Braking energy recovery methods and storage media, controllers, and vehicles

Abstract

This invention discloses a braking energy recovery method, storage medium, controller, and vehicle. The method includes: calculating the vehicle's load in real time; determining the maximum braking negative torque based on the vehicle's braking depth and load during braking; determining the braking recovery torque applied by the drive motor to each drive wheel of the vehicle based on the maximum braking negative torque; and controlling the drive motor to apply the corresponding braking recovery torque to the corresponding drive wheel, thereby achieving vehicle braking and braking energy recovery. This method calculates the vehicle's load in real time, determines the maximum braking negative torque based on the vehicle's braking depth and load during braking, determines the braking recovery torque applied by the drive motor to each drive wheel of the vehicle based on the maximum braking negative torque, and controls the drive motor to apply the corresponding braking recovery torque to the corresponding drive wheel, thereby achieving safe braking while improving the braking energy recovery rate.

Description

Technical Field

[0001] This invention relates to the field of energy recovery technology, and in particular to a braking energy recovery method, storage medium, controller, and vehicle. Background Technology

[0002] In urban driving conditions, approximately 50% or more of the driving energy is lost during braking, while in suburban conditions, up to 20% of the driving energy is lost during braking. Maximizing the storage of energy during braking and coasting can improve the driving range of new energy vehicles.

[0003] With the increasing penetration of new energy heavy-duty trucks, these trucks are being used more widely in various scenarios. How to maintain good energy efficiency and reduce energy consumption in these diverse environments is a problem that those skilled in the art need to solve. Summary of the Invention

[0004] This invention aims to at least partially solve one of the technical problems in related technologies. Therefore, one objective of this invention is to provide a braking energy recovery method that improves the braking energy recovery rate while achieving safe braking of a vehicle.

[0005] A second objective of this invention is to provide a computer-readable storage medium.

[0006] The third objective of this invention is to provide an electronic device.

[0007] The fourth objective of this invention is to provide a vehicle.

[0008] To achieve the above objectives, a first aspect of the present invention provides a braking energy recovery method for a vehicle. The method includes: calculating the vehicle's load in real time; determining a maximum braking negative torque based on the vehicle's braking depth and the load when the vehicle brakes; determining a braking recovery torque applied by a drive motor to each drive wheel of the vehicle based on the maximum braking negative torque; and controlling the drive motor to apply a corresponding braking recovery torque to the corresponding drive wheel, thereby realizing the vehicle's braking and braking energy recovery.

[0009] According to the braking energy recovery method of the present invention, the vehicle load is calculated in real time. When the vehicle brakes, the maximum braking negative torque is determined according to the vehicle braking depth and load. The braking recovery torque applied by the drive motor to each drive wheel of the vehicle is determined according to the maximum braking negative torque. The drive motor is then controlled to apply the corresponding braking recovery torque to the corresponding drive wheel, thereby achieving safe braking of the vehicle while improving the braking energy recovery ratio.

[0010] In addition, the braking energy recovery method proposed in the above embodiments of the present invention may also have the following additional technical features:

[0011] According to one embodiment of the present invention, the real-time calculation of the vehicle's load includes: acquiring the vehicle's total driving force, rolling resistance, frontal resistance, slope resistance, rotational inertia force, and acceleration; using longitudinal dynamics, calculating the vehicle's load based on the total driving force, rolling resistance, frontal resistance, slope resistance, rotational inertia force, and acceleration to obtain a first vehicle weight; and verifying the first vehicle weight to obtain the final load.

[0012] According to one embodiment of the present invention, the step of verifying the first vehicle weight includes: obtaining a second vehicle weight and a third vehicle weight, wherein the second vehicle weight is calculated by the vehicle's braking system and the third vehicle weight is calculated by the vehicle's transmission controller; and verifying the first vehicle weight based on the second vehicle weight and the third vehicle weight.

