Energy recovery method for vehicle steering process and vehicle

Abstract

The application provides a vehicle steering process energy recovery method and a vehicle. The method comprises the following steps: acquiring a current vehicle speed, a current steering angle, a current brake pedal opening degree and a current power battery electric quantity; when it is determined that the vehicle meets a preset energy recovery condition, obtaining a current allowed maximum energy recovery torque according to the current electric quantity, the current steering angle, the current brake pedal opening degree and a current state of a driving motor; determining a required braking torque of each wheel of the vehicle according to the current steering angle and the current brake pedal opening degree, determining an energy recovery torque of each wheel according to the current allowed maximum energy recovery torque, and exerting a corresponding individual braking force on each wheel to recover energy according to the required braking torque and the corresponding energy recovery torque of each wheel. Thus, the problem that energy recovery is prone to cause the vehicle to spin and affect the energy recovery efficiency can be solved, and the energy recovery efficiency can be improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicles, and more particularly, to a method for energy recovery in a vehicle steering process and a vehicle. BACKGROUND

[0002] The braking system of a new energy vehicle can also use drive motor braking to achieve energy recovery and reuse, which significantly reduces the consumption of clean energy, prolongs the driving range of the vehicle, and energy recovery can reduce energy consumption and emissions while improving the driving range. Whether it is coasting energy recovery or braking energy recovery, the relevant boundary conditions should be considered during the recovery process to limit the value of the recovered kinetic energy to ensure the stability and comfort of the vehicle during the recovery process.

[0003] The energy recovery method in the related art has certain limitations: first, energy recovery during steering can easily cause the vehicle body to be unstable. According to the friction circle principle, the ground force on the wheels is constant. If the longitudinal force is too large, such as the energy recovery force, the ground can provide less lateral force, resulting in a large lateral acceleration and yaw of the vehicle during steering, reducing the stability of the vehicle body.

[0004] Secondly, in the above process, if the lateral acceleration of the vehicle reaches a certain value, the ESC (Electronic-Stability-Controller, vehicle body electronic stability system) stability control function will be triggered. The general strategy of the VCU (Vehicle Control Unit, vehicle control unit) is to directly exit energy recovery. Even after the ESC exits control, energy recovery will not be re-entered during the current braking or coasting process, thereby reducing the recovery efficiency. SUMMARY

[0005] The present application provides a method for energy recovery in a vehicle steering process and a vehicle. The method can solve the problem of related art energy recovery during steering, which can easily cause the vehicle body to be unstable, the vehicle to spin and affect the energy recovery efficiency. Each wheel can be energy recovered by the braking force of each wheel and the energy recovery value, preventing the vehicle from spinning, providing energy recovery efficiency, and reducing safety risks.

[0006] In a first aspect, a method for energy recovery in a vehicle steering process is provided. The vehicle is independently controlled by an electronic mechanical braking system for each wheel. The method includes:

[0007] obtaining the current speed, current steering angle, current brake pedal opening degree of the vehicle, and current power battery power;

[0008] determining a current allowed maximum energy recovery torque according to the current electric quantity, the current steering angle, the current brake pedal opening and a current state of the drive motor, when it is determined that the vehicle meets preset energy recovery conditions according to the current electric quantity, the current vehicle speed, the current brake pedal opening and the current steering angle; and

[0009] determining a required braking torque of each wheel of the vehicle according to the current steering angle and the current brake pedal opening, determining an actual energy recovery torque of the vehicle according to the current allowed maximum energy recovery torque and the required braking torque of each wheel, and braking and energy recovery are performed during vehicle steering according to the actual energy recovery torque.

[0010] By the above technical solution, the problem that the related art is prone to causing unstable vehicle body, vehicle spin and affecting energy recovery efficiency when energy recovery is performed during steering can be solved, energy recovery torque of each wheel can be performed by the braking force and energy recovery value of each wheel, vehicle spin is prevented, energy recovery efficiency is provided, and safety risk is reduced.

[0011] In combination with the first aspect, in some possible implementation manners, the current allowed maximum energy recovery torque is determined according to the current electric quantity, the current steering angle, the current brake pedal opening and a current state of the drive motor, including:

[0012] obtaining an energy recovery limit value of the power battery;

[0013] determining an allowed charging electric quantity of the power battery according to the current electric quantity and the energy recovery limit value, and calculating an energy recovery duration according to the current steering angle and the current brake pedal opening;

[0014] obtaining a maximum charging power of the power battery according to the allowed charging electric quantity and the energy recovery duration, and obtaining the current allowed maximum energy recovery torque according to the maximum charging power and a current state of the drive motor.

[0015] By the above technical solution, the current allowed maximum energy recovery torque can be obtained according to the current electric quantity, the current steering angle, the current brake pedal opening and the current state of the drive motor, so that the current allowed maximum energy recovery torque is determined according to the current state of the vehicle, and conditions such as unstable vehicle and overcharging of the battery are prevented when energy recovery is performed.

