Braking energy recovery method, device, equipment and medium

Abstract

The invention provides a braking energy recovery method, device and equipment and a medium, which are applied to a vehicle control unit, and when a vehicle works in a braking working condition, the maximum negative torque of the vehicle is determined according to the maximum negative torque of a motor and the maximum charging power of a battery; determining a first torque limit value according to the maximum negative torque of the vehicle, and sending the first torque limit value to a chassis controller; receiving a target torque sent by the chassis controller, wherein the target torque is determined by the chassis controller according to the first torque limit value; judging whether the target torque is greater than a first torque limit value; if yes, the motor output torque is determined to be a first torque limit value for braking energy recovery, otherwise, the motor output torque is determined to be a target torque for braking energy recovery, the target torque value and the first torque limit value are compared, the proper motor output torque is determined, and normal operation of the motor is protected. Energy can be recovered as much as possible under different conditions, the energy consumption of the whole vehicle is reduced, and the economical performance and the driving and riding comfort are improved.

Description

Technical Field

[0001] The present application relates to the field of automobile automation, and in particular to a braking energy recovery method, device, equipment and medium. Background Art

[0002] With the rapid development of the pure electric vehicle industry, users have higher and higher requirements for the economic performance of pure electric vehicles. Braking energy recovery is an important measure to improve the energy consumption performance of pure electric vehicles. Under the premise of ensuring the driver's deceleration needs, it is necessary to recover as much energy as possible under braking conditions to improve the economic performance of pure electric vehicles. Therefore, providing a suitable braking energy recovery method has become a technical problem that needs to be solved urgently. Summary of the invention

[0003] In view of this, the purpose of this application is to provide a braking energy recovery method, device, equipment and medium, which can recover as much energy as possible under different conditions, reduce vehicle energy consumption, and improve economic performance and driving comfort. The specific scheme is as follows:

[0004] On the one hand, the present application provides a braking energy recovery method, which is applied to a vehicle controller, comprising:

[0005] When the vehicle is working in a braking condition, the maximum negative torque of the vehicle is determined according to the maximum negative torque of the motor and the maximum charging power of the battery;

[0006] determining a first torque limit value according to the maximum negative torque of the vehicle, and sending the first torque limit value to a chassis controller;

[0007] receiving a target torque sent by the chassis controller, where the target torque is determined by the chassis controller according to the first torque limit value;

[0008] Determine whether the target torque is greater than the first torque limit; if so, determine that the motor output torque is the first torque limit for braking energy recovery; otherwise, determine that the motor output torque is the target torque for braking energy recovery.

[0009] Specifically, the determining whether the target torque is greater than the first torque limit; if so, determining that the motor output torque is the first torque limit for braking energy recovery; otherwise, determining that the motor output torque is the target torque for braking energy recovery, includes:

[0010] A second torque limit value is calculated according to the first torque limit value and the torque offset; the absolute value of the second torque limit value is greater than the absolute value of the first torque limit value;

[0011] Determine whether the target torque is greater than the second torque limit; if so, determine that the motor output torque is the second torque limit for braking energy recovery; otherwise, determine that the motor output torque is the target torque for braking energy recovery.

[0012] Specifically, determining the first torque limit value according to the maximum negative torque of the vehicle includes:

[0013] Determine whether the motor speed is within the motor howling speed range;

[0014] If so, the first torque limit is determined according to the maximum negative torque of the vehicle, and the absolute value of the first torque limit is smaller than the absolute value of the maximum negative torque of the vehicle; otherwise, the maximum negative torque of the vehicle is used as the first torque limit.

[0015] Specifically, the method further includes:

[0016] When the target torque is greater than the first torque limit, an over-limit flag is sent to the chassis controller.

[0017] Specifically, the braking condition includes receiving a trigger operation of the driver on the brake pedal, and the vehicle demand torque is on a downward trend.

[0018] In another aspect, the present application provides a braking energy recovery method, applied to a chassis controller, comprising:

[0019] In response to a driver's triggering operation of a brake pedal, determining a required deceleration according to a pedal opening;

[0020] receiving a first torque limit sent by the vehicle controller, and allocating a target torque and a first brake fluid pressure according to the required deceleration and the first torque limit;

[0021] The target torque is sent to the vehicle controller so as to perform braking energy recovery according to the target torque.

