Vehicle energy recovery control method, controller, vehicle and storage medium

Abstract

The present disclosure relates to the technical field of vehicle control, and provides a vehicle energy recovery control method, a controller, a vehicle and a storage medium. The vehicle energy recovery control method comprises: determining vehicle feedback information according to the motor working state of each drive motor of the vehicle; determining road feedback information according to road parameters; determining the target feedback torque corresponding to each drive motor according to the vehicle feedback information, the road feedback information, driving information and the motor working state of each drive motor, and controlling the drive motor to operate according to the target feedback torque corresponding to each drive motor to perform energy recovery. Since the target feedback torque of each drive motor takes into account the road parameters and the driving information, energy recovery based thereon can improve safety, and the drive motor is adjusted from a fixed allocation mode to an independent operation according to the situation of each drive motor to perform energy recovery, thereby improving adaptability and increasing energy recovery efficiency.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of vehicle control, in particular to a vehicle energy recovery control method, a controller, a vehicle and a storage medium. BACKGROUND

[0002] The purpose of energy recovery is to convert the kinetic energy generated in the process of vehicle sliding or braking into electric energy, thereby improving the endurance of the vehicle and the economy of the vehicle.

[0003] In the related art, energy recovery is achieved by fixed allocation, and this control method cannot adapt to the road conditions and the state of the vehicle body itself, and has the problems of low adaptability and poor safety. SUMMARY

[0004] The purpose of the present disclosure is to provide a vehicle energy recovery control method, a controller, a vehicle and a storage medium to solve the problems in the related art.

[0005] In order to achieve the above-mentioned purpose, according to a first aspect of an embodiment of the present disclosure, a vehicle energy recovery control method is provided, comprising:

[0006] determining the whole vehicle feedback information of the vehicle according to the motor working state of each drive motor of the vehicle;

[0007] determining the road feedback information according to the road parameters;

[0008] determining the target feedback torque corresponding to each drive motor according to the whole vehicle feedback information, the road feedback information, the driving information and the motor working state of each drive motor, and controlling the drive motor to operate according to the target feedback torque corresponding to each drive motor to perform energy recovery.

[0009] Optionally, the determining the whole vehicle feedback information of the vehicle according to the motor working state of each drive motor of the vehicle comprises:

[0010] determining the whole vehicle feedback information of the vehicle according to the high-voltage system state and the motor working state of each drive motor.

[0011] Optionally, the determining the whole vehicle feedback information of the vehicle according to the high-voltage system state and the motor working state of each drive motor comprises:

[0012] determining the motor state type according to the motor working state of each drive motor;

[0013] determining the whole vehicle feedback information of the vehicle according to the motor state type and the high-voltage system state.

[0014] Optionally, the vehicle includes four independent drive motors, the motor operating status includes normal motor operation and motor malfunction, the motor status type includes single motor malfunction, same-side dual motor malfunction, coaxial dual motor malfunction, cross dual motor malfunction, three-motor malfunction, four-motor malfunction, and four-motor normal operation, and the vehicle feedback information includes normal vehicle feedback capability, degraded vehicle feedback capability, and no vehicle feedback capability.

[0015] The process of determining the vehicle's overall feedback information based on the motor state type and high-voltage system state includes:

[0016] When the motor status type is "all four motors are normal" and the high voltage system status is "normal", the vehicle feedback information is set to "vehicle feedback capability is normal".

[0017] When the motor status type is the single motor failure / coaxial dual motor failure / cross dual motor failure, and the high voltage system status is normal, the vehicle feedback information is set to the degraded vehicle feedback capability.

[0018] When the motor status type is a dual-motor fault on the same side / a three-motor fault / a four-motor fault, or when the high-voltage system status is faulty, the vehicle's overall feedback information is set to "no feedback capability".

[0019] Optionally, the motor operating state is obtained in the following manner:

[0020] The motor's operating status is determined based on the motor temperature, the motor's maximum allowable feedback torque, and the communication status.

[0021] Optionally, the high-voltage system status is obtained in the following manner:

[0022] The status of the high-voltage system is determined based on the status of the battery system and the high-voltage line.

[0023] Optionally, the road surface parameters include road surface type and road surface adhesion coefficient, and determining the road surface feedback information based on the road surface parameters includes:

[0024] Determine the road surface adhesion level based on the road surface adhesion coefficient;

[0025] Based on the road surface type and the road surface adhesion level, road surface feedback information is determined.

[0026] Optionally, the road surface types include paved road surface and unpaved road surface, the road surface adhesion levels include first road surface adhesion level, second road surface adhesion level and third road surface adhesion level, wherein the road surface adhesion coefficient corresponding to the first road surface adhesion level is less than the road surface adhesion coefficient corresponding to the second road surface adhesion level, the road surface adhesion coefficient corresponding to the second road surface adhesion level is less than the road surface adhesion coefficient corresponding to the third road surface adhesion level, and the road surface feedback information includes no road surface feedback, low road surface feedback, medium road surface feedback and high road surface feedback;

[0027] The road surface feedback information is determined according to the road surface type and the road surface adhesion level, including:

[0028] In the case that the road surface adhesion level is the first road surface adhesion level, the road surface feedback information is set as no road surface feedback;

[0029] In the case that the road surface adhesion level is the second road surface adhesion level and the road surface type is the unpaved road surface, the road surface feedback information is set as low road surface feedback;

[0030] In the case that the road surface adhesion level is the second road surface adhesion level and the road surface type is the paved road surface, the road surface feedback information is set as medium road surface feedback;

[0031] In the case that the road surface adhesion level is the third road surface adhesion level and the road surface type is the unpaved road surface, the road surface feedback information is set as medium road surface feedback;

[0032] In the case that the road surface adhesion level is the third road surface adhesion level and the road surface type is the paved road surface, the road surface feedback information is set as high road surface feedback.