[0013] According to one embodiment of the present invention, the vehicle employs dual drive axles, namely a middle axle and a rear axle, and the drive wheels include a left rear drive wheel and a right rear drive wheel. The step of determining the regenerative braking torque applied by the drive motor to each drive wheel of the vehicle based on the maximum negative braking torque includes: determining the negative braking torque of the middle axle and the negative braking torque of the rear axle based on the negative braking torque distribution ratio of the middle axle and the rear axle, and determining the regenerative braking torque applied by the drive motor to the left rear drive wheel and the right rear drive wheel based on the negative braking torque of the middle axle and the negative braking torque of the rear axle.

[0014] According to one embodiment of the present invention, the method further includes: while controlling the drive motor to apply a corresponding regenerative braking torque to the corresponding drive wheel, adjusting the regenerative braking torque applied by the drive motor to the drive wheel according to the drive wheel slip ratio of the drive wheel.

[0015] According to one embodiment of the present invention, adjusting the regenerative braking torque applied to the drive wheel by the drive motor based on the drive wheel slip ratio of the drive wheel includes: if the drive wheel slip ratio is equal to a first preset threshold, controlling the drive motor to reduce the regenerative braking torque applied to the drive wheel; and when the drive wheel slip ratio is less than the first preset threshold, controlling the drive motor to apply a corresponding regenerative braking torque to the drive wheel according to a preset ratio, wherein the first preset threshold is determined by the critical point of activation of the braking system.

[0016] According to one embodiment of the present invention, before determining the maximum braking negative torque based on the braking depth of the vehicle and the load, the method further includes: determining that the vehicle meets the energy recovery conditions.

[0017] To achieve the above objectives, a second aspect of the present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the braking energy recovery method as proposed in the first aspect of the present invention.

[0018] To achieve the above objectives, a third aspect of the present invention provides a controller, including a memory and a processor, wherein the memory stores a computer program, and when the computer program is executed by the processor, it implements the braking energy recovery method as proposed in the first aspect of the present invention.

[0019] To achieve the above objectives, a fourth aspect of the present invention provides a vehicle including a controller as proposed in a third aspect of the present invention.

[0020] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0021] Figure 1 This is an architectural diagram of a vehicle braking system according to an embodiment of the present invention;

[0022] Figure 2 This is a flowchart of a braking energy recovery method according to an embodiment of the present invention;

[0023] Figure 3 This is a flowchart illustrating the determination of vehicle load according to an embodiment of the present invention;

[0024] Figure 4 This is a flowchart of a method for correcting the weight of a first vehicle according to an embodiment of the present invention;

[0025] Figure 5 This is a flowchart illustrating the determination of the regenerative braking torque of the drive wheels according to an embodiment of the present invention;

[0026] Figure 6 This is a flowchart of a braking energy recovery method according to a specific embodiment of the present invention;

[0027] Figure 7 This is a structural block diagram of the controller according to an embodiment of the present invention;

[0028] Figure 8 This is a schematic diagram of a vehicle according to an embodiment of the present invention. Detailed Implementation

[0029] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0030] Improving driving range is not only a crucial indicator for evaluating the technological level of new energy heavy-duty trucks, but also a key product performance focus for customers. Measures taken to improve the driving range of new energy heavy-duty trucks include increasing the duration of regenerative braking, increasing the intensity of negative braking torque, adjusting the limits of battery recharge, and conducting energy flow analysis to ensure the drive system operates within its efficient range, reducing unnecessary energy consumption. However, these measures cannot meet the needs of new energy heavy-duty trucks in various scenarios.

[0031] To address the aforementioned problems, embodiments of the present invention provide a braking energy recovery method, a storage medium, a controller, and a vehicle. The braking energy recovery method, storage medium, controller, and vehicle of the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0032] The braking energy recovery method of this invention is used in vehicles. The vehicle braking system employs a parallel braking system.

[0033] The vehicle braking system configuration in this embodiment of the invention is the same as that of a conventional parallel braking system for new energy vehicles.

[0034] Specifically, such as Figure 1 As shown, the vehicle braking system consists of controllers such as the Vehicle Control Unit (VCU), Battery Management System (BMS), Motor Control Unit (MCU), Transmission Control Unit (TCU), and Anti-lock Brake System (ABS), as well as components such as brake valve actuators and low-voltage and high-voltage related wiring harnesses.