[0022] Specifically, the method further includes:

[0023] When the over-limit flag sent by the vehicle controller is received, the second brake fluid pressure is determined according to the required deceleration and the first torque limit so as to meet the required deceleration.

[0024] On the other hand, the embodiment of the present application further provides a braking energy recovery device, which is applied to a vehicle controller, including:

[0025] A first determination unit, configured to determine a maximum negative torque of the vehicle according to a maximum negative torque of the motor and a maximum charging power of the battery when the vehicle is operating in a braking condition;

[0026] a second determining unit, configured to determine a first torque limit value according to the maximum negative torque of the vehicle, and send the first torque limit value to a chassis controller;

[0027] a first sending unit, configured to receive a target torque sent by the chassis controller, wherein the target torque is determined by the chassis controller according to the first torque limit value;

[0028] A judgment unit is used to judge whether the target torque is greater than the first torque limit; if so, determine that the motor output torque is the first torque limit for braking energy recovery; otherwise, determine that the motor output torque is the target torque for braking energy recovery.

[0029] On the other hand, the embodiment of the present application further provides a braking energy recovery device, which is applied to a chassis controller, comprising:

[0030] a third determining unit, configured to determine a required deceleration according to a pedal opening in response to a triggering operation of the brake pedal by the driver;

[0031] an allocating unit, configured to receive the first torque limit sent by the vehicle controller, and allocate a target torque and a first brake fluid pressure according to the required deceleration and the first torque limit;

[0032] The second sending unit is used to send the target torque to the vehicle controller so as to perform braking energy recovery according to the target torque.

[0033] In another aspect, an embodiment of the present application provides a computer device, the computer device comprising a processor and a memory:

[0034] The memory is used to store program code and transmit the program code to the processor;

[0035] The processor is configured to execute the method described above according to the instructions in the program code.

[0036] On the other hand, an embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium is used to store a computer program, and the computer program is used to execute the method described in the above aspects.

[0037] The embodiments of the present application provide a braking energy recovery method, device, equipment and medium, which are applied to a vehicle controller. When the vehicle is working in a braking condition, the maximum negative torque of the vehicle is determined according to the maximum negative torque of the motor and the maximum charging power of the battery; a first torque limit is determined according to the maximum negative torque of the vehicle, and the first torque limit is sent to the chassis controller; a target torque sent by the chassis controller is received, and the target torque is determined by the chassis controller according to the first torque limit; then, it is determined whether the target torque is greater than the first torque limit; if so, it means that the target torque value has exceeded the limit and cannot be executed according to the target torque value, then the motor output torque is determined to be the first torque limit for braking energy recovery, otherwise, the motor output torque is determined to be the target torque for braking energy recovery, so that the size relationship between the target torque value and the first torque limit is compared, the appropriate motor output torque is determined, the normal operation of the motor is protected, and energy can be recovered as much as possible under different conditions, the energy consumption of the whole vehicle is reduced, and the economic performance and driving comfort are improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0039] Figure 1 A schematic diagram of a process flow of a braking energy recovery method provided in an embodiment of the present application is shown;

[0040] Figure 2 A schematic diagram showing a flow chart of another braking energy recovery method provided in an embodiment of the present application is shown;

[0041] Figure 3 A schematic diagram showing a flow chart of another braking energy recovery method provided in an embodiment of the present application is shown;

[0042] Figure 4 A structural block diagram of a braking energy recovery device provided in an embodiment of the present application;

[0043] Figure 5 A structural block diagram of a braking energy recovery device provided in an embodiment of the present application;

[0044] Figure 6 A structural diagram of a computer device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0045] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below with reference to the accompanying drawings.

[0046] In the following description, many specific details are set forth to facilitate a full understanding of the present application, but the present application may also be implemented in other ways different from those described herein, and those skilled in the art may make similar generalizations without violating the connotation of the present application. Therefore, the present application is not limited to the specific embodiments disclosed below.

[0047] Secondly, the present application is described in detail with reference to the schematic diagram. When describing the embodiments of the present application in detail, for the sake of convenience, the cross-sectional diagrams showing the device structure will not be partially enlarged according to the general scale, and the schematic diagrams are only examples, which should not limit the scope of protection of the present application. In addition, in actual production, the three-dimensional dimensions of length, width and depth should be included.

