A brake energy recovery method, device, equipment and medium

Abstract

This application provides a braking energy recovery method, device, equipment, and medium applied to a vehicle controller. When the vehicle is operating under braking conditions, the maximum negative torque of the vehicle is determined based on the maximum negative torque of the motor and the maximum charging power of the battery. A first torque limit is determined based on the maximum negative torque of the vehicle and sent to the chassis controller. A target torque is received from the chassis controller, which is determined by the chassis controller based on the first torque limit. It is then determined 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. By comparing the target torque value and the first torque limit, a suitable motor output torque is determined to protect the normal operation of the motor. This allows for maximum energy recovery under different conditions, reducing overall vehicle energy consumption and improving fuel economy and driving comfort.

Description

Technical Field

[0001] This application relates to the field of automotive automation, and in particular to a method, apparatus, equipment and medium for brake energy recovery. Background Technology

[0002] With the rapid development of the pure electric vehicle industry, users are increasingly demanding higher fuel efficiency from pure electric vehicles. Regenerative braking is a crucial measure to improve the energy consumption performance of pure electric vehicles. While ensuring the driver's deceleration needs are met, it is necessary to recover as much energy as possible during braking to enhance the fuel economy of pure electric vehicles. Therefore, providing a suitable regenerative braking method has become an urgent technical problem to be solved. 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 that can recover as much energy as possible under different conditions, reduce overall vehicle energy consumption, and improve fuel economy and driving comfort. The specific solution is as follows:

[0004] On the one hand, this application provides a braking energy recovery method applied to a vehicle controller, including:

[0005] When the vehicle is operating under braking conditions, the maximum negative torque of the vehicle is determined based on the maximum negative torque of the motor and the maximum charging power of the battery.

[0006] A first torque limit is determined based on the vehicle's maximum negative torque, and the first torque limit is sent to the chassis controller;

[0007] The chassis controller receives a target torque, which is determined by the chassis controller based on the first torque limit.

[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 regenerative braking; otherwise, determine that the motor output torque is the target torque for regenerative braking.

[0009] Specifically, 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 regenerative braking; otherwise, determining the motor output torque to be the target torque for regenerative braking, includes:

[0010] The second torque limit is calculated based on the first torque limit and the torque offset; the absolute value of the second torque limit is greater than the absolute value of the first torque limit.

[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 regenerative braking; otherwise, determine that the motor output torque is the target torque for regenerative braking.

[0012] Specifically, determining the first torque limit based on the vehicle's maximum negative torque includes:

[0013] Determine if the motor speed is within the range where the motor is whistling.

[0014] If so, the first torque limit is determined based on the vehicle's maximum negative torque, and the absolute value of the first torque limit is less than the absolute value of the vehicle's maximum negative torque; otherwise, the vehicle's maximum negative torque is used as the first torque limit.

[0015] Specifically, the method further includes:

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

[0017] Specifically, the braking condition includes receiving a trigger operation from the driver on the brake pedal, and the vehicle's required torque showing a decreasing trend.

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

[0019] In response to the driver's activation of the brake pedal, the required deceleration is determined based on the pedal opening.

[0020] Receive the first torque limit sent by the vehicle controller, and allocate the target torque and the 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 that braking energy recovery can be performed based on the target torque.

[0022] Specifically, the method further includes:

[0023] Upon receiving the over-limit flag sent by the vehicle controller, the second brake fluid pressure is determined based on the required deceleration and the first torque limit, in order to meet the required deceleration.

[0024] In another aspect, embodiments of this application also provide a regenerative braking device applied to a vehicle controller, comprising:

[0025] The first determining unit is used to determine the maximum negative torque of the vehicle based on the maximum negative torque of the motor and the maximum charging power of the battery when the vehicle is operating under braking conditions.

[0026] The second determining unit is used to determine a first torque limit based on the maximum negative torque of the vehicle, and send the first torque limit to the chassis controller.

[0027] The first transmitting unit is configured to receive the target torque transmitted by the chassis controller, wherein the target torque is determined by the chassis controller based on the first torque limit.