[0035] The vehicle control unit (VCU), battery management system (BMS), high-voltage drive system (MCU), transmission control unit (TCU), and braking system (ABS) communicate via a CAN bus. The VCU is connected to the foot brake switch and brake valve sensor via a low-voltage 24V hardwire. The VCU is responsible for collecting foot brake switch signals and brake valve travel signals. Based on the foot brake switch signal, it determines whether the vehicle is braking; based on the brake valve travel signal, it determines the braking depth.

[0036] In this embodiment of the invention, the vehicle control unit (VCU) is used to calculate the driving force torque (including feedback torque) at the end of the drive wheels.

[0037] Figure 2 This is a flowchart of a braking energy recovery method according to an embodiment of the present invention. Figure 2 As shown, the braking energy recovery method may include:

[0038] S101 calculates the vehicle's load in real time and determines the maximum braking negative torque based on the vehicle's braking depth and load when the vehicle brakes.

[0039] S102 determines the regenerative braking torque applied by the drive motor to each drive wheel of the vehicle based on the maximum negative braking torque, and controls the drive motor to apply the corresponding regenerative braking torque to the corresponding drive wheel to achieve vehicle braking and regenerative braking energy recovery.

[0040] It should be noted that in different scenarios, such as significant differences in vehicle load between empty and fully loaded conditions, the vehicle braking control measures implemented will differ depending on the load. To achieve safe braking control while improving the braking energy recovery rate in different scenarios, this embodiment of the invention calculates the vehicle load in real time and determines the maximum braking negative torque based on the vehicle's braking depth and load during braking.

[0041] Specifically, the vehicle control unit (VCU) calculates the vehicle's load in real time and monitors the foot brake switch for a foot brake open signal via electrical signals. When a foot brake open signal is detected, the VCU acquires the travel signal from the brake foot valve sensor in real time to identify the driver's current braking depth requirement. Based on the brake foot valve travel signal, the vehicle's braking depth is determined. The maximum braking negative torque is determined based on the braking depth and load. The regenerative braking torque applied by the drive motor to each drive wheel is then determined based on the maximum braking negative torque. The drive motor is then controlled to apply the corresponding regenerative braking torque to the corresponding drive wheels, achieving safe braking while increasing the regenerative braking ratio.

[0042] In one embodiment of the present invention, before determining the maximum braking negative torque based on the vehicle's braking depth and load, the braking energy recovery method further includes: determining that the vehicle meets the energy recovery conditions.

[0043] Specifically, when the vehicle starts, the vehicle control unit (VCU) is activated. To ensure driving safety, when the vehicle brakes, the VCU determines whether the vehicle should perform energy recovery based on information such as the brake pedal status signal, accelerator pedal status signal, vehicle speed, battery state of charge (SOC), ABS activation status, and vehicle fault information.

[0044] For example, after the vehicle is in normal operation, when the vehicle speed exceeds a certain speed such as 20 kph (kilometers per hour), the vehicle control unit (VCU) recognizes that the driver has a braking request or detects the braking depth or braking open signal. The VCU vehicle control system calculates the negative torque (maximum braking negative torque) that meets the maximum power generation capacity of the high-voltage drive system MCU based on the calculated load, the collected braking depth, the vehicle speed, etc.

[0045] For example, during vehicle operation, when ABS is activated, even with a large braking depth, the electric drive system has the ability to generate electricity and the power battery has the ability to regenerate energy. The vehicle control unit (VCU) needs to disable the regenerative braking torque request and disable the regenerative braking function.

[0046] For example, during vehicle operation, when a high-level fault occurs, such as a level 2 or higher vehicle fault, the vehicle control unit (VCU) needs to disable the regenerative braking torque request and disable the regenerative braking function.

[0047] For example, during vehicle operation, if the braking depth is greater than 90% or the braking depth change rate is greater than the preset depth change rate, the vehicle control unit (VCU) needs to turn off the regenerative braking function.