[0048] To facilitate understanding, a braking energy recovery method, device, equipment and medium provided in an embodiment of the present application are described in detail below with reference to the accompanying drawings.

[0049] refer to Figure 1 As shown, it is a flow chart of a braking energy recovery method provided in an embodiment of the present application, which is applied to a vehicle controller. The method may include the following steps S101-S104.

[0050] S101, when the vehicle is operating in a braking condition, determining the maximum negative torque of the vehicle according to the maximum negative torque of the motor and the maximum charging power of the battery.

[0051] In an embodiment of the present application, the vehicle system may include a vehicle controller and a chassis controller, and signals may be transmitted between the two to coordinately control the vehicle to achieve brake energy recovery. The braking condition refers to the braking condition, which may include receiving a trigger operation of the driver on the brake pedal, and the vehicle's required torque is on a downward trend, that is, when the driver steps on the brake pedal and the vehicle's required torque gradually decreases, it indicates that the vehicle is in a braking condition at this time and brake energy recovery can be performed. In addition, the braking condition may also be that the accelerator pedal is not stepped on, and the brake pedal is stepped on, indicating that the driver stops accelerating and starts decelerating.

[0052] Specifically, the vehicle controller can determine the vehicle's maximum negative torque T according to the motor's maximum negative torque and the battery's maximum charging power. Lmt-maxThe maximum negative torque of the motor is the maximum negative torque of the motor rotation determined according to the motor hardware conditions, and the maximum charging power of the battery is the maximum charging power of the vehicle battery. The maximum charging power of the battery can be converted into the motor speed, and then the torque value is determined according to the motor speed. According to the torque value and the maximum negative torque of the motor, the maximum negative torque of the vehicle corresponding to the vehicle is determined. For example, the smaller torque of the two can be used as the maximum negative torque of the vehicle to ensure that the vehicle can operate normally and will not exceed the torque value determined by the maximum negative torque of the motor or the maximum charging power of the battery, thereby meeting both the hardware conditions of the motor and the maximum charging power of the battery.

[0053] In one possible implementation, the VCU can first make a braking condition judgment. In the condition identification stage, when the driver steps on the brake pedal and the vehicle's required torque shows a downward trend, it is identified that the vehicle has entered a braking condition. At this time, if the vehicle has no faults that affect the normal negative torque of the motor (such as chassis controller communication loss, etc.), it is allowed to start calculating the initial limit of brake energy recovery, that is, when entering the braking condition, the VCU will calculate the maximum negative torque allowed by the current vehicle based on the current vehicle real-time status information. The vehicle real-time status information includes the current maximum available negative torque of the motor, the maximum battery charging power and other information.

[0054] S102: Determine a first torque limit value according to a maximum negative torque of the vehicle, and send the first torque limit value to a chassis controller.

[0055] In the embodiment of the present application, the first torque limit value can be determined according to the maximum negative torque of the vehicle, and the first torque limit value is also the initial limit value T of the braking energy recovery torque. Lmt-Raw , and then sends the first torque limit to the chassis controller, that is, in the braking condition, the VCU calculates the braking energy recovery torque limit in real time and sends it to the chassis controller.

[0056] In a possible implementation, the maximum negative torque of the vehicle may be directly used as the first torque limit, which may simplify the processing process and improve efficiency.

[0057] In another possible implementation, the braking and deceleration conditions of pure electric vehicles are different from those of traditional fuel vehicles. Due to the existence of energy recovery torque, the reducer also needs to transmit a large torque under deceleration conditions. At this time, due to the change in gear meshing stiffness and the fluctuation of transmission error, the reducer gear pair will produce unstable exciting force vibration during operation, thereby causing medium and high level noise, and the motor will howl, affecting the driving experience. The first torque limit can be determined in combination with the speed range where the motor howls.