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

[0029] In another aspect, embodiments of this application also provide a braking energy recovery device applied to a chassis controller, comprising:

[0030] The third determining unit is used to respond to the driver's triggering operation on the brake pedal and determine the required deceleration based on the pedal opening.

[0031] The allocation unit is used to receive a first torque limit value 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 value;

[0032] The second transmitting unit is used to transmit the target torque to the vehicle controller so as to perform braking energy recovery based on the target torque.

[0033] In another aspect, embodiments of this application provide a computer device, the computer device including 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 used to execute the methods described above according to the instructions in the program code.

[0036] In another aspect, embodiments of this application provide a computer-readable storage medium for storing a computer program for performing the methods described above.

[0037] This application provides a braking energy recovery method, apparatus, device, and medium applied to a vehicle controller. When the vehicle is operating in braking condition, the maximum negative torque of the vehicle is determined based on the maximum negative torque of the motor and the maximum charging power of the battery. A first torque limit is determined based on the maximum negative torque of the vehicle and sent to the chassis controller. A target torque is received from the chassis controller, which is determined by the chassis controller based on 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. In this way, 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. In this way, by comparing the magnitude of the target torque value and the first torque limit, a suitable motor output torque is determined, protecting the normal operation of the motor, and maximizing energy recovery under different conditions, reducing vehicle energy consumption, and improving economic performance and driving comfort. Attached Figure Description

[0038] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0039] Figure 1 A schematic flowchart of a braking energy recovery method provided in an embodiment of this application is shown;

[0040] Figure 2 A schematic flowchart of another braking energy recovery method provided in an embodiment of this application is shown;

[0041] Figure 3 A schematic flowchart of another braking energy recovery method provided in an embodiment of this application is shown;

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

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

[0044] Figure 6 This is a structural diagram of a computer device provided in an embodiment of this application. Detailed Implementation

[0045] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, the specific embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0046] Many specific details are set forth in the following description in order to provide a full understanding of this application. However, this application may also be implemented in other ways different from those described herein. Those skilled in the art can make similar extensions without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0047] Secondly, this application provides a detailed description in conjunction with schematic diagrams. When detailing the embodiments of this application, for ease of explanation, the cross-sectional views illustrating the device structure may be partially enlarged, not adhering to the usual scale. Furthermore, the schematic diagrams are merely examples and should not limit the scope of protection of this application. In addition, actual fabrication should include three-dimensional spatial dimensions of length, width, and depth.

[0048] For ease of understanding, the following detailed description, in conjunction with the accompanying drawings, provides an embodiment of a braking energy recovery method, apparatus, device, and medium.

[0049] refer to Figure 1 The diagram shown is a flowchart of a braking energy recovery method provided in an embodiment of this application, applied to a vehicle controller. The method may include the following steps S101-S104.

[0050] S101 determines the maximum negative torque of the vehicle based on the maximum negative torque of the motor and the maximum charging power of the battery when the vehicle is operating under braking conditions.

[0051] In this embodiment, the vehicle system may include a vehicle controller and a chassis controller, which can transmit signals to each other and coordinate to control the vehicle to achieve regenerative braking. Braking condition refers to the braking operation, which may include receiving a driver's trigger operation on the brake pedal and the vehicle's required torque showing a decreasing trend. That is, when the driver depresses the brake pedal and the vehicle's required torque gradually decreases, it indicates that the vehicle is in a braking condition and regenerative braking can be performed. Alternatively, a braking condition may also be when the accelerator pedal is not depressed and the brake pedal is depressed, indicating that the driver has stopped accelerating and begun deceleration.

[0052] Specifically, the vehicle controller can determine the vehicle's maximum negative torque T based on 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 at which the motor rotates, determined based on the motor's hardware specifications. The maximum charging power of the battery is the maximum charging power of the vehicle's battery. The maximum charging power of the battery can be converted into the motor speed, and then the torque value can be determined based on the motor speed. Based on this torque value and the maximum negative torque of the motor, the maximum negative torque corresponding to the vehicle can be determined. For example, the smaller of the two torque values ​​can be used as the maximum negative torque of the vehicle, ensuring that the vehicle can operate normally without exceeding the torque value determined by either the maximum negative torque of the motor or the maximum charging power of the battery. This satisfies both the motor hardware specifications and the maximum charging power of the battery.