[0016] In combination with the first aspect, in some possible implementation manners, the allowed charging electric quantity of the power battery is determined according to the current electric quantity and the energy recovery limit value, including:

[0017] If the difference between the energy recovery limit and the current power level is greater than a preset threshold, then the difference between the energy recovery limit and the current power level is taken as the allowed charging power; otherwise, the energy recovery mode is exited.

[0018] The above technical solution can determine the allowable charging capacity of the power battery based on the current power level and energy recovery limit, preventing overcharging of the battery during energy recovery, which could lead to battery damage or shortened battery life.

[0019] In conjunction with the first aspect, in some possible implementations, obtaining the currently permissible maximum energy recovery torque based on the maximum charging power and the current state of the drive motor includes:

[0020] The torque-speed Map of the energy recovery of the drive motor is determined based on the current state of the drive motor.

[0021] The drive motor speed is calculated based on the wheel speed of each wheel, and the maximum allowable energy recovery torque is obtained based on the torque-speed Map, the maximum charging power, and the drive motor speed.

[0022] The above technical solution can determine the speed of the drive motor based on its status, thereby determining the maximum allowable energy recovery torque of the vehicle.

[0023] In conjunction with the first aspect, in some possible implementations, determining the actual energy recovery torque of the vehicle based on the currently allowed maximum energy recovery torque and the required braking torque of each wheel includes:

[0024] Find the minimum required braking torque among all wheels;

[0025] If the minimum required braking torque is less than or equal to the maximum energy recovery torque, then the minimum required braking torque shall be taken as the actual energy recovery torque.

[0026] Otherwise, the maximum energy recovery torque shall be taken as the actual energy recovery torque.

[0027] The above-mentioned technical methods can recover energy from the wheels according to the current situation, preventing vehicle instability and fishtailing, and ensuring the stability and comfort of the car during the recovery process.

[0028] In conjunction with the first aspect, in some possible implementations, after braking and energy recovery are performed during vehicle steering according to the actual energy recovery torque, the method further includes:

[0029] If the required braking torque of the wheel is greater than the actual energy recovery torque, the electromechanical braking system is controlled to compensate for the difference between the required braking torque of the corresponding wheel and the actual energy recovery torque.

[0030] Using the aforementioned technical means, when the required braking torque of the wheel exceeds the actual energy recovery torque, the electromechanical braking system can be controlled to compensate for the braking torque of the wheel.

[0031] In conjunction with the first aspect, in some possible implementations, after obtaining the vehicle's current speed, current steering angle, current brake pedal opening, and current battery charge, the method further includes:

[0032] Determine whether the current vehicle speed is greater than a preset vehicle speed, whether the current steering angle is greater than a preset angle, whether the current brake pedal opening is greater than a preset opening, and whether the current battery level is less than a preset battery level;

[0033] If the current vehicle speed is greater than the preset vehicle speed, the current steering angle is greater than the preset angle, the current brake pedal opening is greater than the preset opening, and the current battery level is less than the preset battery level, then the vehicle is determined to meet the preset energy recovery conditions.

[0034] Using the above technical methods, it is possible to determine whether the preset energy recovery conditions are met by considering the current vehicle speed, current steering angle, current brake pedal opening, and current battery level.

[0035] In conjunction with the first aspect, in some possible implementations, before determining that the vehicle meets the preset energy recovery conditions, the method further includes:

[0036] Obtain the current operating status of the caliper motor corresponding to each wheel;

[0037] Determine whether the current operating status of all wheel caliper motors is fault-free;

[0038] If the current operating state of the caliper motors corresponding to all wheels is the fault-free state, then it is permissible to determine that the vehicle meets the preset energy recovery conditions.

[0039] Using the above technical methods, it is possible to determine whether there is an obstacle to the caliper motor corresponding to each wheel before judging the preset energy recovery conditions, thus preventing problems such as low energy recovery efficiency and vehicle instability during the energy recovery process due to wheel motor failure.

[0040] In conjunction with the first aspect, in some possible implementations, after energy recovery based on the required braking torque of each wheel and the energy recovery torque of each wheel, the method further includes:

[0041] Obtain the vehicle speed and steering angle after energy recovery;

[0042] If the vehicle speed after energy recovery is less than or equal to the preset vehicle speed, or the steering angle after energy recovery is less than or equal to the preset angle, then the energy recovery mode is exited.

[0043] Using the above-mentioned technical methods, after energy recovery, it is possible to determine whether the vehicle has completed a turn by measuring vehicle speed and steering angle, and to stop energy recovery after the turn is completed to avoid vehicle instability.

[0044] Secondly, an energy recovery device for a vehicle steering process is provided, wherein the vehicle independently controls multiple wheels via an electromechanical braking system (EMB), and the device includes:

[0045] The acquisition module is used to acquire the vehicle's current speed, current steering angle, current brake pedal opening, and current battery charge.

[0046] The determination module is used to determine the maximum allowable energy recovery torque based on the current battery level, current vehicle speed, current brake pedal opening, and current steering angle when it is determined that the vehicle meets the preset energy recovery conditions; and to obtain the maximum allowable energy recovery torque based on the current battery level, current steering angle, current brake pedal opening, and the current state of the drive motor.