[0058] Specifically, by conducting NVH tests of braking and deceleration conditions on the motor assembly bench and the actual vehicle, the speed section where the motor howls, that is, the motor howling speed range, can be obtained. The current motor speed is obtained to determine whether the motor speed is in the motor howling speed range. If it is in this range, it means that the motor howls are likely to occur. The absolute value of the vehicle's maximum negative torque can be reduced to obtain the first torque limit, where the vehicle's maximum negative torque is a negative value. The vehicle's maximum negative torque is increased to obtain the first torque limit. In this way, the absolute value of the first torque limit is less than the absolute value of the vehicle's maximum negative torque. By appropriately reducing the braking energy recovery torque to reduce the force on the reducer gear, the gear transmission error is reduced, and the gear howling is improved, so as to avoid the motor howling as much as possible. Combined with NVH performance, the motor negative torque howling is reduced to improve the passenger comfort experience.

[0059] If the motor speed is not in the motor howling speed range, it means that at this motor speed, motor howling will not occur, and the vehicle's maximum negative torque can be used as the first torque limit to maximize the effect of braking energy recovery.

[0060] In other words, based on the negative torque test conditions of the motor assembly test bench, the NVH (Noise Vibration Harshness) performance of the motor assembly can be evaluated at various speeds to obtain the speed range in which the motor howls. When the vehicle speed enters the howling speed range, the VCU will appropriately reduce the absolute value based on the maximum allowable negative torque of the vehicle, thereby obtaining the initial limit of the brake energy recovery torque and sending it to the chassis controller.

[0061] In the embodiment of the present application, after the vehicle controller sends the first torque limit value to the chassis controller, the chassis controller can determine a suitable target torque T according to the first torque limit value. tgt , so that the motor can execute the target torque for energy recovery.

[0062] refer to Figure 2 As shown, it is a flow chart of a braking energy recovery method provided in an embodiment of the present application, which is applied to a chassis controller. The method may include the following steps S201-S203.

[0063] S201, in response to a driver's triggering operation on a brake pedal, determining a required deceleration according to a pedal opening.

[0064] In an embodiment of the present application, the driver can step on the brake pedal, and the chassis controller can respond to the trigger operation, obtain the pedal opening, and then determine the required deceleration under the pedal opening based on the correspondence between the pedal opening and the required deceleration, so as to determine the motor torque under brake energy recovery according to the required deceleration.

[0065] S202, receiving a first torque limit sent by a vehicle controller, and allocating a target torque and a first brake fluid pressure according to the required deceleration and the first torque limit.

[0066] In the embodiment of the present application, the chassis controller may receive the first torque limit sent by the vehicle controller, and allocate the target torque and the first brake fluid pressure in combination with the first torque limit and the required deceleration, and the allocation may be performed using the following formula:

[0067] a dec =T tgt / (r*M)+F whl / M

[0068] Among them, a dec is the required deceleration; r is the tire radius; M is the load mass; F whl It is the sum of the four-wheel hydraulic braking forces, that is, the first brake fluid pressure.

[0069] In this way, the chassis controller analyzes the vehicle deceleration demand according to the brake pedal opening degree stepped on by the driver, obtains the relationship expression between the two, and can determine at least one set of brake fluid pressure and target torque, and reasonably distributes the brake fluid pressure and brake energy recovery target torque T under the guidance of the first torque limit. tgt The target torque value is sent to the VCU controller. The deceleration brought by the hydraulic braking force and torque braking needs to meet the driver's deceleration requirements.

[0070] S203, sending the target torque to the vehicle controller so as to perform braking energy recovery according to the target torque.

[0071] In an embodiment of the present application, the chassis controller can send the calculated target torque value to the vehicle controller, and the vehicle controller can determine the motor output torque based on the target torque, thereby realizing braking energy recovery under the motor output torque.

[0072] In the embodiment of the present application, the process of the vehicle controller receiving the target torque for braking energy recovery can be specifically described below.

[0073] S103, receiving a target torque sent by a chassis controller, where the target torque is determined by the chassis controller according to a first torque limit value.

[0074] Specifically, the vehicle controller receives the target torque sent by the chassis controller, and the target torque is determined by the chassis controller according to the first torque limit value. Specifically, the target torque can be determined under the guidance of the first torque limit value.

[0075] Since the chassis controller needs to consider other influencing factors when determining the target torque, it is very likely that the target torque will be greater than the first torque limit, and the vehicle controller needs to monitor to avoid over-limit.