[0033] Optionally, the target feedback torque corresponding to each driving motor is determined according to the whole vehicle feedback information, the road surface feedback information, driving information and the motor working state of each driving motor, including:

[0034] The motor allowed feedback torque corresponding to each driving motor is determined according to the whole vehicle feedback information, the road surface feedback information, driving information and the motor working state of each driving motor;

[0035] The target feedback torque corresponding to each driving motor is obtained according to the motor allowed feedback torque corresponding to each driving motor and the driving motor feedback torque corresponding to each driving motor.

[0036] Optionally, the driving information includes whole vehicle speed, yaw angular velocity and wheel speed of each wheel.

[0037] The determination of the motor allowable feedback torque corresponding to each of the driving motors according to the whole vehicle feedback information, the road feedback information, the driving information, and the motor working state of each of the driving motors comprises:

[0038] The determination of the whole vehicle allowable feedback torque according to the whole vehicle feedback information and the road feedback information;

[0039] The determination of the driving information according to the whole vehicle speed, the yaw angular velocity, and the wheel speed of each wheel;

[0040] The determination of the motor allowable feedback torque corresponding to each of the driving motors according to the whole vehicle allowable feedback torque, the driving information, and the motor working state of each of the driving motors.

[0041] Optionally, the determination of the whole vehicle allowable feedback torque according to the whole vehicle feedback information and the road feedback information comprises:

[0042] The determination of the first whole vehicle target feedback torque according to the whole vehicle feedback information;

[0043] The determination of the second whole vehicle target feedback torque according to the road feedback information;

[0044] The determination of the whole vehicle allowable feedback torque according to the whole vehicle feedback information, the first whole vehicle target feedback torque, and the second whole vehicle target feedback torque.

[0045] Optionally, the driving information comprises the yaw state of the whole vehicle and the slip state of each wheel;

[0046] The determination of the driving information according to the whole vehicle speed, the yaw angular velocity, and the wheel speed of each wheel comprises:

[0047] The determination of the slip state of each wheel according to the whole vehicle speed and the wheel speed of each wheel;

[0048] The determination of the yaw state of the whole vehicle according to the whole vehicle speed and the yaw angular velocity.

[0049] Optionally, the determination of the motor allowable feedback torque corresponding to each of the driving motors according to the whole vehicle allowable feedback torque, the driving information, and the motor working state of each of the driving motors comprises:

[0050] The determination of the axle allowable feedback torque according to the whole vehicle allowable feedback torque and the yaw state of the whole vehicle;

[0051] The determination of the motor allowable feedback torque corresponding to each of the driving motors according to the axle allowable feedback torque, the slip state of each wheel, and the motor working state of each of the driving motors.

[0052] Optionally, the yaw state of the whole vehicle includes a yaw working condition and a non-yaw working condition.

[0053] The axle allowed regenerative torque is obtained according to the whole vehicle allowed regenerative torque and the yaw state of the whole vehicle.

[0054] In a case where the yaw state of the whole vehicle is the yaw working condition, the axle allowed regenerative torque is obtained according to the whole vehicle allowed regenerative torque and a yaw shift amount.

[0055] In a case where the yaw state of the whole vehicle is the non-yaw working condition, the axle allowed regenerative torque is obtained according to the whole vehicle allowed regenerative torque.

[0056] Optionally, the motor working state includes a normal motor working state and a motor fault state, the slip state includes a slip working condition and a non-slip working condition, and the driving motor and the wheel are in one-to-one correspondence.

[0057] The motor allowed regenerative torque corresponding to each driving motor is obtained according to the axle allowed regenerative torque, the slip state of each wheel, and the motor working state of each driving motor.

[0058] In a case where the motor working state of the driving motor corresponding to the wheel is the normal motor working state and the slip state of the wheel is the slip working condition, the motor allowed regenerative torque corresponding to the driving motor is obtained according to the axle allowed regenerative torque and a slip shift amount.

[0059] In a case where the motor working state of the driving motor corresponding to the wheel is the normal motor working state and the slip state of the wheel is the non-slip working condition, the motor allowed regenerative torque corresponding to the driving motor is obtained according to the axle allowed regenerative torque.

[0060] In a case where the motor working state of the driving motor corresponding to the wheel is the motor fault state, the motor allowed regenerative torque corresponding to the driving motor is set to zero.

[0061] Optionally, the target regenerative torque corresponding to each driving motor is obtained according to the motor allowed regenerative torque corresponding to each driving motor and the driving motor regenerative torque corresponding to each driving motor.

[0062] The smaller one of the motor allowed regenerative torque corresponding to each driving motor and the driving motor regenerative torque corresponding to each driving motor is determined as the target regenerative torque corresponding to the driving motor.

[0063] According to a second aspect of the embodiments of the present disclosure, a controller is provided, including:

[0064] a memory having a computer program stored thereon.

[0065] A processor is configured to execute the computer program in the memory to implement the steps of any of the vehicle energy recovery control methods provided in the first aspect of this disclosure.

[0066] According to a third aspect of the present disclosure, a vehicle is provided, the vehicle including the controller provided in the second aspect of the present disclosure.

[0067] According to a fourth aspect of the present disclosure, a non-transitory computer-readable storage medium is provided, on which a computer program is stored, which, when executed by a processor, implements the steps of any of the vehicle energy recovery control methods provided in the first aspect of the present disclosure.

[0068] The above technical solution determines the vehicle's overall feedback information based on the operating status of each drive motor; it also determines road feedback information based on road parameters; and finally, based on the overall vehicle feedback information, road feedback information, driving information, and the operating status of each drive motor, it determines the target feedback torque for each drive motor and controls the drive motors to operate according to their respective target feedback torques for energy recovery. Since the target feedback torque for each drive motor takes into account road parameters and driving information, energy recovery based on this data improves safety. Furthermore, by adjusting the drive motor allocation method from a fixed distribution to independent operation based on the individual conditions of each drive motor for energy recovery, adaptability is improved, and energy recovery efficiency is increased.