[0047] An energy recovery module is used to determine the required braking torque of each wheel of the vehicle based on the current steering angle and the current brake pedal opening, and to determine the actual energy recovery torque of the vehicle based on the current maximum allowable energy recovery torque and the required braking torque of each wheel, and to perform braking and energy recovery during vehicle steering according to the actual energy recovery torque.

[0048] In conjunction with the second aspect, in some possible implementations, the determination module includes:

[0049] The first acquisition unit is used to acquire the energy recovery limit of the power battery;

[0050] The calculation unit is used to determine the allowable charging capacity of the power battery based on the current power level and the energy recovery limit, and to calculate the energy recovery duration based on the current steering angle and the current brake pedal opening.

[0051] The determining unit is used to obtain the maximum charging power of the power battery based on the allowed charging capacity and the energy recovery duration, and to obtain the currently allowed maximum energy recovery torque based on the maximum charging power and the current state of the drive motor.

[0052] In combination with the second aspect and the above implementation methods, in some possible implementations, the computing unit includes:

[0053] A generation subunit is used to take the difference between the energy recovery limit and the current power level as the allowed charging power level when the difference between the energy recovery limit and the current power level is greater than a preset threshold; otherwise, it exits the energy recovery mode.

[0054] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the determining unit includes:

[0055] The first determining subunit is used to determine the torque-speed Map of the energy recovery of the drive motor based on the current state of the drive motor.

[0056] The first calculation subunit is used to calculate the drive motor speed based on the wheel speed of each wheel, and based on the torque-speed Map, obtain the currently allowed maximum energy recovery torque according to the maximum charging power and the drive motor speed.

[0057] In combination with the second aspect and the above implementation methods, in some possible implementations, the energy recovery module includes:

[0058] The second acquisition unit acquires the minimum required braking torque among all wheels;

[0059] The first control unit is configured to use the minimum required braking torque as the actual energy recovery torque when the minimum required braking torque is less than or equal to the maximum energy recovery torque.

[0060] Otherwise, the maximum energy recovery torque shall be taken as the actual energy recovery torque.

[0061] In conjunction with the second aspect and the above implementation methods, in some possible implementations, after braking and energy recovery are performed during vehicle steering according to the actual energy recovery torque, the energy recovery module further includes:

[0062] The second control unit is used to control the electromechanical braking system to compensate for the difference between the required braking torque of the corresponding wheel and the actual energy recovery torque when the required braking torque of the wheel is greater than the actual energy recovery torque.

[0063] Using the aforementioned technical means, when the required braking torque of a wheel exceeds the actual energy recovery torque, the electromechanical braking system can be controlled to compensate the corresponding wheel.

[0064] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, after acquiring the vehicle's current speed, current steering angle, current brake pedal opening, and current battery charge, the acquisition module further includes:

[0065] The judgment unit is used to determine whether the current vehicle speed is greater than a preset vehicle speed, whether the current steering angle is greater than a preset angle, whether the current brake pedal opening is greater than a preset opening, and whether the current battery level is less than a preset battery level.

[0066] If the current vehicle speed is greater than the preset vehicle speed, the current steering angle is greater than the preset angle, the current brake pedal opening is greater than the preset opening, and the current battery level is less than the preset battery level, then the determination unit determines that the vehicle meets the preset energy recovery conditions.

[0067] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, before determining that the vehicle meets the preset energy recovery conditions, the determining unit further includes:

[0068] The acquisition subunit is used to acquire the current operating status of the caliper motor corresponding to each wheel;

[0069] The judgment subunit is used to determine whether the current operating status of the caliper motors corresponding to all wheels is a fault-free state;

[0070] The determination subunit is used to determine that the vehicle meets the preset energy recovery conditions when the current operating state of the caliper motors corresponding to all wheels is the fault-free state.

[0071] Combining the second aspect and the above implementation methods, among some possible implementation methods,

[0072] After recovering energy based on the required braking torque of each wheel and the energy recovery torque of each wheel, the energy recovery module further includes:

[0073] The third acquisition unit acquires the vehicle speed and steering angle after energy recovery.

[0074] The stop unit is used to exit the energy recovery mode when the vehicle speed after energy recovery is less than or equal to the preset vehicle speed, or when the steering angle after energy recovery is less than or equal to the preset angle.

[0075] Thirdly, an automobile is provided, including: an energy recovery device for the vehicle steering process as described above.

[0076] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0077] Figure 1 This is a schematic diagram of the structure of a vehicle according to an embodiment of this application;

[0078] Figure 2 This is a flowchart of an energy recovery method for a vehicle steering process provided according to an embodiment of this application;

[0079] Figure 3 This is a block diagram of an energy recovery device for a vehicle steering process provided according to an embodiment of this application;

[0080] Figure 4 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application. Detailed Implementation

[0081] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0082] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0083] Traditional energy recovery control recovers energy by acquiring braking force during vehicle cornering, without considering road conditions or properly distributing braking torque to each wheel. This can easily lead to vehicle instability or even fishtailing, reducing vehicle stability and causing a poor user experience.

[0084] Before explaining the energy recovery method for the vehicle steering process provided in the embodiments of this application, the structure of the vehicle involved in the embodiments of this application will be described first.