[0076] S104, determining whether the target torque is greater than the first torque limit; if so, determining the motor output torque to be the first torque limit for braking energy recovery; otherwise, determining the motor output torque to be the target torque for braking energy recovery.

[0077] In an embodiment of the present application, the vehicle controller may compare the target torque with the first torque limit. If the target torque is greater than the first torque limit, it means that the target torque exceeds the limit, and executing the target torque will cause damage to the vehicle. At the same time, in order to ensure the effect of braking energy recovery, the motor output torque and the target torque can be as close as possible. The motor output torque can be determined to be the first torque limit, thereby realizing braking energy recovery.

[0078] Specifically, if the target torque value is less than or equal to the first torque limit, it means that the target torque value is within the limit and can be executed, and the motor output torque is determined to be the target torque for braking energy recovery. In this way, by comparing the magnitude relationship between the target torque value and the first torque limit, the appropriate motor output torque is determined to protect the normal operation of the motor and prevent the motor output torque from exceeding the limit, so that energy can be recovered as much as possible under different circumstances, reducing the energy consumption of the whole vehicle, and improving economic performance and driving comfort.

[0079] In a possible implementation, after receiving the target torque value of braking energy recovery, the VCU executes the torque value. During the execution process, in the braking energy recovery scenario, the relevant technology obtains the maximum negative torque and target torque of the vehicle based on the real-time status information of the vehicle. Due to the CAN bus communication delay problem, there is an offset between the target torque and the maximum negative torque of the vehicle, and the ideal target torque cannot be executed, affecting the economic performance of the whole vehicle.

[0080] For example, the VCU sends the first torque limit value at time k to the chassis controller, and the chassis controller calculates the target torque value at time k, and then sends the target torque value to the VCU so that the VCU can execute the target torque value. However, due to the delay between the controller interactions, that is, the CAN bus communication delay problem, the VCU may have received the target torque value at time k+1, and at time k+1, the VCU has calculated the first torque limit value at that time. The VCU will compare the target torque value at time k with the first torque limit value at time k+1 to determine the motor output torque. In other words, there is an offset between the target torque and the maximum negative torque of the vehicle, and the two are not at the same time. The target torque value at time k is not compared with the first torque limit value at time k, resulting in the inability to execute the ideal target torque. In particular, when the calculated target torque value at time k is equal to the first torque limit value at time k, if the first torque limit value at time k+1 is less than the first torque limit value at time k, the VCU will determine that it is over-limited, resulting in the inability to execute the target torque value at time k, and the actual executed torque is small and does not meet expectations.

[0081] In order to ensure that the ideal target torque can be executed, the first torque limit can be increased. In this way, even if the VCU compares the target torque value at time k with the first torque limit value at time k+1, since the first torque limit value is relatively large, it is more likely to judge that the target torque is not exceeded, and the target torque value at time k can be executed as much as possible.

[0082] S104 may be specifically as follows: a second torque limit value may be calculated based on the first torque limit value and the torque offset, wherein the absolute value of the second torque limit value is greater than the absolute value of the first torque limit value, that is, the first torque limit value is increased to obtain the second torque limit value T Lmt-Fnl , where the torque offset T Offset It can be set according to user needs, for example, it can be obtained by looking up a table. The target torque and the second torque limit value can be compared to determine whether the target torque is greater than the second torque limit value. If so, it means that the target torque exceeds the limit, and the motor output torque is determined to be the second torque limit value for braking energy recovery. Otherwise, it means that the target torque does not exceed the limit, and the motor output torque is determined to be the target torque for braking energy recovery.

[0083] Thus, using the second torque limit T Lmt-Fnl To provide a backup for the target torque of the braking energy recovery, in order to prevent the target torque from exceeding the limit seriously, the final torque value can be expressed as T BrakeRegen =Min(T Lmt-Fnl ,T tgt ). The influence of inaccurate judgment on whether the target torque exceeds the limit due to the CAN bus communication delay problem can be reduced, so as to achieve the target torque as much as possible.

[0084] That is to say, the first torque limit value only guides the chassis controller and is not forced to be limited by the first torque limit value again during the energy recovery torque execution phase of the VCU. In the torque execution phase, T is increased on the basis of the first torque limit value. Offset The target torque is limited by a second torque limit to cover controller communication delays.