[0048] For example, during vehicle operation, when braking is required, the motor's power generation cannot exceed the battery's maximum charging power. Simultaneously, motor braking cannot be used when the battery's state of charge is too high. When the motor speed is too low, the motor cannot provide stable braking torque, and its efficiency is also low; therefore, motor braking cannot be used when the motor speed is too low.

[0049] The maximum braking negative torque is calculated when the vehicle meets the conditions for entering energy recovery. Specifically, the vehicle control unit (VCU) calculates the maximum braking negative torque based on vehicle load, braking depth, current vehicle speed, current gear, vehicle gradient, battery recovery capacity, drive system power generation capacity, and ABS activation status.

[0050] In one embodiment of the present invention, such as Figure 3 As shown, real-time calculation of vehicle load can include:

[0051] S201, obtain the vehicle's total driving force, rolling resistance, wind resistance, slope resistance, rotational inertia force and acceleration;

[0052] S202, using longitudinal dynamics, calculates the vehicle's load based on the vehicle's driving force, rolling resistance, wind resistance, slope resistance, rotational inertia force, and acceleration, and obtains the first vehicle weight;

[0053] S203, the weight of the first vehicle is checked to obtain the load capacity.

[0054] Specifically, the vehicle control unit (VCU) acquires the vehicle's driving force, rolling resistance, frontal drag, gradient drag, rotational inertia force, and acceleration. Based on longitudinal dynamics, the VCU calculates the ratio between the difference between the driving force and the acceleration (the difference between rolling resistance, frontal drag, gradient drag, and rotational inertia force), thus obtaining the initial vehicle weight. That is:

[0055]

[0056] To ensure the accuracy of the first vehicle weight calculated by the vehicle controller (VCU), the first vehicle weight calculated using the above formula is checked to determine the vehicle load used to calculate the maximum braking negative torque.

[0057] In one embodiment of the present invention, such as Figure 4 As shown, the weight of the first vehicle is checked, including:

[0058] S301, obtain the second vehicle weight and the third vehicle weight, wherein the second vehicle weight is calculated by the vehicle's braking system and the third vehicle weight is calculated by the vehicle's transmission controller;

[0059] S302, the weight of the first vehicle is checked based on the weights of the second and third vehicles.

[0060] In practice, during vehicle operation, the vehicle's ABS braking system estimates the load acting on the tires by measuring the pressure during braking and combining it with the characteristics of the braking system (such as the diameter and coefficient of friction of the brake disc), thereby calculating the vehicle weight and obtaining the second vehicle weight.

[0061] It is feasible to estimate the vehicle weight and obtain a third vehicle weight by using data collected by the vehicle speed sensor, engine speed sensor and acceleration sensor, combined with the vehicle dynamics model during vehicle operation.

[0062] Specifically, when the vehicle control unit (VCU) calculates the first vehicle weight, it obtains the second vehicle weight calculated by the braking system (ABS) and the third vehicle weight calculated by the transmission control unit (TCU). The first vehicle weight is then checked based on the second and third vehicle weights to ensure the accuracy of the load calculated by the VCU.

[0063] In an embodiment of the present invention, the weight of the second vehicle and the weight of the third vehicle are both greater than 15 tons and not more than 90 tons.

[0064] For example, the absolute deviation between the first vehicle weight and the second vehicle weight is calculated to obtain the first absolute deviation, and the absolute deviation between the first vehicle weight and the third vehicle weight is calculated to obtain the second absolute deviation. If the first absolute deviation and the second absolute deviation do not exceed a preset deviation value, such as 10 tons, then the load calculated by the vehicle control system (VCU) is determined to be accurate. If the first absolute deviation and / or the second absolute deviation exceed the preset deviation value, the vehicle load is recalculated, and the calculated load is verified.

[0065] In one specific embodiment of the present invention, such as Figure 5 As shown, the vehicle uses dual drive axles, namely a middle axle and a rear axle. The drive wheels include the left rear wheel and the right rear wheel. The regenerative braking torque applied to each drive wheel by the drive motor is determined based on the maximum negative braking torque, including:

[0066] S401, using the braking negative torque distribution ratio of the middle axle and the rear axle, determines the braking negative torque of the middle axle and the braking negative torque of the rear axle based on the maximum braking negative torque.