[0069] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0070] 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:

[0071] Figure 1 This is a flowchart illustrating a vehicle energy recovery control method according to an exemplary embodiment.

[0072] Figure 2 This is a flowchart illustrating a sub-step of step S1 according to an exemplary embodiment.

[0073] Figure 3 This is a flowchart illustrating a sub-step of step S2 according to an exemplary embodiment.

[0074] Figure 4 This is a flowchart illustrating a sub-step of step S3 according to an exemplary embodiment.

[0075] Figure 5is a sub-step flow chart of step S31 according to an exemplary embodiment.

[0076] Figure 6 is a sub-step flow chart of step S311 according to an exemplary embodiment.

[0077] Figure 7 is a sub-step flow chart of step S312 according to an exemplary embodiment.

[0078] Figure 8 is a sub-step flow chart of step S313 according to an exemplary embodiment.

[0079] Figure 9 is a block diagram of a vehicle energy recovery control device according to an exemplary embodiment. DETAILED DESCRIPTION

[0080] The specific embodiments of the present disclosure are described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are merely intended to illustrate and explain the present disclosure, and are not intended to limit the present disclosure.

[0081] In the following description, the words "first", "second", etc. are used only for the purpose of distinguishing the described objects, and cannot be understood as indicating or implying relative importance, nor indicating or implying an order.

[0082] Before introducing the specific embodiments of the present disclosure, first, the application scenario of the present disclosure is described.

[0083] The purpose of energy recovery is to convert the kinetic energy generated during the vehicle sliding or braking process into electric energy, thereby improving the endurance of the vehicle and improving the economy of the vehicle.

[0084] In the related art, energy recovery is achieved by fixed allocation, and this control method cannot adapt to the road conditions and the state of the vehicle body itself, and has the problems of low adaptability and poor safety.

[0085] To solve the above technical problems, the inventors have found that the wheels may slip when the vehicle is sliding on a low adhesion road, which is unsafe and not adaptive to the working conditions. The vehicle feedback information is determined according to the motor working state of each drive motor of the vehicle. The road feedback information is determined according to the road parameters. The target feedback torque corresponding to each drive motor is determined according to the vehicle feedback information, the road feedback information, the driving information, and the motor working state of each drive motor, and the drive motor is controlled to operate according to the target feedback torque corresponding to each drive motor to recover energy. Since the target feedback torque of each drive motor takes into account the road parameters and the driving information, energy recovery based on this can improve safety, and adjusting the drive motor from a fixed allocation mode to an independent operation according to the drive motor itself to recover energy can improve adaptability and increase energy recovery efficiency.

[0086] Figure 1 is a flowchart of a vehicle energy recovery control method according to an exemplary embodiment. The vehicle energy recovery control method can be applied to a controller on a vehicle, such as Figure 1 As shown, the vehicle energy recovery control method can include steps S1-S3:

[0087] Step S1, determining vehicle feedback information according to the motor working state of each drive motor of the vehicle.

[0088] The motor working state includes normal motor working state and motor working failure. The vehicle feedback information can represent the vehicle feedback capability, which can be divided into normal vehicle feedback capability, degraded vehicle feedback capability, and no vehicle feedback capability.

[0089] Determining the vehicle feedback information according to the motor working state of each drive motor of the vehicle can be understood as determining the vehicle feedback capability according to the motor working state of all drive motors in the vehicle. For example, the number of drive motors in the normal motor working state is used to determine the vehicle feedback capability.

[0090] Step S2, determining road feedback information according to road parameters.

[0091] The road parameters can include road adhesion coefficient and road type.

[0092] The road feedback information can represent the road feedback capability, which can include no road feedback, low road feedback, medium road feedback, and high road feedback.

[0093] Step S3: Based on the vehicle feedback information, road feedback information, driving information, and the motor operating status of each drive motor, determine the target feedback torque corresponding to each drive motor, and control the drive motor to operate according to the target feedback torque corresponding to each drive motor to perform energy recovery.

[0094] Driving information can include the vehicle speed, yaw rate, and wheel speed of each wheel.

[0095] Based on the feedback information from the whole vehicle, the feedback information from the road surface, the driving information, and the operating status of each drive motor, the target feedback torque corresponding to each drive motor can be determined, and the drive motor can be controlled to operate at its corresponding target feedback torque to recover energy.

[0096] Since the target feedback torque of each drive motor takes into account road parameters and driving information, energy recovery based on this can improve safety. Adjusting the drive motor from a fixed distribution method to independent operation based on the condition of each drive motor for energy recovery improves adaptability and increases energy recovery efficiency.

[0097] In one possible implementation, step S1 may include:

[0098] The vehicle's overall feedback information is determined based on the high-voltage system status and the operating status of each drive motor. The high-voltage system status can be categorized as normal or faulty, and can be determined by the battery system status and the high-voltage circuit status.

[0099] Please see Figure 2 Based on the high-voltage system status and the motor operating status of each drive motor, the vehicle feedback information is determined, which may include steps S11 and S12.

[0100] Step S11: Determine the motor state type based on the motor operating state of each drive motor.

[0101] The motor operating status can be determined based on the motor temperature, the maximum allowable regenerative torque, and the communication status. Information such as motor temperature, maximum allowable regenerative torque, and communication status of each drive motor is obtained via the Controller Area Network (CAN) bus. If any of the following conditions are met, the motor operating status is determined to be a motor malfunction; otherwise, the motor operating status is determined to be normal operation.

[0102] (1) The motor temperature of the drive motor is greater than or equal to the threshold A;

[0103] (2) The maximum permissible feedback torque of the motor is less than or equal to threshold B;

[0104] (3) Communication status: fault.