[0085] Specifically, such as Figure 1As shown, the vehicle structure in this embodiment may include a domain controller, four wheels, and two redundant power systems. The domain controller controls four wheel-end MCUs to achieve independent braking of each wheel. The four wheel-end MCUs are MCU_FR, MCU_FL, MCU_RR, and MCU_RL, where MCU_FR is the right front wheel MCU, MCU_FL is the left front wheel MCU, MCU_RR is the right rear wheel MCU, and MCU_RL is the left rear wheel MCU. The domain controller is externally connected to two power supplies (Power Supply 1 and Power Supply 2), which power the domain controller and the four wheel-end MCUs. The domain controller can acquire data such as current vehicle speed, current steering angle, current brake pedal opening, and current battery charge through sensors, and determine the vehicle status and control the brakes accordingly. Furthermore, this application does not specifically limit the wheel-end configuration; those skilled in the art can configure it according to actual conditions.

[0086] It should be noted that the chassis structure of the vehicle in this embodiment mainly includes four EMB (Electromechanical Brake System) actuators, which can independently control the four wheels. The EMB is an actuator driven by a caliper motor and installed on the caliper of the braking mechanism. It is a device that brakes the vehicle directly using the braking mechanism without the need for brake fluid or other media. The EMB replaces the traditional hydraulic brake for the main braking, and its application range is expanded.

[0087] Figure 2 This is a schematic flowchart of an energy recovery method for a vehicle steering process provided in an embodiment of this application.

[0088] For example, such as Figure 2 As shown, the method includes:

[0089] In step S201, the vehicle's current speed, current steering angle, current brake pedal opening, and current battery charge are obtained.

[0090] Specifically, in this embodiment, the current vehicle speed can be obtained through a vehicle speed sensor, the current steering angle can be obtained through a vehicle angle sensor, the current brake pedal opening can be obtained through a brake pedal sensor, and the current power battery charge can be obtained through relevant power battery sensors.

[0091] Optionally, in some embodiments, after obtaining the vehicle's current speed, current steering angle, current brake pedal opening, and current battery charge, the method further includes: determining whether the current speed is greater than a preset speed, whether the current steering angle is greater than a preset angle, whether the current brake pedal opening is greater than a preset opening, and whether the current battery charge is less than a preset battery charge; if the current speed is greater than the preset speed, the current steering angle is greater than the preset angle, the current brake pedal opening is greater than the preset opening, and the current battery charge is less than the preset battery charge, then the vehicle is determined to meet the preset energy recovery conditions.

[0092] The preset vehicle speed, preset angle, preset opening degree, and preset battery level can be obtained through a limited number of experiments or through a limited number of computer simulations; no specific limitations are imposed here.

[0093] It is understood that, after obtaining the vehicle's current speed, current steering angle, current brake pedal opening, and current battery charge, this application embodiment can determine whether the vehicle meets the preset energy recovery conditions based on the current speed, current steering angle, current brake pedal opening, and current battery charge. Specifically, this application embodiment can determine that the vehicle meets the preset energy recovery conditions when the current speed is greater than the preset speed, the current steering angle is greater than the preset angle, the current brake pedal opening is greater than the preset opening, and the current battery charge is less than the preset charge.

[0094] In step S202, when it is determined that the vehicle meets the preset energy recovery conditions based on the current battery level, current vehicle speed, current brake pedal opening, and current steering angle, the maximum allowable energy recovery torque is obtained based on the current battery level, current steering angle, current brake pedal opening, and the current state of the drive motor.

[0095] In some embodiments, to prevent energy recovery from causing damage to the power battery or vehicle instability, this application can determine the maximum allowable energy recovery torque based on the current battery level, current steering angle, current brake pedal opening, and current state of the drive motor when it is determined that the vehicle meets the preset energy recovery conditions.

[0096] Optionally, in some embodiments, obtaining the current maximum allowable energy recovery torque based on the current battery level, current steering angle, current brake pedal opening, and current state of the drive motor includes: obtaining the energy recovery limit of the power battery; determining the allowable charging capacity of the power battery based on the current battery level and the energy recovery limit, and calculating the energy recovery duration based on the current steering angle and current brake pedal opening; obtaining the maximum charging power of the power battery based on the allowable charging capacity and the energy recovery duration, and obtaining the current maximum allowable energy recovery torque based on the maximum charging power and the current state of the drive motor.

[0097] Here, this application embodiment further elaborates on how to obtain the currently allowed maximum energy recovery torque. Specifically, firstly, it is determined whether regenerative braking can be used based on the current charge level of the power battery. For example, if the current battery charge is less than or equal to 95% of the rated total charge of the power battery, motor energy recovery is available, indicating that drive motor energy recovery can be performed at this time. This application embodiment can obtain the allowable charging capacity based on the difference between 95% of the rated total charge of the power battery and the current battery charge level. Combined with the vehicle braking demand (small, medium, and large deceleration braking demand), the expected duration of energy recovery is obtained, thereby determining the maximum allowable charging power. At the same time, the torque-speed Map (correspondence) capability of the motor's energy recovery in the current state is determined by combining the drive motor status (temperature and other parameters). Finally, the drive motor speed is calculated based on the wheel speed. The currently allowed maximum energy recovery torque value is obtained by combining the maximum allowable charging power and the drive motor speed.