[0067] S402 determines the regenerative braking torque applied by the drive motor to the left and right rear wheels based on the negative braking torque of the middle axle and the negative braking torque of the rear axle.

[0068] In this embodiment, the vehicle employs a dual-drive axle. The dual-drive axle consists of a middle axle and a rear axle. The drive wheels include a left rear wheel and a right rear wheel.

[0069] Specifically, the vehicle control unit (VCU) obtains the braking negative torque distribution ratio between the middle and rear axles from the transmission control unit (TCU). Based on this ratio, the maximum braking negative torque is distributed to determine the magnitude of the torque borne by each axle (middle axle braking negative torque and rear axle braking negative torque). This distribution method, by controlling the torque demand, ensures that both axles operate within their efficient external characteristic range as much as possible, while eliminating safety risks such as vehicle slippage.

[0070] Based on the negative braking torque of the middle axle and the negative braking torque of the rear axle, the required regenerative braking torque to be applied by the drive motor to the left and right rear wheels is determined, and the drive motor is controlled to apply the corresponding regenerative braking torque to the left and right rear wheels. This improves the regenerative braking ratio while ensuring driving safety.

[0071] In one embodiment of the present invention, the braking energy recovery method may further include:

[0072] While controlling the drive motor to apply the corresponding regenerative braking torque to the corresponding drive wheel, the regenerative braking torque applied by the drive motor to the drive wheel is adjusted according to the drive wheel slip ratio of that drive wheel.

[0073] It should be noted that the braking system of the vehicle in this embodiment of the invention is a parallel braking system.

[0074] To ensure braking safety, this embodiment of the invention determines the regenerative braking torque applied by the drive motor to each drive wheel, and while controlling the drive motor to apply the corresponding regenerative braking torque to the corresponding drive wheel, monitors the drive wheel slip ratio of each drive wheel. When the drive wheel slip ratio exceeds the preset slip ratio, it is necessary to reduce the corresponding regenerative braking torque applied to the corresponding drive wheel so that the moment of braking energy recovery does not cause the overall vehicle slip ratio to be too large, thereby activating the drive anti-slip function and endangering driving safety.

[0075] In this embodiment of the invention, during vehicle operation, when braking is required (and the vehicle meets energy recovery conditions), the braking recovery torque (total braking force) applied to the drive wheels is divided into drive wheel friction braking force (mechanical braking force) and electric motor braking force. To fully utilize the electric motor braking force, the total braking force is preferentially allocated to the electric motor braking force. When the electric motor braking force is insufficient to meet braking requirements, the electric motor braking force is gradually disengaged, and the ABS braking system compensates by controlling the friction braking force to ensure smooth vehicle deceleration. The magnitude of the drive wheel friction braking force is dynamically adjusted by the ABS braking system, typically with the slip ratio as the target.

[0076] In the braking energy recovery method of this invention, during vehicle operation, the vehicle controller (VCU) adopts a parallel braking force distribution strategy. During the deceleration and braking process of the vehicle, the drive wheel friction braking system and the regenerative braking system are independent of each other and do not affect each other.

[0077] In one embodiment of the present invention, such as Figure 6 As shown, adjusting the regenerative braking torque applied to the drive wheel by the drive motor according to the drive wheel slip ratio includes:

[0078] If the slip ratio of the drive wheel is equal to the first preset threshold, the drive motor is controlled to reduce the regenerative braking torque applied to the drive wheel. When the slip ratio of the drive wheel is less than the first preset threshold, the drive motor is controlled to apply the corresponding regenerative braking torque to the drive wheel according to a preset ratio. The first preset threshold is determined by the critical point of activation of the braking system.

[0079] It should be noted that the first preset threshold is determined by the drive wheel slip ratio when the drive wheels approach the critical point of ABS activation (the ABS anti-skid system is about to be activated). In other words, the first preset threshold can be set based on the drive wheel slip ratio at the critical point of ABS activation and the safe slip ratio interval.