[0105] The vehicle includes four independent drive motors, which are respectively referred to as a left front drive motor, a right front drive motor, a left rear drive motor and a right rear drive motor according to their different positions in the vehicle. The motor state type includes single motor fault, same side double motor fault, same shaft double motor fault, cross double motor fault, three motor fault, four motor fault and four motor normal.

[0106] The correspondence between the motor working state of different drive motors and the motor state type is shown in Table 1:

[0107] Table 1

[0108]

[0109] Step S12, according to the motor state type and the high-voltage system state, determine the vehicle feedback information of the vehicle.

[0110] The high-voltage system state can be determined according to the battery system state and the high-voltage line state. The battery system state and the high-voltage line state are obtained through the CAN bus. When any of the following conditions is met, the high-voltage system state is judged to be fault, otherwise, the high-voltage system state is judged to be normal;

[0111] (1) Battery system state: fault;

[0112] (2) High-voltage line state: fault.

[0113] The vehicle feedback information can represent the vehicle feedback capability, and the vehicle feedback information can include normal vehicle feedback capability, degraded vehicle feedback capability and no vehicle feedback capability.

[0114] According to the motor state type and the high-voltage system state, the vehicle feedback information of the vehicle can be determined, which can include:

[0115] In the case that the motor state type is four motor normal and the high-voltage system state is normal, the vehicle feedback information of the vehicle is set to normal vehicle feedback capability;

[0116] In the case that the motor state type is single motor fault / same shaft double motor fault / cross double motor fault and the high-voltage system state is normal, the vehicle feedback information of the vehicle is set to degraded vehicle feedback capability;

[0117] In the case that the motor state type is same side double motor fault / three motor fault / four motor fault, or the high-voltage system state is fault, the vehicle feedback information of the vehicle is set to no vehicle feedback capability.

[0118] In one possible implementation, the road surface parameters include road surface type and road surface adhesion coefficient, please refer toFigure 3 Step S2 may include steps S21 and S22.

[0119] Step S21: Determine the road surface adhesion level based on the road surface adhesion coefficient.

[0120] The coefficient of friction (COP) characterizes the friction coefficient between a vehicle's tires and the road surface, and can be used to describe the tire's grip performance under different road conditions. A higher COP indicates greater friction between the tire and the road surface, resulting in better vehicle grip. Conversely, a lower COP indicates less friction between the tire and the road surface, resulting in poorer vehicle grip, delayed braking distance, and a higher risk of skidding.

[0121] Road surface adhesion levels include a first road surface adhesion level, a second road surface adhesion level, and a third road surface adhesion level. Pre-defined ranges for the first, second, and third road surface adhesion coefficients are established, where the upper limit of the first range is lower than the lower limit of the second range, and vice versa. Each road surface adhesion level corresponds to one road surface adhesion coefficient range. For example, the first road surface adhesion level corresponds to the first road surface adhesion coefficient range, the second road surface adhesion level corresponds to the second range, and the third road surface adhesion level corresponds to the third range.

[0122] Determining the road surface adhesion level based on the road surface adhesion coefficient can be understood as determining the road surface adhesion level based on the range to which the road surface adhesion coefficient belongs. For example, when the road surface adhesion coefficient belongs to the first range, the road surface adhesion level is the first road surface adhesion level; when the road surface adhesion coefficient belongs to the second range, the road surface adhesion level is the second road surface adhesion level; and when the road surface adhesion coefficient belongs to the third range, the road surface adhesion level is the third road surface adhesion level.

[0123] Step S22: Determine the road surface feedback information based on the road surface type and road surface adhesion level.

[0124] The road surface types include paved and unpaved roads, and the road surface adhesion levels include first road surface adhesion level, second road surface adhesion level and third road surface adhesion level. The road surface adhesion coefficient corresponding to the first road surface adhesion level is less than the road surface adhesion coefficient corresponding to the second road surface adhesion level, and the road surface adhesion coefficient corresponding to the second road surface adhesion level is less than the road surface adhesion coefficient corresponding to the third road surface adhesion level. The road surface feedback information includes no feedback, low feedback, medium feedback and high feedback.

[0125] Based on the road surface type and road surface adhesion level, the road surface feedback information can be determined, which may include:

[0126] In the case that the road surface adhesion level is the first road surface adhesion level, the road surface feedback information is set as no road surface feedback;

[0127] In the case that the road surface adhesion level is the second road surface adhesion level and the road surface type is the non-paved road surface, the road surface feedback information is set as low road surface feedback;

[0128] In the case that the road surface adhesion level is the second road surface adhesion level and the road surface type is the paved road surface, the road surface feedback information is set as medium road surface feedback;

[0129] In the case that the road surface adhesion level is the third road surface adhesion level and the road surface type is the non-paved road surface, the road surface feedback information is set as medium road surface feedback;

[0130] In the case that the road surface adhesion level is the third road surface adhesion level and the road surface type is the paved road surface, the road surface feedback information is set as high road surface feedback.

[0131] The corresponding relationship among the road surface type, the road surface adhesion level and the road surface feedback information is shown in Table 2:

[0132] Table 2

[0133]

[0134] In a possible implementation, referring to Figure 4 , the step S3 can include a step S31 and a step S32.

[0135] In the step S31, the motor allowed feedback torque corresponding to each drive motor is determined according to the whole vehicle feedback information, the road surface feedback information, the driving information and the motor working state of each drive motor.

[0136] The driving information can include the whole vehicle speed, the yaw angular velocity and the wheel speed of each wheel.

[0137] In the step S32, the target feedback torque corresponding to each drive motor is obtained according to the motor allowed feedback torque corresponding to each drive motor and the drive motor feedback torque corresponding to each drive motor.

[0138] The target feedback torque corresponding to each drive motor is obtained according to the motor allowed feedback torque corresponding to each drive motor and the drive motor feedback torque corresponding to each drive motor, which can be understood as that the smaller one between the motor allowed feedback torque corresponding to each drive motor and the drive motor feedback torque corresponding to each drive motor is determined as the target feedback torque corresponding to the drive motor.