[0098] Optionally, in some embodiments, determining the allowable charging capacity of the power battery based on the current power level and the energy recovery limit includes: if the difference between the energy recovery limit and the current power level is greater than a preset threshold, then the difference between the energy recovery limit and the current power level is taken as the allowable charging capacity; otherwise, the energy recovery mode is exited.

[0099] The preset threshold can be obtained through a limited number of experiments or through a limited number of computer simulations; no specific limitation is made here.

[0100] Understandably, to avoid overcharging and damage to the power battery, this application embodiment can obtain the battery's energy recovery limit and determine the allowable charging capacity of the power battery based on the current charge level and the energy recovery limit. If the difference between the energy recovery limit and the current charge level is greater than a preset threshold, the difference between the energy recovery limit and the current charge level is taken as the allowable charging capacity; otherwise, the energy recovery mode is exited. For example, if the energy recovery limit is 95% of the rated total charge of the power battery and the current charge level is 85% of the rated total charge of the power battery, then the allowable charging capacity can be 95% - 85% = 10% of the rated total charge of the power battery. If the energy recovery limit is 95% of the rated total charge of the power battery and the current charge level is 96% of the rated total charge of the power battery, then the energy recovery mode is exited and no energy recovery is required.

[0101] Optionally, in some embodiments, determining the drive motor speed based on the current state of the drive motor includes: determining the energy recovery torque-speed Map of the drive motor based on the current state of the drive motor; calculating the drive motor speed based on the wheel speed of each wheel; and obtaining the currently allowed maximum energy recovery torque based on the torque-speed Map, according to the maximum charging power and the drive motor speed.

[0102] It should be noted that the embodiments of this application can pre-test the (torque-speed) Map characteristics of the motor's capabilities under different temperatures and voltages. In practical applications, the torque-speed Map of energy recovery for the drive motor can be determined based on the current state of the drive motor. The drive motor speed can be calculated using the reducer ratio. Specifically, drive motor speed * reducer ratio = wheel speed. It should be noted that when driving the motor speed based on wheel speeds, if all four wheel speeds are equal, the speed can be directly calculated using the above formula. If the four wheel speeds are different, the embodiments of this application can use a differential to process the drive motor speed. The method of processing using the differential can adopt methods from related technologies, which will not be elaborated here to avoid redundancy. Therefore, after calculating the drive motor speed using the wheel speed of each wheel, the maximum allowable energy recovery torque is obtained based on the torque-speed Map, the maximum charging power, and the drive motor speed.

[0103] Optionally, in some embodiments, before determining that the vehicle meets the preset energy recovery conditions, the method further includes: obtaining the current operating state of the caliper motor corresponding to each wheel; determining whether the current operating state of all caliper motors corresponding to all wheels is a fault-free state; if the current operating state of all caliper motors corresponding to all wheels is a fault-free state, then it is allowed to determine that the vehicle meets the preset energy recovery conditions.

[0104] In actual implementation, in order to ensure that subsequent wheels can recover energy normally, this application embodiment can obtain the current operating status of the caliper motor corresponding to each wheel. When the current operating status of the caliper motors corresponding to all wheels is in a fault-free state, it is allowed to determine that the vehicle meets the preset energy recovery conditions. If the current operating status of the caliper motor corresponding to any wheel fails, the vehicle is not allowed to enter the energy recovery mode.

[0105] In step S203, the required braking torque for each wheel of the vehicle is determined based on the current steering angle and the current brake pedal opening. The actual energy recovery torque of the vehicle is determined based on the current maximum allowable energy recovery torque and the required braking torque for each wheel. Braking and energy recovery are performed during the vehicle steering process according to the actual energy recovery torque.

[0106] Specifically, to avoid vehicle instability, the required braking torque for each wheel should be determined based on the current steering angle and the current brake pedal opening. At the same time, to avoid damage to the power battery, the required braking torque for each wheel should be determined by taking into account the current maximum allowable energy recovery torque. Energy recovery should be carried out by combining the current maximum allowable energy recovery torque and the required braking torque for each wheel.

[0107] Optionally, in some embodiments, determining the actual energy recovery torque of the vehicle based on the currently allowed maximum energy recovery torque and the required braking torque of each wheel includes: obtaining the minimum required braking torque among all wheels; if the minimum required braking torque is less than or equal to the maximum energy recovery torque, then using the minimum required braking torque as the actual energy recovery torque; otherwise, using the maximum energy recovery torque as the actual energy recovery torque.