[0053] In one possible implementation, the VCU can first determine the braking condition. During the condition recognition phase, when the driver depresses the brake pedal and the vehicle's required torque shows a decreasing trend, the vehicle is identified as entering a braking condition. At this time, if the vehicle does not experience a fault that affects the motor's normal output of negative torque (such as chassis controller communication loss), the initial limit for regenerative braking can be calculated. That is, after entering the braking condition, the VCU will calculate the maximum allowable negative torque of the vehicle based on the current real-time vehicle status information, including the current maximum available negative torque of the motor and the maximum charging power of the battery.

[0054] S102, determine the first torque limit based on the vehicle's maximum negative torque, and send the first torque limit to the chassis controller.

[0055] In this embodiment, a first torque limit can be determined based on the vehicle's maximum negative torque. This first torque limit is also the initial limit T of the regenerative braking torque. Lmt-Raw Then, the first torque limit is sent to the chassis controller. In other words, the VCU calculates the braking energy recovery torque limit in real time during braking and sends it to the chassis controller.

[0056] In one possible implementation, the vehicle's maximum negative torque can be directly used as the first torque limit, which can simplify the processing and improve efficiency.

[0057] In another possible implementation, the braking and deceleration conditions of pure electric vehicles differ from those of traditional fuel vehicles. Due to the presence of energy recovery torque, the reducer also needs to transmit a large torque during deceleration. At this time, changes in gear meshing stiffness and fluctuations in transmission errors will cause unstable excitation force vibrations in the reducer gear pair during operation, resulting in medium to high level noise and motor whistling, affecting the driving experience. A first torque limit can be determined based on the speed range in which the motor whistles.

[0058] Specifically, NVH testing under braking and deceleration conditions on both the motor assembly bench and in a real vehicle can identify the speed range in which the motor exhibits whine, i.e., the motor whine speed range. By obtaining the current motor speed and determining whether it falls within this whine speed range, it's highly likely that motor whine will occur. The solution involves reducing the absolute value of the vehicle's maximum negative torque to obtain a first torque limit. Since the maximum negative torque is negative, increasing it further yields the first torque limit. This ensures that the absolute value of the first torque limit is less than the absolute value of the maximum negative torque. By appropriately reducing the regenerative braking torque, the stress on the reducer gears is reduced, thereby reducing gear transmission errors and improving gear whine. This helps to minimize motor whine. Combining NVH performance with reduced negative torque whine improves passenger comfort.

[0059] If the motor speed is not within the range where the motor whine occurs, it means that there will be no whine at that motor speed. The maximum negative torque of the vehicle can be used as the first torque limit to maximize the effect of regenerative braking.

[0060] In other words, based on the negative torque test conditions of the motor assembly bench, the NVH (Noise, Vibration, and Harshness) performance of the motor assembly can be evaluated at various speeds to determine the speed range in which the motor exhibits whine. When the vehicle speed enters the whine speed range, the VCU will appropriately reduce the absolute value based on the maximum allowable negative torque of the vehicle to obtain the initial limit value of the regenerative braking torque, and send it to the chassis controller.

[0061] In this embodiment, after the vehicle controller sends the first torque limit to the chassis controller, the chassis controller can determine a suitable target torque T based on the first torque limit. tgt This is so that the motor can perform the target torque for energy recovery.

[0062] refer to Figure 2 The diagram shown is a flowchart of a braking energy recovery method provided in an embodiment of this application, applied to a chassis controller. The method may include the following steps S201-S203.

[0063] S201, in response to the driver's triggering operation of the brake pedal, determines the required deceleration based on the pedal opening.

[0064] In this embodiment, the driver can press the brake pedal, and the chassis controller can respond to the trigger operation, obtain the pedal opening, and then combine the correspondence between the pedal opening and the required deceleration to determine the required deceleration under the pedal opening, so as to determine the motor torque under braking energy recovery based on the required deceleration.

[0065] S202 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.