[0139] The target feedback torque corresponding to the driving motor = min [motor allowable feedback torque, driving motor feedback torque], wherein the driving motor feedback torque is obtained by vehicle calibration under normal system and good road adhesion, mainly considering feedback comfort.

[0140] In a possible implementation, referring to Figure 5 , step S31 can include steps S311-S313.

[0141] Step S311, according to the vehicle feedback information and the road feedback information, determine the vehicle allowable feedback torque.

[0142] Referring to Figure 6 , step S311 can include steps S3111-S3113.

[0143] Step S3111, according to the vehicle feedback information, determine the first vehicle target feedback torque.

[0144] In the case of vehicle feedback information being normal vehicle feedback capability, the first vehicle target feedback torque is set to a first set value;

[0145] In the case of vehicle feedback information being degraded vehicle feedback capability, the first vehicle target feedback torque is set to a second set value;

[0146] In the case of vehicle feedback information being no vehicle feedback capability, the first vehicle target feedback torque is set to a third set value, wherein the first set value is greater than the second set value, and the second set value is greater than the third set value, and the third set value can be set to 0, for example.

[0147] Step S3112, according to the road feedback information, determine the second vehicle target feedback torque.

[0148] In the case of road feedback information being high road feedback or medium road feedback, the second vehicle target feedback torque is set to a fourth set value;

[0149] In the case of road feedback information being low road feedback or no road feedback, the second vehicle target feedback torque is set to a fifth set value, wherein the fourth set value is greater than the fifth set value.

[0150] Step S3113, according to the vehicle feedback information, the first vehicle target feedback torque and the second vehicle target feedback torque, obtain the vehicle allowable feedback torque.

[0151] In the case of vehicle feedback information being normal vehicle feedback capability, the vehicle allowable feedback torque is the smaller one of the first set value and the second vehicle target feedback torque;

[0152] In the case that the whole vehicle feedback information is whole vehicle feedback ability degradation, the whole vehicle allowed feedback torque is the smaller one of the second set value and the second whole vehicle target feedback torque.

[0153] In the case that the whole vehicle feedback information is whole vehicle no feedback ability, the whole vehicle allowed feedback torque is the third set value.

[0154] In step S312, the driving state is determined according to the whole vehicle speed, the yaw rate, and the wheel speed of each wheel.

[0155] The driving state includes the yaw state of the whole vehicle and the slip state of each wheel.

[0156] Referring to Figure 7 Step S312 can include step S3121 and step S3122.

[0157] In step S3121, the slip state of each wheel is obtained according to the whole vehicle speed and the wheel speed of each wheel.

[0158] When the vehicle is in the driving state, that is, the gear is in the forward gear and the vehicle speed is greater than 0, the wheel speed of each wheel of the four wheels of the vehicle, the whole vehicle speed, the yaw rate and other information are obtained through the CAN bus.

[0159] The wheel speeds of all the wheels of the four wheels of the vehicle are compared to determine the minimum wheel speed. The minimum wheel speed = min (left front wheel speed, right front wheel speed, left rear wheel speed, right rear wheel speed).

[0160] When all the following conditions are met, the wheel is judged to be in the slip working condition:

[0161] (1) The wheel speed of the wheel - the minimum wheel speed ≥ threshold value C;

[0162] (2) Gear: forward gear;

[0163] (3) The whole vehicle speed ≥ threshold value E1.

[0164] In step S3122, the yaw state of the whole vehicle is obtained according to the whole vehicle speed and the yaw rate.

[0165] When all the following conditions are met, the whole vehicle is judged to be in the yaw working condition:

[0166] (1) Gear: forward gear;

[0167] (2) |yaw rate| ≥ threshold value D;

[0168] (3) The whole vehicle speed ≥ threshold value E2.

[0169] Step S313, according to the vehicle allowed regenerative torque, the driving state of the vehicle, and the motor working state of each drive motor, the motor allowed regenerative torque corresponding to each drive motor is determined.

[0170] Please refer to Figure 8 , step S313 can include step S3131 and step S3132.

[0171] Step S3131, according to the vehicle allowed regenerative torque and the yaw state of the vehicle, the axle allowed regenerative torque is obtained.

[0172] The yaw state of the vehicle includes the yaw working condition and the non-yaw working condition.

[0173] In the case of the yaw state of the vehicle being the yaw working condition, according to the vehicle allowed regenerative torque and the yaw shift amount, the axle allowed regenerative torque is obtained.

[0174] The front axle allowed regenerative torque = the vehicle allowed regenerative torque / 2 - the yaw shift amount;

[0175] The rear axle allowed regenerative torque = the vehicle allowed regenerative torque / 2 + the yaw shift amount.

[0176] In the case of the yaw state of the vehicle being the non-yaw working condition, according to the vehicle allowed regenerative torque, the axle allowed regenerative torque is obtained.

[0177] The front axle allowed regenerative torque = the rear axle allowed regenerative torque = the vehicle allowed regenerative torque / 2.

[0178] Step S3132, according to the axle allowed regenerative torque, the slip state of each wheel, and the motor working state of each drive motor, the motor allowed regenerative torque corresponding to each drive motor is obtained.

[0179] The motor working state includes the normal motor working state and the motor fault working state, the slip state includes the slip working condition and the non-slip working condition, and the drive motor and the wheel are one-to-one corresponding, that is, one wheel corresponds to one drive motor.

[0180] In the case of the motor working state of the drive motor corresponding to the wheel being the normal motor working state and the slip state of the wheel being the slip working condition, according to the axle allowed regenerative torque and the slip shift amount, the motor allowed regenerative torque corresponding to the drive motor is obtained.

[0181] The motor allowed regenerative torque = the corresponding axle allowed regenerative torque / 2 - the slip shift amount.