[0080] Specifically, the vehicle control unit (VCU) calculates the slip ratio of each drive wheel. When the slip ratio of a drive wheel equals a first preset threshold, which is close to the critical point for ABS activation, the regenerative braking torque applied to that drive wheel is appropriately reduced to decrease its slip ratio and prevent wheel slippage. By reducing braking force, the activation time of the ABS system is shortened, thereby increasing the regenerative braking ratio. It should be noted that once the ABS system is activated, the electric motor braking disengages, and there is no more energy regeneration; only pure mechanical braking remains.

[0081] Once the slip ratio of the drive wheel falls below a first preset threshold, indicating a return to a safer level, the regenerative braking torque applied to the drive wheel is increased at a certain ratio. In other words, while continuing to apply electric motor power, the mechanical braking applied by the ABS is reduced to maximize energy recovery.

[0082] It should be noted that when the drive wheel slip ratio approaches the critical point for ABS activation, the vehicle speed is relatively low (low speed indicates insufficient motor power), or the braking negative torque is relatively high (high braking negative torque poses a safety hazard), it can be determined that the motor power may not meet the braking requirements. In such cases, appropriately reducing the braking regenerative torque applied to the drive wheel can shorten the ABS activation time and further improve the braking energy recovery rate.

[0083] In an embodiment of the present invention, the braking system ABS provides feedback via CAN messages on the current vehicle speed, second vehicle weight, and the activation status of the anti-lock braking system ABS.

[0084] In an embodiment of the present invention, the transmission control system (TCU) uses CAN messages to provide feedback on the current vehicle's slope, actual gear, third vehicle weight, and drive axle braking negative torque distribution ratio, etc.

[0085] In an embodiment of the present invention, the high-voltage drive system MCU calculates the maximum power generation capacity allowed by the electric drive system in real time, and the power battery management system (BMS) calculates the regenerative power of the power battery in real time.

[0086] In this embodiment of the invention, the vehicle control unit (VCU) is used to determine the timing for disengaging the electric motor braking (energy recovery). Specifically, the VCU determines whether the current state of the vehicle meets preset energy recovery disengagement conditions. These conditions include whether the vehicle speed is less than a preset disengagement speed threshold (minimum disengagement speed), and external conditions such as whether the ABS (Anti-lock Braking System) is activated.

[0087] The braking energy recovery method of this invention can achieve a relatively good energy consumption level in various scenarios and dynamically changing operating conditions, improving the braking energy recovery ratio while providing better driving performance.

[0088] The braking energy recovery method of this invention dynamically adjusts the energy recovery intensity based on braking depth, real-time calculated vehicle load, and drive wheel slip ratio, thereby maximizing kinetic energy recovery while ensuring safety.

[0089] This invention provides a computer-readable storage medium.

[0090] In this embodiment, a computer program is stored on a computer-readable storage medium, which, when executed by a processor, implements the braking energy recovery method as described above.

[0091] This invention provides a controller.

[0092] In this embodiment, the controller may include a memory and a processor. The memory stores a computer program, which, when executed by the processor, implements the braking energy recovery method as described above.

[0093] Figure 7 This is a structural block diagram of the controller according to an embodiment of the present invention.

[0094] like Figure 7 As shown, the controller 500 includes a processor 501 and a memory 503. The processor 501 and the memory 503 are connected, for example, via a bus 502. Optionally, the controller 500 may also include a transceiver 504. It should be noted that in practical applications, the transceiver 504 is not limited to one, and the structure of the controller 500 does not constitute a limitation on the embodiments of the present invention.

[0095] Processor 501 may be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It can implement or execute the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this invention. Processor 501 may also be a combination that implements computational functions, such as including one or more microprocessor combinations, a combination of a DSP and a microprocessor, etc.

[0096] Bus 502 may include a path for transmitting information between the aforementioned components. Bus 502 may be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus, etc. Bus 502 can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 7 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0097] The memory 503 stores a computer program corresponding to the regenerative braking method of the above embodiments of the present invention. This computer program is executed under the control of the processor 501. The processor 501 executes the computer program stored in the memory 503 to implement the content shown in the aforementioned method embodiments.