[0108] Specifically, to avoid vehicle instability or excessive energy recovery leading to vehicle stoppage during energy recovery, this embodiment of the application can obtain the minimum required braking torque among all wheels. If the minimum required braking torque among all wheels is less than or equal to the maximum energy recovery torque, it indicates that energy recovery based on the maximum energy recovery torque may result in vehicle instability or excessive energy recovery leading to vehicle stoppage. Therefore, this embodiment of the application can use the minimum required braking torque as the actual energy recovery torque for energy recovery and control the electromechanical braking system to compensate for the difference between the required braking torque and the minimum required braking torque of the corresponding wheel. If the minimum required braking torque among all wheels is greater than the maximum energy recovery torque, it indicates that energy recovery based on the maximum energy recovery torque will not result in vehicle instability or excessive energy recovery leading to vehicle stoppage. Therefore, this embodiment of the application can use the maximum energy recovery torque as the actual energy recovery torque.

[0109] Furthermore, in some embodiments, after braking and energy recovery are performed during vehicle steering according to the actual energy recovery torque, the method further includes: if the required braking torque of the wheel is greater than the actual energy recovery torque, controlling the electromechanical braking system to compensate for the difference between the required braking torque of the corresponding wheel and the actual energy recovery torque.

[0110] It is understandable that after braking and energy recovery are performed during vehicle steering according to the actual energy recovery torque, the required braking torque of the wheels is greater than the actual energy recovery torque. Therefore, energy recovery based solely on the actual energy recovery torque cannot achieve the desired braking effect. Thus, in this embodiment, the difference between the required braking torque and the actual energy recovery torque of each wheel can be calculated, and the electromechanical braking system can be controlled to compensate for the difference between the required braking torque and the actual energy recovery torque of the corresponding wheel, thereby achieving the desired braking effect while performing energy recovery.

[0111] Optionally, in some embodiments, after energy recovery based on the required braking torque of each wheel and the energy recovery torque of each wheel, the method further includes: obtaining the vehicle speed and steering angle after energy recovery; if the vehicle speed after energy recovery is less than or equal to a preset vehicle speed, or the steering angle after energy recovery is less than or equal to a preset angle, then the energy recovery mode is exited.

[0112] Specifically, after energy recovery, this embodiment of the application can also obtain the vehicle speed through a vehicle speed sensor and determine the vehicle's steering angle through an angle sensor. If the vehicle speed for energy recovery is less than a preset vehicle speed, or the vehicle steering angle is less than or equal to a preset angle, the energy recovery mode is exited.

[0113] Therefore, the braking force of each wheel of the vehicle can be reasonably allocated through the embodiments of this application, making full use of road conditions to achieve optimal energy utilization, and all or part of the braking energy can be recovered to reduce energy consumption and emissions, while increasing the driving range.

[0114] According to the energy recovery method for vehicle steering according to the embodiments of this application, the current vehicle speed, current steering angle, current brake pedal opening, and current battery charge are obtained. When it is determined that the vehicle meets the preset energy recovery conditions based on the current battery charge, current vehicle speed, current brake pedal opening, and current steering angle, the maximum allowable energy recovery torque is obtained based on the current battery charge, current steering angle, current brake pedal opening, and current state of the drive motor. The required braking torque for each wheel of the vehicle is determined based on the current steering angle and current brake pedal opening, and the actual energy recovery torque of the vehicle is determined based on the maximum allowable energy recovery torque and the required braking torque for each wheel. Braking and energy recovery are performed during vehicle steering according to the actual energy recovery torque. This solves the problem that related technologies easily cause vehicle instability, vehicle tail-swing, and affect energy recovery efficiency when performing energy recovery during steering. Energy recovery can be performed on each wheel by using the braking force and energy recovery value of each wheel, preventing vehicle tail-swing, improving energy recovery efficiency, and reducing safety risks.

[0115] Figure 3 This is a block diagram of an energy recovery device for a vehicle steering process provided in an embodiment of this application.

[0116] For example, such as Figure 3 As shown, the device may include: an acquisition module 100, a determination module 200, and an energy recovery module 300.

[0117] The acquisition module 100 is used to acquire the vehicle's current speed, current steering angle, current brake pedal opening, and current battery charge.

[0118] The determination module 200 is used to determine the maximum allowable energy recovery torque based on the current battery level, current vehicle speed, current brake pedal opening, and current steering angle when the vehicle meets the preset energy recovery conditions.

[0119] The energy recovery module 300 is used to determine the required braking torque of each wheel of the vehicle based on the current steering angle and the current brake pedal opening, and to determine the actual energy recovery torque of the vehicle based on the current maximum allowable energy recovery torque and the required braking torque of each wheel, and to perform braking and energy recovery during the vehicle steering process according to the actual energy recovery torque.

[0120] Optionally, in some embodiments, the determination module 200 includes: a first acquisition unit, a calculation unit, and a determination unit.

[0121] The first acquisition unit is used to acquire the energy recovery limit of the power battery.

[0122] The calculation unit is used to determine the allowable charging capacity of the power battery based on the current charge level and energy recovery limit, and to calculate the energy recovery duration based on the current steering angle and current brake pedal opening.

[0123] The determining unit is used to obtain the maximum charging power of the power battery based on the allowable charging capacity and energy recovery duration, and to obtain the current allowable maximum energy recovery torque based on the maximum charging power and the current state of the drive motor.

[0124] Optionally, in some embodiments, the computing unit includes a generation subunit.