[0182] In the case of the motor working state of the drive motor corresponding to the wheel being the normal motor working state and the slip state of the wheel being the non-slip working condition, according to the axle allowed regenerative torque, the motor allowed regenerative torque corresponding to the drive motor is obtained.

[0183] The motor allows the feedback torque = the corresponding shaft allows the feedback torque / 2.

[0184] In the case that the motor working state of the driving motor corresponding to the wheel is motor working failure, the motor allows the feedback torque of the driving motor is set to zero.

[0185] To realize the above-mentioned method embodiment, the embodiment provides a vehicle energy recovery control device, as shown in Figure 9 Figure 9 is a block diagram of a vehicle energy recovery control device according to an exemplary embodiment. The vehicle energy recovery control device 500 can include:

[0186] The first processing module 501 is configured to determine the whole vehicle feedback information of the vehicle according to the motor working state of each driving motor of the vehicle;

[0187] The second processing module 502 is configured to determine the road feedback information according to the road surface parameter;

[0188] The third processing module 503 is configured to determine the target feedback torque corresponding to each driving motor according to the whole vehicle feedback information, the road feedback information, the driving information, and the motor working state of each driving motor, and control the driving motor to operate according to the target feedback torque corresponding to each driving motor to perform energy recovery.

[0189] Optionally, the first processing module 501 is specifically configured to:

[0190] determine the whole vehicle feedback information of the vehicle according to the high-voltage system state and the motor working state of each driving motor.

[0191] The first processing module 501 can include:

[0192] The motor state type determination module is configured to determine the motor state type according to the motor working state of each driving motor;

[0193] The whole vehicle feedback information determination module is configured to determine the whole vehicle feedback information of the vehicle according to the motor state type and the high-voltage system state.

[0194] Optionally, the vehicle includes four independent driving motors, the motor working state includes motor working normal and motor working failure, the motor state type includes single motor failure, same side double motor failure, same shaft double motor failure, cross double motor failure, three motor failure, four motor failure, and four motor normal, and the whole vehicle feedback information includes whole vehicle feedback ability normal, whole vehicle feedback ability degradation, and whole vehicle no feedback ability.

[0195] The whole vehicle feedback information determination module is specifically configured to:

[0196] ​In the case that the motor state type is four-motor normal and the high-voltage system state is normal, the vehicle's whole-vehicle feedback information is set to whole-vehicle feedback capability normal.

[0197] In the case that the motor state type is single-motor fault / same-shaft double-motor fault / cross double-motor fault and the high-voltage system state is normal, the vehicle's whole-vehicle feedback information is set to whole-vehicle feedback capability degraded.

[0198] In the case that the motor state type is same-side double-motor fault / three-motor fault / four-motor fault or the high-voltage system state is fault, the vehicle's whole-vehicle feedback information is set to whole-vehicle no feedback capability.

[0199] Optionally, the vehicle energy recovery control device 500 can further include:

[0200] The motor working state determination module is configured to determine the motor working state according to the motor temperature, the maximum allowed feedback torque of the motor, and the communication state.

[0201] Optionally, the vehicle energy recovery control device 500 can further include:

[0202] The high-voltage system state determination module is configured to determine the high-voltage system state according to the battery system state and the high-voltage line state.

[0203] Optionally, the road surface parameters include a road surface type and a road surface adhesion coefficient, and the second processing module 502 can include:

[0204] The road surface adhesion level determination module is configured to determine a road surface adhesion level according to the road surface adhesion coefficient.

[0205] The road surface feedback information determination module is configured to determine road surface feedback information according to the road surface type and the road surface adhesion level.

[0206] Optionally, the road surface type includes a paved road surface and a non-paved road surface, and the road surface adhesion level includes a first road surface adhesion level, a second road surface adhesion level, and a third road surface adhesion level, wherein the road surface adhesion coefficient corresponding to the first road surface adhesion level is less than the road surface adhesion coefficient corresponding to the second road surface adhesion level, the road surface adhesion coefficient corresponding to the second road surface adhesion level is less than the road surface adhesion coefficient corresponding to the third road surface adhesion level, and the road surface feedback information includes no feedback, low feedback, medium feedback, and high feedback.

[0207] The road surface feedback information determination module is specifically configured to:

[0208] In the case that the road surface adhesion level is the first road surface adhesion level, the road surface feedback information is set to no feedback;

[0209] In a case where the road adhesion level is the second road adhesion level and the road type is a non-paved road, the road feedback information is set to low road feedback;

[0210] In a case where the road adhesion level is the second road adhesion level and the road type is a paved road, the road feedback information is set to medium road feedback;

[0211] In a case where the road adhesion level is the third road adhesion level and the road type is a non-paved road, the road feedback information is set to medium road feedback;

[0212] In a case where the road adhesion level is the third road adhesion level and the road type is a paved road, the road feedback information is set to high road feedback.

[0213] Optionally, the third processing module 503 can include:

[0214] The motor allowable feedback torque determination module is configured to determine the motor allowable feedback torque corresponding to each drive motor according to the vehicle feedback information, the road feedback information, the driving information, and the motor working state of each drive motor;

[0215] The target feedback torque determination module is configured to obtain the target feedback torque corresponding to each drive motor according to the motor allowable feedback torque corresponding to each drive motor and the drive motor feedback torque corresponding to each drive motor.

[0216] Optionally, the driving information includes the vehicle speed, the yaw angular velocity, and the wheel speed of each wheel;

[0217] The motor allowable feedback torque determination module can include:

[0218] The vehicle allowable feedback torque determination module is configured to determine the vehicle allowable feedback torque according to the vehicle feedback information and the road feedback information;

[0219] The driving state determination module is configured to determine the driving state according to the vehicle speed, the yaw angular velocity, and the wheel speed of each wheel;

[0220] The first feedback torque determination module is configured to determine the motor allowable feedback torque corresponding to each drive motor according to the vehicle allowable feedback torque, the driving state, and the motor working state of each drive motor.

