device according to an exemplary embodiment. (Refer to...) Figure 6 The vehicle energy recovery calibration device 600 includes: a first determining module 610, a second determining module 620, a third determining module 630, and a calibration module 640.
[0125] The first determining module 610 is used to determine multiple accelerations of the vehicle at multiple time points under a target driving condition; the target driving condition is used to indicate the vehicle speed that the vehicle needs to reach at multiple time points.
[0126] The second determining module 620 is used to determine the deceleration time point in the target driving condition based on multiple accelerations; the deceleration time point is the time point when the acceleration is less than zero.
[0127] The third determining module 630 is used to determine the motor torque required for the vehicle speed at any deceleration time point to decelerate to the vehicle speed at the next time point, and to obtain the motor torque corresponding to the vehicle speed at each deceleration time point.
[0128] The calibration module 640 is used to calibrate the energy recovery of the vehicle speed and the corresponding motor torque at each deceleration time point.
[0129] Optionally, the first determining module 610 is used for:
[0130] Based on the vehicle's attribute information and demand information, determine the target driving conditions;
[0131] Obtain the time-speed relationship curve of the vehicle under the target driving conditions. The time-speed relationship curve is used to characterize the speed of the vehicle at each time point.
[0132] The acceleration of the vehicle at multiple time points under the target driving condition is determined based on the time-speed relationship curve.
[0133] Optionally, the third determining module 630 includes a total resistance determining submodule, a motor power determining submodule, and a motor torque determining submodule.
[0134] This total resistance determination submodule is used to determine the total resistance that the vehicle needs to overcome to decelerate from its speed at the deceleration time point to the speed at the next time point, for any deceleration time point among various deceleration time points.
[0135] The motor power determination submodule is used to determine the motor power required to overcome the total resistance based on the vehicle speed at the deceleration time point and the vehicle speed at the next time point.
[0136] This motor torque determination submodule is used to determine the motor torque required to reduce the vehicle speed from the deceleration point to the speed at the next time point based on the motor power.
[0137] Optionally, the motor power determination submodule is used for:
[0138] Based on the vehicle speed at the deceleration point, the vehicle speed at the next time point, and the total mass of the vehicle, determine the inertial resistance that the vehicle needs to overcome to decelerate from the speed at the deceleration point to the speed at the next time point.
[0139] Based on the vehicle speed at the deceleration point, the vehicle speed at the next time point, and the vehicle's drag coefficient, determine the driving resistance that the vehicle needs to overcome to decelerate from the speed at the deceleration point to the speed at the next time point.
[0140] Based on the driving resistance and inertial resistance that need to be overcome, determine the total resistance that the vehicle needs to overcome to decelerate from the speed at the deceleration point to the speed at the next time point.
[0141] Based on the vehicle speed and total resistance at the deceleration time point, determine the motor power required for the vehicle to decelerate from the speed at the deceleration time point to the speed at the next time point.
[0142] Optionally, the motor torque determination submodule is used for:
[0143] Based on the vehicle's wheel size, transmission ratio, and vehicle speed at the deceleration point, the motor speed at the vehicle speed at the deceleration point is obtained.
[0144] Determine the motor torque based on the motor power and motor speed.
[0145] Optionally, the calibration module 640 is used to associate the vehicle speed at each deceleration time point with the corresponding motor torque to obtain a correspondence table between vehicle speed and motor torque, so as to complete the energy recovery calibration for the target driving condition.
[0146] In the above technical solution, multiple accelerations of the vehicle at multiple time points under the target driving condition are determined; the target driving condition indicates the vehicle speed required to be reached at multiple time points; deceleration time points in the target driving condition are determined based on the multiple accelerations; deceleration time points are the time points where the acceleration is less than zero; for any deceleration time point, the motor torque required to decelerate the vehicle speed at the deceleration time point to the speed at the next time point is determined, thus obtaining the motor torque corresponding to the vehicle speed at each deceleration time point; the vehicle speed at each deceleration time point and the corresponding motor torque are used for energy recovery calibration. Through this technical solution, by determining the motor torque corresponding to the vehicle speed at each deceleration time point under the target driving condition, energy recovery calibration can be performed on the vehicle speed at each deceleration time point and its corresponding motor torque. This provides a theoretically based reference target value for energy recovery calibration, avoiding reliance on guesswork based on experience, effectively reducing the calibration and verification cycle, and improving the accuracy of the calibration.