[0085] In the embodiment of the present application, when the target torque is compared with the first torque limit value for over-limit, when the target torque is greater than the first torque limit value, an over-limit flag bit can be sent to the chassis controller to prompt the chassis controller that the torque over-limit occurs. Of course, when the target torque is compared with the second torque limit value for over-limit, when the target torque is greater than the second torque limit value, an over-limit flag bit can be sent to the chassis controller.

[0086] In an embodiment of the present application, when the target torque value exceeds the limit, the VCU will enforce the first torque limit or the second torque limit. At this time, the vehicle deceleration caused by hydraulic braking and energy recovery torque will be lower than the expected deceleration of the chassis controller, and cannot meet the user's deceleration requirements.

[0087] Specifically, when the chassis controller receives the over-limit flag sent by the vehicle controller, it can calculate the second brake fluid pressure based on the required deceleration and the first torque limit. The second brake fluid pressure is greater than the first brake fluid pressure, that is, the hydraulic braking force is increased to meet the required deceleration.

[0088] refer to Figure 3 As shown, the interaction process between the VCU controller and the chassis controller is explained. After the VCU controller calculates the initial limit value (first torque limit value) of the braking energy recovery torque, it can be sent to the chassis controller. The chassis controller returns the calculated target torque value to the VCU controller. The VCU controller can compare the target torque with the final limit value (second torque limit value) to determine whether to execute the target torque value or the final torque limit value. When an over-limit occurs, the VCU controller sends an over-limit flag to the chassis controller, and the chassis controller calculates a new brake fluid pressure to meet the deceleration requirement.

[0089] The embodiment of the present application provides a braking energy recovery method, which is applied to a vehicle controller. When the vehicle is working in a braking condition, the maximum negative torque of the vehicle is determined according to the maximum negative torque of the motor and the maximum charging power of the battery; a first torque limit is determined according to the maximum negative torque of the vehicle, and the first torque limit is sent to the chassis controller; a target torque sent by the chassis controller is received, and the target torque is determined by the chassis controller according to the first torque limit; then, it is determined whether the target torque is greater than the first torque limit; if so, it means that the target torque value has exceeded the limit and cannot be executed according to the target torque value, then the motor output torque is determined to be the first torque limit for braking energy recovery, otherwise, the motor output torque is determined to be the target torque for braking energy recovery, so that the size relationship between the target torque value and the first torque limit is compared, the appropriate motor output torque is determined, the normal operation of the motor is protected, and energy can be recovered as much as possible under different conditions, the energy consumption of the whole vehicle can be reduced, and the economic performance and driving comfort can be improved.

[0090] The embodiment of the present application provides a braking energy recovery method, which is applied to a chassis controller, responding to the driver's triggering operation on the brake pedal, determining the required deceleration according to the pedal opening; receiving the first torque limit sent by the vehicle controller, and allocating the target torque and the first brake fluid pressure according to the required deceleration and the first torque limit; sending the target torque to the vehicle controller so as to perform braking energy recovery according to the target torque. Under the guidance of the first torque limit, the target torque can be determined, and the accuracy of the target torque can be improved, so as to determine the appropriate motor output torque, protect the normal operation of the motor, and be able to recover as much energy as possible under different conditions, reduce the energy consumption of the vehicle, and improve the economic performance and driving comfort.

[0091] Based on the above braking energy recovery method, the present application embodiment also provides a braking energy recovery device, referring to Figure 4 As shown, it is a structural block diagram of a braking energy recovery device provided in an embodiment of the present application, which is applied to a vehicle controller. The device may include:

[0092] The first determination unit 301 is used to determine the maximum negative torque of the vehicle according to the maximum negative torque of the motor and the maximum charging power of the battery when the vehicle is working in a braking condition;

[0093] A second determining unit 302 is used to determine a first torque limit value according to the maximum negative torque of the vehicle, and send the first torque limit value to a chassis controller;

[0094] A first sending unit 303 is used to receive a target torque sent by the chassis controller, where the target torque is determined by the chassis controller according to the first torque limit value;

[0095] The judgment unit 304 is used to judge whether the target torque is greater than the first torque limit; if so, the motor output torque is determined to be the first torque limit for braking energy recovery; otherwise, the motor output torque is determined to be the target torque for braking energy recovery.