[0066] In this embodiment, the chassis controller can receive a first torque limit sent by the vehicle controller, and, in combination with the first torque limit and the required deceleration, allocate the target torque and the first brake fluid pressure using the following formula:

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

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

[0069] In this way, the chassis controller analyzes the vehicle's deceleration demand based on the driver's brake pedal opening, obtains the relationship between the two, and can determine at least one set of brake fluid pressure and target torque. Under the guidance of the first torque limit, it can rationally allocate brake fluid pressure and the target torque T for brake energy recovery. tgt The target torque value is then sent to the VCU controller. The deceleration resulting from hydraulic braking force and torque braking needs to meet the driver's deceleration requirements.

[0070] S203 sends the target torque to the vehicle controller so that braking energy recovery can be performed according to the target torque.

[0071] In this embodiment, the chassis controller can send the calculated target torque value to the vehicle controller, which can then determine the motor output torque based on the target torque, thereby achieving regenerative braking under that motor output torque.

[0072] In the embodiments of this application, the process of the vehicle controller receiving the target torque and performing brake energy recovery can be specifically described below.

[0073] S103 receives the target torque sent by the chassis controller, which is determined by the chassis controller based on the first torque limit.

[0074] Specifically, the vehicle controller receives the target torque sent by the chassis controller. The target torque is determined by the chassis controller based on a first torque limit. In particular, the target torque can be determined under the guidance of the first torque limit.

[0075] Since the chassis controller needs to consider other influencing factors when determining the target torque, the target torque may exceed the first torque limit. Therefore, the vehicle controller needs to monitor the system to prevent the torque from exceeding the limit.

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

[0077] In this embodiment, the vehicle controller can 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 is exceeded and executing the target torque will damage 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. Therefore, the motor output torque can be determined as the first torque limit to achieve 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 has not exceeded the limit, and the target torque can be executed. The motor output torque is then determined to be the target torque for regenerative braking. By comparing the target torque value with the first torque limit, an appropriate motor output torque is determined, protecting the motor's normal operation and preventing the motor's output torque from exceeding the limit. This allows for maximum energy recovery under different conditions, reducing overall vehicle energy consumption and improving fuel economy and ride comfort.

[0079] In one possible implementation, the VCU executes the target torque value after receiving it for regenerative braking. During execution, in regenerative braking scenarios, the relevant technologies derive the vehicle's maximum negative torque and target torque based on real-time vehicle status information. However, due to CAN bus communication delays, a deviation occurs between the target torque and the vehicle's maximum negative torque, failing to achieve the ideal target torque and impacting the vehicle's fuel economy.

[0080] For example, the VCU sends the first torque limit at time k to the chassis controller. The chassis controller calculates the target torque value at time k and then sends this target torque value back to the VCU so that the VCU can execute the target torque value. However, due to the delay in controller interaction, i.e., the CAN bus communication delay, the VCU may receive the target torque value at time k+1. At time k+1, the VCU has already calculated the first torque limit for that time. The VCU compares the target torque value at time k with the first torque limit at time k+1 to determine the motor output torque. In other words, there is a deviation between the target torque and the vehicle's maximum negative torque; they are not at the same time. The target torque value at time k has not been compared with the first torque limit at time k, resulting in the inability to execute the ideal target torque. Especially when the calculated target torque value at time k equals the first torque limit at time k, if the first torque limit at time k+1 is less than the first torque limit at time k, the VCU will judge it as exceeding the limit, causing the target torque value at time k to be unable to be executed, and the actual executed torque is smaller than expected.

[0081] To ensure that the ideal target torque can be achieved, 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 at time k+1, it is more likely to determine that the target torque has not exceeded the limit because the first torque limit is larger, and the target torque value at time k can be achieved as much as possible.

[0082] S104 can be specifically defined as follows: a second torque limit can be calculated based on the first torque limit and the torque offset. The absolute value of the second torque limit is greater than the absolute value of the first torque limit. In other words, the first torque limit is increased to obtain the second torque limit T. Lmt-Fnl The torque offset T Offset The settings can be customized according to user needs, for example, by looking up a table. The target torque and the second torque limit can be compared to determine if the target torque exceeds the second torque limit. If so, it indicates that the target torque exceeds the limit, and the motor output torque is set to the second torque limit for regenerative braking. Otherwise, it indicates that the target torque does not exceed the limit, and the motor output torque is set to the target torque for regenerative braking.