[0125] The generation subunit is used to take the difference between the energy recovery limit and the current power level as the allowed charging power level when the difference between the energy recovery limit and the current power level is greater than a preset threshold; otherwise, it exits the energy recovery mode.

[0126] Optionally, in some embodiments, the determining unit includes: a first determining subunit and a first calculating subunit.

[0127] The first determining subunit is used to determine the torque-speed Map of the energy recovery of the drive motor based on the current state of the drive motor.

[0128] The first calculation subunit is used to calculate the drive motor speed based on the wheel speed of each wheel, and based on the torque-speed map, obtain the current maximum allowable energy recovery torque according to the maximum charging power and the drive motor speed.

[0129] Optionally, in some embodiments, the energy recovery module 300 includes a second acquisition unit and a first control unit.

[0130] The second acquisition unit acquires the minimum required braking torque among all wheels.

[0131] The first control unit is used to take the minimum required braking torque as the actual energy recovery torque when the minimum required braking torque is less than or equal to the maximum energy recovery torque.

[0132] Otherwise, the maximum energy recovery torque will be used as the actual energy recovery torque.

[0133] Optionally, in some embodiments, after braking and energy recovery are performed during vehicle steering according to the actual energy recovery torque, the energy recovery module 300 further includes a second control unit.

[0134] The second control unit is used to control the electromechanical braking system to compensate for the difference between the required braking torque and the actual energy recovery torque of the corresponding wheel when the required braking torque of the wheel is greater than the actual energy recovery torque.

[0135] Optionally, in some embodiments, after acquiring the vehicle's current speed, current steering angle, current brake pedal opening, and current battery charge, the acquisition module 100 further includes a judgment unit and a determination unit.

[0136] The judgment unit is used to determine whether the current vehicle speed is greater than the preset vehicle speed, whether the current steering angle is greater than the preset angle, whether the current brake pedal opening is greater than the preset opening, and whether the current battery level is less than the preset battery level.

[0137] If the current vehicle speed is greater than the preset vehicle speed, the current steering angle is greater than the preset angle, the current brake pedal opening is greater than the preset opening, and the current battery charge is less than the preset battery charge, then the vehicle is determined to meet the preset energy recovery conditions.

[0138] Optionally, in some embodiments, before determining that the vehicle meets the preset energy recovery conditions, the determination unit further includes: an acquisition subunit, a determination subunit, and a determination subunit.

[0139] The acquisition subunit is used to acquire the current operating status of the caliper motor corresponding to each wheel.

[0140] The judgment subunit is used to determine whether the current operating status of the caliper motors corresponding to all wheels is a fault-free state.

[0141] The determination subunit is used to determine whether the vehicle meets the preset energy recovery conditions when the current operating state of the caliper motors corresponding to all wheels is fault-free.

[0142] Optionally, in some embodiments, after energy recovery is performed based on the required braking torque of each wheel and the energy recovery torque of each wheel, the energy recovery module 300 further includes a third acquisition unit and a stop unit.

[0143] The third acquisition unit acquires the vehicle speed and steering angle after energy recovery.

[0144] The stop unit is used to exit the energy recovery mode when the vehicle speed after energy recovery is less than or equal to the preset vehicle speed, or when the steering angle after energy recovery is less than or equal to the preset angle.

[0145] It should be noted that the specific implementation of the energy recovery device for the vehicle steering process in this application embodiment is similar to the specific implementation of the energy recovery method for the vehicle steering process. In order to reduce redundancy, it will not be described in detail here.

[0146] According to the energy recovery device for vehicle steering process according to the embodiments of this application, the device acquires the vehicle's current speed, current steering angle, current brake pedal opening, and current battery charge. When it is determined that the vehicle meets the preset energy recovery conditions based on the current battery charge, current speed, current brake pedal opening, and current steering angle, the device obtains the maximum allowable energy recovery torque based on the current battery charge, current steering angle, current brake pedal opening, and the current state of the drive motor. The device determines the required braking torque for each wheel of the vehicle based on the current steering angle and current brake pedal opening, and determines the actual energy recovery torque of the vehicle based on the maximum allowable energy recovery torque and the required braking torque for each wheel. Braking and energy recovery are performed during vehicle steering according to the actual energy recovery torque. This solves the problem that related technologies easily cause vehicle instability, vehicle tail-swing, and affect energy recovery efficiency when performing energy recovery during steering. Energy recovery can be performed on each wheel by using the braking force and energy recovery value of each wheel, preventing vehicle tail-swing, improving energy recovery efficiency, and reducing safety risks.

[0147] Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0148] It should be understood that the methods described above can be applied to... Figure 4 In the vehicle with the structure shown.

[0149] Furthermore, this application also protects an apparatus that can be applied in a vehicle. The apparatus may include a memory 401 and a processor 402. The memory 401 stores executable program code, and the processor 402 is used to call and execute the executable program code to perform the energy recovery method for the vehicle steering process provided in this application.

[0150] Furthermore, the device also includes a communication interface 403 for communication between the memory 401 and the processor 402.