[0096] The embodiment of the present application provides a braking energy recovery device, which is applied to a vehicle controller. When the vehicle is working in a braking condition, the first determination unit determines the maximum negative torque of the vehicle according to the maximum negative torque of the motor and the maximum charging power of the battery; the second determination unit determines the first torque limit according to the maximum negative torque of the vehicle, and sends the first torque limit to the chassis controller; the first sending unit is used to receive the target torque sent by the chassis controller, and the target torque is determined by the chassis controller according to the first torque limit; then, the judgment unit judges whether the target torque is greater than the first torque limit; if so, it means that the target torque value has exceeded the limit and cannot be executed according to the target torque value, then the motor output torque is determined to be the first torque limit for braking energy recovery, otherwise, the motor output torque is determined to be the target torque for braking energy recovery, so that the size relationship between the target torque value and the first torque limit is compared, the appropriate motor output torque is determined, the normal operation of the motor is protected, and energy can be recovered as much as possible under different conditions, the energy consumption of the whole vehicle is reduced, and the economic performance and driving comfort are improved.

[0097] The present application also provides a braking energy recovery device, referring to Figure 5 As shown, it is a structural block diagram of a braking energy recovery device provided in an embodiment of the present application, which is applied to a chassis controller. The device may include:

[0098] The third determining unit 401 is used to determine the required deceleration according to the pedal opening in response to the driver's triggering operation on the brake pedal;

[0099] an allocating unit 402, configured to receive the first torque limit sent by the vehicle controller, and allocate a target torque and a first brake fluid pressure according to the required deceleration and the first torque limit;

[0100] The second sending unit 403 is used to send the target torque to the vehicle controller so as to perform braking energy recovery according to the target torque.

[0101] The embodiment of the present application provides a braking energy recovery device, which is applied to a chassis controller. The third determination unit responds to the driver's triggering operation on the brake pedal and determines the required deceleration according to the pedal opening; the allocation unit receives the first torque limit sent by the vehicle controller, and allocates the target torque and the first brake fluid pressure according to the required deceleration and the first torque limit; the second sending unit sends the target torque to the vehicle controller so as to perform braking energy recovery according to the target torque. Under the guidance of the first torque limit, the target torque can be determined, and the accuracy of the target torque can be improved, so as to determine the appropriate motor output torque, protect the normal operation of the motor, and be able to recover as much energy as possible under different conditions, reduce the energy consumption of the vehicle, and improve the economic performance and driving comfort.

[0102] In another aspect, the present application provides a computer device, referring to Figure 6 , which is a structural diagram of a computer device provided in an embodiment of the present application, wherein the computer device includes a processor 310 and a memory 320:

[0103] The memory 320 is used to store program codes and transmit the program codes to the processor 310;

[0104] The processor 310 is used to execute the method provided in the above embodiment according to the instructions in the program code.

[0105] The computer device may include a terminal device or a server, and the aforementioned apparatus may be configured in the computer device.

[0106] On the other hand, an embodiment of the present application further provides a storage medium, wherein the storage medium is used to store a computer program, and the computer program is used to execute the method provided by the above embodiment.

[0107] A person skilled in the art can understand that all or part of the steps of implementing the above method embodiment can be completed by program instruction hardware, and the above program can be stored in a computer-readable storage medium. When the program is executed, it executes the steps of the above method embodiment; and the above storage medium can be at least one of the following media: read-only memory (English: Read-only Memory, abbreviated: ROM), RAM, magnetic disk or optical disk, etc. Various media that can store program codes.

[0108] Each embodiment in this specification is described in a progressive manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the device embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0109] The above is only a preferred implementation of the present application. Although the present application has been disclosed as a preferred embodiment, it is not intended to limit the present application. Any technician familiar with the art can use the above disclosed methods and technical contents to make many possible changes and modifications to the technical solution of the present application without departing from the scope of the technical solution of the present application, or modify it into an equivalent embodiment of equivalent changes. Therefore, any simple modification, equivalent change and modification made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application still falls within the scope of protection of the technical solution of the present application.