[0147] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.
[0148] Figure 7 This is a block diagram illustrating an electronic device 700 according to an exemplary embodiment. Figure 7 As shown, the electronic device 700 may include a processor 701 and a memory 702. The electronic device 700 may also include one or more of a multimedia component 703, an input / output (I / O) interface 704, and a communication component 705.
[0149] The processor 701 controls the overall operation of the electronic device 700 to complete all or part of the steps in the aforementioned vehicle energy recovery calibration method. The memory 702 stores various types of data to support the operation of the electronic device 700. This data may include, for example, instructions for any application or method operating on the electronic device 700, and application-related data such as contact data, sent and received messages, pictures, audio, video, etc. The memory 702 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. Multimedia component 703 may include a screen and an audio component. The screen may be, for example, a touchscreen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signals may be further stored in memory 702 or transmitted via communication component 705. The audio component also includes at least one speaker for outputting audio signals. I / O interface 704 provides an interface between processor 701 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons may be virtual or physical buttons. Communication component 705 is used for wired or wireless communication between the electronic device 700 and other devices. Wireless communication, such as Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, NB-IoT, eMTC, or other 5G technologies, or combinations thereof, is not limited here. Therefore, the corresponding communication component 705 may include: a Wi-Fi module, a Bluetooth module, an NFC module, etc.
[0150] In an exemplary embodiment, the electronic device 700 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the vehicle energy recovery calibration method described above.
[0151] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, which, when executed by a processor, implement the steps of the vehicle energy recovery calibration method described above. For example, the computer-readable storage medium may be the memory 702 including program instructions, which may be executed by the processor 701 of the electronic device 700 to complete the vehicle energy recovery calibration method described above.
[0152] This disclosure also provides a vehicle including the aforementioned electronic device, which is used to perform the aforementioned vehicle energy recovery calibration method on the vehicle. The vehicle can be a hybrid vehicle, a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other types of vehicle. The vehicle can be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle. The electronic device can be the vehicle's in-vehicle infotainment system, used to complete all or part of the steps of the aforementioned vehicle energy recovery calibration method.
[0153] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.
[0154] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.
[0155] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.
Claims
1. A vehicle energy recovery calibration method, characterized by, The method includes: Determine multiple accelerations of the vehicle at multiple time points under a target driving condition; the target driving condition is used to indicate the vehicle speed that the vehicle needs to reach at the multiple time points. The deceleration time point in the target driving condition is determined based on the multiple accelerations; the deceleration time point is the time point when the acceleration is less than zero. For any deceleration time point among the deceleration time points, determine the motor torque required for the vehicle speed at the deceleration time point to decelerate to the vehicle speed at the next time point, and obtain the motor torque corresponding to the vehicle speed at each of the deceleration time points. The vehicle speed at each of the aforementioned deceleration time points, and the corresponding motor torque at the vehicle speed, are used to calibrate energy recovery. For any of the deceleration time points, determining the motor torque required for the vehicle speed at that deceleration time point to decrease to the vehicle speed at the next time point, and obtaining the motor torque corresponding to the vehicle speed at each of the deceleration time points, includes: For any deceleration time point among the various deceleration time points, determine the total resistance that the vehicle needs to overcome to decelerate from the vehicle speed at the deceleration time point to the vehicle speed at the next time point; The motor power required to overcome the total resistance is determined based on the vehicle speed at the deceleration time point and the vehicle speed at the next time point. The required motor torque for decelerating the vehicle speed at the deceleration time point to the speed at the next time point is determined based on the motor power. The step of determining the motor power required to overcome the total resistance based on the vehicle speed at the deceleration time point and the vehicle speed at the next time point includes: Based on the vehicle speed at the deceleration time point, the vehicle speed at the next time point, and the total mass of the vehicle, determine the inertial resistance that the vehicle needs to overcome to decelerate from the vehicle speed at the deceleration time point to the vehicle speed at the next time point; Based on the vehicle speed at the deceleration time point, the vehicle speed at the next time point, and the vehicle's drag coefficient, determine the driving resistance that the vehicle needs to overcome to decelerate from the vehicle speed at the deceleration time point to the vehicle speed at the next time point; Based on the required driving resistance and the required inertial resistance, determine the total resistance that the vehicle needs to overcome to decelerate from the speed at the deceleration time point to the speed at the next time point; Based on the vehicle speed at the deceleration time point and the total resistance, determine the motor power required for the vehicle to decelerate from the speed at the deceleration time point to the speed at the next time point.