[0221] Optionally, the vehicle allowable feedback torque determination module is specifically configured to:

[0222] determine a first vehicle target feedback torque according to the vehicle feedback information;

[0223] determine a second vehicle target feedback torque according to the road feedback information;

[0224] The vehicle allowable feedback torque is obtained according to the vehicle feedback information, the first vehicle target feedback torque and the second vehicle target feedback torque.

[0225] Optionally, the driving state includes a yaw state of the vehicle and a slip state of each wheel;

[0226] The driving state determination module includes:

[0227] The slip state determination module is configured to obtain the slip state of each wheel according to a vehicle speed and a wheel speed of each wheel;

[0228] The yaw state determination module is configured to obtain the yaw state of the vehicle according to a vehicle speed and a yaw angular velocity.

[0229] Optionally, the first feedback torque determination module can include:

[0230] The axle allowable feedback torque determination module is configured to obtain the axle allowable feedback torque according to the vehicle allowable feedback torque and the yaw state of the vehicle;

[0231] The second feedback torque determination module is configured to obtain the motor allowable feedback torque corresponding to each driving motor according to the axle allowable feedback torque, the slip state of each wheel and a motor working state of each driving motor.

[0232] Optionally, the yaw state of the vehicle includes a yaw working condition and a non-yaw working condition;

[0233] The axle allowable feedback torque module is specifically configured to:

[0234] In a case where the yaw state of the vehicle is the yaw working condition, the axle allowable feedback torque is obtained according to the vehicle allowable feedback torque and a yaw transfer amount;

[0235] In a case where the yaw state of the vehicle is the non-yaw working condition, the axle allowable feedback torque is obtained according to the vehicle allowable feedback torque.

[0236] Optionally, the motor working state includes a normal motor working state and a motor fault working state, the slip state includes a slip working condition and a non-slip working condition, and the driving motor and the wheel are in one-to-one correspondence;

[0237] The second feedback torque determination module is specifically configured to:

[0238] In a case where the motor working state of the wheel corresponding driving motor is the normal motor working state and the slip state of the wheel is the slip working condition, the motor allowable feedback torque corresponding to the driving motor is obtained according to the axle allowable feedback torque and a slip transfer amount;

[0239] In a case where the motor working state of the driving motor corresponding to the wheel is a motor working failure, the motor allowed regenerative torque corresponding to the driving motor is set to zero.

[0240] In a case where the motor working state of the driving motor corresponding to the wheel is a motor working failure, the motor allowed regenerative torque corresponding to the driving motor is set to zero.

[0241] Optionally, the target regenerative torque determination module is specifically configured to:

[0242] The smaller one of the motor allowed regenerative torque corresponding to each driving motor and the driving motor regenerative torque corresponding to each driving motor is determined as the target regenerative torque corresponding to the driving motor.

[0243] As to the vehicle energy recovery control device in the above-mentioned embodiments, the specific manner in which each module performs operations has been described in detail in the embodiments of the vehicle energy recovery control method, and thus will not be described in detail here.

[0244] The embodiments of the present disclosure also provide a controller, which comprises a memory and a processor, the memory is used to store a computer program, and the processor is used to execute the computer program so as to perform the steps of any one of the above-mentioned vehicle energy recovery control methods.

[0245] In another exemplary embodiment, a vehicle is also provided, which comprises the above-mentioned controller.

[0246] In another exemplary embodiment, a non-transitory computer readable storage medium is also provided, which stores a computer program, and the program is executed by a processor to implement the steps of any one of the above-mentioned vehicle energy recovery control methods.

[0247] The preferred embodiments of the present disclosure are described in detail above with reference to the accompanying drawings, but the present disclosure is not limited to the specific details in the above-mentioned embodiments. Within the technical concept range of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all belong to the protection range of the present disclosure.

[0248] In addition, it should be noted that each specific technical feature described in the above-mentioned specific embodiments can be combined in any appropriate manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0249] In addition, various different embodiments of the present disclosure can also be combined in any appropriate manner, as long as it does not deviate from the idea of the present disclosure, it should also be considered as the disclosed content of the present disclosure.

Claims

1. A vehicle energy recovery control method, characterized in that, include: The vehicle's overall feedback information is determined based on the operating status of each drive motor. Based on the road surface parameters, the road surface feedback information is determined; Based on the vehicle feedback information and the road surface feedback information, the permissible feedback torque of the vehicle is determined; Based on the overall vehicle speed and the wheel speed of each wheel, the slip state of each wheel is obtained. The yaw state of the vehicle is obtained based on the vehicle speed and yaw rate. The allowable feedback torque of the axle is obtained based on the allowable feedback torque of the whole vehicle and the yaw state of the whole vehicle; Based on the allowable feedback torque of the shaft, the slip state of each wheel, and the motor operating state of each drive motor, the allowable feedback torque of each drive motor is obtained. Based on the allowable feedback torque of each drive motor and the feedback torque of each drive motor, the target feedback torque of each drive motor is obtained, and the drive motor is controlled to operate according to the target feedback torque of each drive motor to perform energy recovery.

2. The vehicle energy recovery control method according to claim 1, characterized in that, The process of determining the vehicle's overall feedback information based on the operating status of each drive motor includes: The vehicle's overall feedback information is determined based on the high-voltage system status and the operating status of each drive motor.

3. The vehicle energy recovery control method according to claim 2, characterized in that, The process of determining the vehicle's overall feedback information based on the high-voltage system status and the operating status of each drive motor includes: The motor state type is determined based on the motor operating state of each drive motor. Based on the motor status type and high-voltage system status, the vehicle's overall feedback information is determined.