Claims

1. A braking energy recovery method, characterized in that: Applied to vehicle controllers, including: When the vehicle is working in a braking condition, the maximum negative torque of the vehicle is determined according to the maximum negative torque of the motor and the maximum charging power of the battery; determining a first torque limit value according to the maximum negative torque of the vehicle, and sending the first torque limit value to a chassis controller; receiving a target torque sent by the chassis controller, where the target torque is determined by the chassis controller according to the first torque limit value; Determine whether the target torque is greater than the first torque limit; if so, determine that the motor output torque is the first torque limit for braking energy recovery; otherwise, determine that the motor output torque is the target torque for braking energy recovery.

2. The method according to claim 1, characterized in that The determining whether the target torque is greater than the first torque limit; if so, determining the motor output torque to be the first torque limit for braking energy recovery; otherwise, determining the motor output torque to be the target torque for braking energy recovery, includes: A second torque limit value is calculated according to the first torque limit value and the torque offset; the absolute value of the second torque limit value is greater than the absolute value of the first torque limit value; Determine whether the target torque is greater than the second torque limit; if so, determine that the motor output torque is the second torque limit for braking energy recovery; otherwise, determine that the motor output torque is the target torque for braking energy recovery.

3. The method according to claim 1, characterized in that: The determining the first torque limit value according to the maximum negative torque of the vehicle comprises: Determine whether the motor speed is within the motor howling speed range; If so, the first torque limit is determined according to the maximum negative torque of the vehicle, and the absolute value of the first torque limit is smaller than the absolute value of the maximum negative torque of the vehicle; otherwise, the maximum negative torque of the vehicle is used as the first torque limit.

4. The method according to any one of claims 1 to 3, characterized in that: The method further comprises: When the target torque is greater than the first torque limit, an over-limit flag is sent to the chassis controller.

5. The method according to any one of claims 1 to 3, characterized in that: The braking condition includes receiving a trigger operation of the driver on the brake pedal and the vehicle demand torque is in a downward trend.

6. A braking energy recovery method, characterized in that: Applied to chassis controllers, including: In response to a driver's triggering operation of a brake pedal, determining a required deceleration according to a pedal opening; receiving a first torque limit sent by the vehicle controller, and allocating a target torque and a first brake fluid pressure according to the required deceleration and the first torque limit; The target torque is sent to the vehicle controller so as to perform braking energy recovery according to the target torque.

7. The method according to claim 6, characterized in that The method further comprises: When the over-limit flag sent by the vehicle controller is received, the second brake fluid pressure is determined according to the required deceleration and the first torque limit so as to meet the required deceleration.

8. A braking energy recovery device, characterized in that: Applied to vehicle controllers, including: A first determination unit, configured to determine a maximum negative torque of the vehicle according to a maximum negative torque of the motor and a maximum charging power of the battery when the vehicle is operating in a braking condition; a second determining unit, configured to determine a first torque limit value according to the maximum negative torque of the vehicle, and send the first torque limit value to a chassis controller; a first sending unit, configured to receive a target torque sent by the chassis controller, wherein the target torque is determined by the chassis controller according to the first torque limit value; A judgment unit is used to judge whether the target torque is greater than the first torque limit; if so, determine that the motor output torque is the first torque limit for braking energy recovery; otherwise, determine that the motor output torque is the target torque for braking energy recovery.

9. A braking energy recovery device, characterized in that: Applied to chassis controllers, including: a third determining unit, configured to determine a required deceleration according to a pedal opening in response to a triggering operation of the brake pedal by the driver; an allocating unit, configured to receive the first torque limit sent by the vehicle controller, and allocate a target torque and a first brake fluid pressure according to the required deceleration and the first torque limit; The second sending unit is used to send the target torque to the vehicle controller so as to perform braking energy recovery according to the target torque.

10. A computer device, characterized in that: The computer device comprises a processor and a memory: The memory is used to store program code and transmit the program code to the processor; The processor is configured to execute the method according to any one of claims 1 to 7 according to the instructions in the program code.

11. A computer-readable storage medium, characterized in that: The computer-readable storage medium is used to store a computer program, and the computer program is used to execute the method according to any one of claims 1 to 7.

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