[0151] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0152] When each functional module is divided according to its corresponding function, the device may also include a judgment module, an acquisition module, an energy recovery module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced to the functional description of the corresponding functional module, and will not be repeated here.

[0153] It should be understood that the device provided in this embodiment is used to perform the energy recovery method of the vehicle steering process described above, thereby achieving the same effect as the above implementation method.

[0154] When using integrated units, the device may include a processing module and a storage module. When applied to an automobile, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing program code, etc.

[0155] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits as disclosed in this application. The processor may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and microprocessors, etc., and the storage module may be a memory.

[0156] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute the energy recovery method for the vehicle steering process provided in the above embodiments.

[0157] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement the energy recovery method for vehicle steering provided in the above embodiment.

[0158] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to realize the energy recovery method for the vehicle steering process provided in the above embodiment.

[0159] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0160] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0161] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0162] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for energy recovery during vehicle steering, characterized in that, The vehicle independently controls each wheel via an electromechanical braking system, wherein the method includes the following steps: The vehicle's current speed, current steering angle, current brake pedal opening, and current battery charge are obtained. When it is determined that the vehicle meets the preset energy recovery conditions based on the current battery level, current vehicle speed, current brake pedal opening, and current steering angle, the maximum allowable energy recovery torque is obtained based on the current battery level, current steering angle, current brake pedal opening, and the current state of the drive motor; and The required braking torque for each wheel of the vehicle is determined based on the current steering angle and the current brake pedal opening. The actual energy recovery torque of the vehicle is then determined based on the current maximum permissible energy recovery torque and the required braking torque for each wheel. Braking and energy recovery are performed during vehicle steering according to the actual energy recovery torque. The maximum allowable energy recovery torque is obtained based on the current battery level, the current steering angle, the current brake pedal opening, and the current state of the drive motor, including: obtaining the energy recovery limit of the power battery; determining the allowable charging capacity of the power battery based on the current battery level and the energy recovery limit; and calculating the energy recovery duration based on the current steering angle and the current brake pedal opening. The maximum charging power of the power battery is obtained based on the allowed charging capacity and the energy recovery duration, and the current allowed maximum energy recovery torque is obtained based on the maximum charging power and the current state of the drive motor. The step of obtaining the current maximum allowable energy recovery torque based on the maximum charging power and the current state of the drive motor includes: determining the energy recovery torque-speed Map of the drive motor based on the current state of the drive motor; calculating the drive motor speed based on the wheel speed of each wheel; and obtaining the current maximum allowable energy recovery torque based on the torque-speed Map, the maximum charging power, and the drive motor speed.

2. The method according to claim 1, characterized in that, The step of determining the allowable charging capacity of the power battery based on the current battery level and the energy recovery limit includes: If the difference between the energy recovery limit and the current power level is greater than a preset threshold, then the difference between the energy recovery limit and the current power level is taken as the allowed charging power; otherwise, the energy recovery mode is exited.

3. The method according to claim 1, characterized in that, Determining the actual energy recovery torque of the vehicle based on the currently allowed maximum energy recovery torque and the required braking torque of each wheel includes: Find the minimum required braking torque among all wheels; If the minimum required braking torque is less than or equal to the maximum energy recovery torque, then the minimum required braking torque shall be taken as the actual energy recovery torque. Otherwise, the maximum energy recovery torque shall be taken as the actual energy recovery torque.

4. The method according to claim 1, characterized in that, After braking and energy recovery are performed during vehicle steering according to the actual energy recovery torque, the process also includes: If the required braking torque of the wheel is greater than the actual energy recovery torque, the electromechanical braking system is controlled to compensate for the difference between the required braking torque of the corresponding wheel and the actual energy recovery torque.

5. The method according to claim 1, characterized in that, After acquiring the vehicle's current speed, current steering angle, current brake pedal opening, and current battery charge, the system also includes: Determine whether the current vehicle speed is greater than a preset vehicle speed, whether the current steering angle is greater than a preset angle, whether the current brake pedal opening is greater than a preset opening, and whether the current battery level is less than a preset battery level; If the current vehicle speed is greater than the preset vehicle speed, the current steering angle is greater than the preset angle, the current brake pedal opening is greater than the preset opening, and the current battery level is less than the preset battery level, then the vehicle is determined to meet the preset energy recovery conditions.

6. The method according to claim 5, characterized in that, Before determining that the vehicle meets the preset energy recovery conditions, the method further includes: Obtain the current operating status of the caliper motor corresponding to each wheel; Determine whether the current operating status of all wheel caliper motors is fault-free; If the current operating state of the caliper motors corresponding to all wheels is the fault-free state, then it is permissible to determine that the vehicle meets the preset energy recovery conditions.

7. The method according to claim 5, characterized in that, After energy recovery based on the required braking torque of each wheel and the energy recovery torque of each wheel, the process further includes: Obtain the vehicle speed and steering angle after energy recovery; If the vehicle speed after energy recovery is less than or equal to the preset vehicle speed, or the steering angle after energy recovery is less than or equal to the preset angle, then the energy recovery mode is exited.

8. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the energy recovery method for a vehicle steering process as described in any one of claims 1-7.

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