4. The vehicle energy recovery control method according to claim 3, characterized in that, The vehicle includes four independent drive motors. The motor operating status includes normal motor operation and motor malfunction. The motor status types include single motor malfunction, same-side dual motor malfunction, coaxial dual motor malfunction, cross dual motor malfunction, three-motor malfunction, four-motor malfunction, and four-motor normal operation. The vehicle feedback information includes normal vehicle feedback capability, degraded vehicle feedback capability, and no vehicle feedback capability. The process of determining the vehicle's overall feedback information based on the motor state type and high-voltage system state includes: When the motor status type is "all four motors are normal" and the high voltage system status is "normal", the vehicle feedback information is set to "vehicle feedback capability is normal". When the motor status type is the single motor failure / coaxial dual motor failure / cross dual motor failure, and the high voltage system status is normal, the vehicle feedback information is set to the degraded vehicle feedback capability. When the motor status type is a dual-motor fault on the same side / a three-motor fault / a four-motor fault, or when the high-voltage system status is faulty, the vehicle's overall feedback information is set to "no feedback capability".

5. The vehicle energy recovery control method according to any one of claims 2 to 4, characterized in that, The motor's operating status is obtained in the following way: The motor's operating status is determined based on the motor temperature, the motor's maximum allowable feedback torque, and the communication status.

6. The vehicle energy recovery control method according to any one of claims 2 to 4, characterized in that, The status of the high-voltage system is obtained in the following manner: The status of the high-voltage system is determined based on the status of the battery system and the high-voltage line.

7. The vehicle energy recovery control method according to claim 1, characterized in that, The road surface parameters include road surface type and road surface adhesion coefficient. The process of determining road surface feedback information based on these parameters includes: Determine the road surface adhesion level based on the road surface adhesion coefficient; Based on the road surface type and the road surface adhesion level, road surface feedback information is determined.

8. The vehicle energy recovery control method according to claim 7, characterized in that, The road surface type includes paved road surface and unpaved road surface, and the road surface adhesion level includes a first road surface adhesion level, a second road surface adhesion level and a third road surface adhesion level. The road surface adhesion coefficient corresponding to the first road surface adhesion level is less than the road surface adhesion coefficient corresponding to the second road surface adhesion level, and the road surface adhesion coefficient corresponding to the second road surface adhesion level is less than the road surface adhesion coefficient corresponding to the third road surface adhesion level. The road surface feedback information includes no road surface feedback, low road surface feedback, medium road surface feedback and high road surface feedback. The process of determining road surface feedback information based on the road surface type and the road surface adhesion level includes: When the road surface adhesion level is the first road surface adhesion level, the road surface feedback information is set to no feedback. When the road surface adhesion level is the second road surface adhesion level and the road surface type is the unpaved road surface, the road surface feedback information is set to low road surface feedback. When the road surface adhesion level is the second road surface adhesion level and the road surface type is the paved road surface, the road surface feedback information is set to feedback in the road surface; When the road surface adhesion level is the third road surface adhesion level and the road surface type is the unpaved road surface, the road surface feedback information is set to feedback in the road surface. When the road surface adhesion level is the third road surface adhesion level and the road surface type is the paved road surface, the road surface feedback information is set to the high road surface feedback.

9. The vehicle energy recovery control method according to claim 1, characterized in that, The step of determining the permissible feedback torque of the vehicle based on the vehicle feedback information and the road surface feedback information includes: Based on the vehicle feedback information, the first vehicle target feedback torque is determined; Based on the road surface feedback information, the second target feedback torque for the entire vehicle is determined; Based on the vehicle feedback information, the first vehicle target feedback torque, and the second vehicle target feedback torque, the permissible feedback torque of the vehicle is obtained.

10. The vehicle energy recovery control method according to claim 1, characterized in that, The yaw state of the vehicle includes yaw conditions and non-yaw conditions; The step of obtaining the axle allowable feedback torque based on the vehicle's allowable feedback torque and the vehicle's yaw state includes: When the yaw state of the whole vehicle is the yaw condition, the allowable feedback torque of the axle is obtained based on the allowable feedback torque of the whole vehicle and the yaw transfer amount. When the yaw state of the entire vehicle is the non-yaw condition, the allowable feedback torque of the axle is obtained based on the allowable feedback torque of the entire vehicle.

11. The vehicle energy recovery control method according to claim 1, characterized in that, The motor operating state includes normal motor operation and motor malfunction; the slip state includes slip condition and non-slip condition; and the drive motor and wheel correspond one-to-one. The step of obtaining the allowable feedback torque for each drive motor based on the allowable feedback torque of the shaft, the slip state of each wheel, and the motor operating state of each drive motor includes: When the motor working state of the drive motor corresponding to the wheel is normal and the slip state of the wheel is the slip condition, the allowable feedback torque of the motor corresponding to the drive motor is obtained according to the allowable feedback torque of the shaft and the slip transfer amount. When the motor working state of the drive motor corresponding to the wheel is normal and the slip state of the wheel is the non-slip condition, the allowable feedback torque of the motor corresponding to the drive motor is obtained according to the allowable feedback torque of the shaft. If the motor operating status of the drive motor corresponding to the wheel is a motor malfunction, the allowable feedback torque of the motor corresponding to that drive motor is set to zero.

12. The vehicle energy recovery control method according to claim 1, characterized in that, The step of obtaining the target feedback torque for each drive motor based on the allowable feedback torque of each drive motor and the feedback torque of each drive motor includes: The smaller of the allowable feedback torque of the motor corresponding to each drive motor and the feedback torque of the drive motor corresponding to each drive motor is determined as the target feedback torque of the drive motor.

13. A controller, characterized in that, 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 vehicle energy recovery control method according to any one of claims 1 to 12.

14. A vehicle, characterized in that, The vehicle includes the controller as described in claim 13.

15. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the program implements the steps of the vehicle energy recovery control method according to any one of claims 1 to 12.

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