2. The method of claim 1, wherein, The determination of multiple accelerations of the vehicle at multiple time points under the target driving condition includes: Based on the vehicle's attribute information and demand information, the target driving condition is determined; Obtain the time-speed relationship curve of the vehicle under the target driving condition, and the time-speed relationship curve is used to characterize the speed of the vehicle at each time point; The acceleration of the vehicle at multiple time points under the target driving condition is determined based on the time-velocity relationship curve.
3. The method of claim 1, wherein, The step of determining the motor torque required to decelerate the vehicle speed from the deceleration time point to the next time point based on the motor power includes: Based on the vehicle's wheel size, transmission ratio, and vehicle speed at the deceleration time point, the motor speed at the vehicle speed at the deceleration time point is obtained. The motor torque is determined based on the motor power and the motor speed.
4. The method of claim 1, wherein, The step of calibrating the energy recovery of the vehicle speed at each deceleration time point and the corresponding motor torque includes: By associating the vehicle speed at each deceleration time point with the corresponding motor torque, a correspondence table between vehicle speed and motor torque is obtained to complete the energy recovery calibration for the target driving condition.
5. A vehicle energy recovery calibration apparatus characterized by comprising: The device includes: The first determining module is used to determine multiple accelerations of the vehicle at multiple time points under a target driving condition; the target driving condition is used to indicate the vehicle speed that the vehicle needs to reach at the multiple time points. The second determining module is used to determine the deceleration time point in the target driving condition based on the plurality of accelerations; the deceleration time point is the time point when the acceleration is less than zero. The third determining module is used to determine, for any deceleration time point among the deceleration time points, the motor torque required for the vehicle speed at the deceleration time point to decelerate to the vehicle speed at the next time point, and to obtain the motor torque corresponding to the vehicle speed at each of the deceleration time points. The calibration module is used to calibrate the energy recovery of the vehicle speed at each of the deceleration time points and the motor torque corresponding to the vehicle speed. The third determining module includes a total resistance determining submodule, a motor power determining submodule, and a motor torque determining submodule; The total resistance determination submodule is used to determine, for any one of the deceleration time points, the total resistance that the vehicle needs to overcome to decelerate from the speed at the deceleration time point to the speed at the next time point. The motor power determination submodule is used to determine the motor power required to overcome the total resistance based on the vehicle speed at the deceleration time point and the vehicle speed at the next time point. The motor torque determination submodule is used to determine the motor torque required for the vehicle speed at the deceleration time point to decelerate to the vehicle speed at the next time point based on the motor power. The motor power determination submodule is used for: Based on the vehicle speed at the deceleration time point, the vehicle speed at the next time point, and the total mass of the vehicle, determine the inertial resistance that the vehicle needs to overcome to decelerate from the vehicle speed at the deceleration time point to the vehicle speed at the next time point; Based on the vehicle speed at the deceleration time point, the vehicle speed at the next time point, and the vehicle's drag coefficient, determine the driving resistance that the vehicle needs to overcome to decelerate from the vehicle speed at the deceleration time point to the vehicle speed at the next time point; Based on the required driving resistance and the required inertial resistance, determine the total resistance that the vehicle needs to overcome to decelerate from the speed at the deceleration time point to the speed at the next time point; Based on the vehicle speed at the deceleration time point and the total resistance, determine the motor power required for the vehicle to decelerate from the speed at the deceleration time point to the speed at the next time point.
6. An electronic device, comprising: include: A memory on which computer programs are stored; A processor for executing the computer program in the memory to implement the steps of the method according to any one of claims 1-4.
7. A vehicle characterized by comprising: Includes the electronic device as described in claim 6.
8. A non-transitory computer-readable storage medium having stored thereon a computer program, characterized in that, The program, when executed by the processor, implements the steps of the method of any one of claims 1-4.