[0098] The controller 500 includes, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (personal digital assistants), PADs (tablet computers), PMPs (portable multimedia players), and in-vehicle terminals (such as in-vehicle navigation terminals), as well as fixed terminals such as digital TVs and desktop computers. Figure 7 The controller 500 shown is merely an example and should not be construed as limiting the functionality and scope of use of embodiments of the present invention.

[0099] This invention provides a vehicle.

[0100] Figure 8 This is a schematic diagram of a vehicle according to an embodiment of the present invention. Figure 8 As shown, vehicle 1000 includes controller 500 as described above.

[0101] The computer-readable storage medium, controller, and vehicle of this invention dynamically adjust the energy recovery intensity based on braking depth, real-time calculated vehicle load, and drive wheel slip ratio, thereby maximizing kinetic energy recovery while ensuring safety.

[0102] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be specifically implemented in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0103] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0104] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0105] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0106] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0107] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0108] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0109] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A method for recovering braking energy, characterized in that, For use in a vehicle, wherein the vehicle is a new energy heavy-duty truck, the method includes: The vehicle's load is calculated in real time, and the maximum braking negative torque is determined based on the vehicle's braking depth and the load when the vehicle brakes. The regenerative braking torque applied by the drive motor to each drive wheel of the vehicle is determined based on the maximum negative braking torque, and the drive motor is controlled to apply the corresponding regenerative braking torque to the corresponding drive wheel to achieve braking and regenerative braking energy recovery of the vehicle; the real-time calculation of the vehicle's load includes: The vehicle's total driving force, rolling resistance, frontal resistance, slope resistance, rotational inertia force, and acceleration are obtained. Using longitudinal dynamics, the vehicle's load is calculated based on the vehicle's driving force, rolling resistance, wind resistance, slope resistance, rotational inertia force, and acceleration to obtain the first vehicle weight; The weight of the first vehicle is checked to obtain the load capacity; the checking of the weight of the first vehicle includes: The second vehicle weight and the third vehicle weight are obtained, wherein the second vehicle weight is calculated by the vehicle's braking system and the third vehicle weight is calculated by the vehicle's transmission controller. The weight of the first vehicle is checked based on the second vehicle weight and the third vehicle weight.

2. The braking energy recovery method according to claim 1, characterized in that, The vehicle employs a dual drive axle, consisting of a middle axle and a rear axle. The drive wheels include a left rear drive wheel and a right rear drive wheel. Determining the regenerative braking torque applied by the drive motor to each drive wheel of the vehicle based on the maximum negative braking torque includes: Using the braking negative torque distribution ratio between the middle axle and the rear axle, the braking negative torque of the middle axle and the braking negative torque of the rear axle are determined based on the maximum braking negative torque. The braking recovery torque applied by the drive motor to the left and right rear drive wheels is determined based on the negative braking torque of the middle axle and the negative braking torque of the rear axle.

3. The braking energy recovery method according to claim 1, characterized in that, The method further includes: While controlling the drive motor to apply the corresponding regenerative braking torque to the corresponding drive wheel, the regenerative braking torque applied by the drive motor to the drive wheel is adjusted according to the drive wheel slip ratio of the drive wheel.

4. The braking energy recovery method according to claim 3, characterized in that, The step of adjusting the regenerative braking torque applied to the drive wheel by the drive motor according to the drive wheel slip ratio includes: If the slip ratio of the drive wheel is equal to a first preset threshold, the drive motor is controlled to reduce the regenerative braking torque applied to the drive wheel. When the slip ratio of the drive wheel is less than the first preset threshold, the drive motor is controlled to apply a corresponding regenerative braking torque to the drive wheel according to a preset ratio. The first preset threshold is determined by the critical point of activation of the braking system.

5. The braking energy recovery method according to claim 1, characterized in that, Before determining the maximum braking negative torque based on the vehicle's braking depth and the load, the method further includes: The vehicle is determined to meet the energy recovery conditions.

6. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the braking energy recovery method as described in any one of claims 1-5.

7. A controller, comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the computer program is executed by the processor, it implements the braking energy recovery method as described in any one of claims 1-5.

8. A vehicle, characterized in that, Includes the controller as described in claim 7.

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