[0083] Thus, using the second torque limit T Lmt-Fnl To provide a safety net for the target torque for regenerative braking and prevent situations where the target torque is significantly exceeded, the final executed torque value can be expressed as T. BrakeRegen =Min(T) Lmt-Fnl ,T tgt This can reduce the impact of inaccurate judgment on whether the target torque is exceeded due to CAN bus communication delays, thereby maximizing the achievement of the target torque.

[0084] In other words, the first torque limit only serves as a guide for the chassis controller and is not used to force a further limitation on the energy recovery torque during the VCU execution phase. Instead, during the torque execution phase, a torque T is added to the first torque limit. Offset The torque is used to cover the controller communication delay, and the target torque is limited using a second torque limit.

[0085] In this embodiment, when comparing the target torque with a first torque limit, if the target torque exceeds the first torque limit, an over-limit flag can be sent to the chassis controller to indicate that a torque over-limit has occurred. Similarly, when comparing the target torque with a second torque limit, if the target torque exceeds the second torque limit, an over-limit flag can be sent to the chassis controller.

[0086] In this embodiment, when the target torque value exceeds the limit, the VCU will forcibly execute 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 deceleration expected by the chassis controller, which 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, by increasing the hydraulic braking force, the required deceleration can be met.

[0088] refer to Figure 3 The diagram illustrates the interaction between the VCU controller and the chassis controller. After calculating the initial limit value (first torque limit) of the regenerative braking torque, the VCU controller sends it to the chassis controller. The chassis controller then returns the calculated target torque value to the VCU controller. The VCU controller compares the target torque with the final limit value (second torque limit) to determine whether to execute the target torque value or the final torque limit value. In the event of an over-limit, the VCU controller sends an over-limit flag to the chassis controller, which then calculates a new brake fluid pressure to meet the deceleration requirements.

[0089] This application provides a braking energy recovery method applied to a vehicle controller. When the vehicle is operating in braking condition, the maximum negative torque of the vehicle is determined based on the maximum negative torque of the motor and the maximum charging power of the battery. A first torque limit is determined based on the maximum negative torque of the vehicle and sent to the chassis controller. A target torque is received from the chassis controller, which is determined by the chassis controller based on 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. In this way, 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. In this way, by comparing the magnitude of the target torque value and the first torque limit, a suitable motor output torque is determined, protecting the normal operation of the motor, and maximizing energy recovery under different conditions, reducing overall vehicle energy consumption, and improving fuel economy and driving comfort.

[0090] This application provides a braking energy recovery method applied to a chassis controller. In response to a driver's brake pedal activation, the method determines the required deceleration based on the pedal opening. It receives a first torque limit from the vehicle controller and allocates a target torque and a first brake fluid pressure based on the required deceleration and the first torque limit. The method then sends the target torque to the vehicle controller to perform braking energy recovery. Guided by the first torque limit, the target torque can be determined, improving its accuracy and allowing for the determination of a suitable motor output torque. This protects the motor's normal operation, enables maximum energy recovery under various conditions, reduces overall vehicle energy consumption, and improves fuel economy and driving comfort.

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

[0092] The first determining unit 301 is used to determine the maximum negative torque of the vehicle based on the maximum negative torque of the motor and the maximum charging power of the battery when the vehicle is operating in braking condition.

[0093] The second determining unit 302 is used to determine a first torque limit based on the maximum negative torque of the vehicle, and send the first torque limit to the chassis controller.

[0094] The first transmitting unit 303 is used to receive the target torque sent by the chassis controller, wherein the target torque is determined by the chassis controller based on the first torque limit.

[0095] The judgment unit 304 is used to determine whether the target torque is greater than the first torque limit; if so, it determines that the motor output torque is the first torque limit and performs braking energy recovery; otherwise, it determines that the motor output torque is the target torque and performs braking energy recovery.

[0096] This application provides a regenerative braking device applied to a vehicle controller. A first determining unit determines the vehicle's maximum negative torque based on the motor's maximum negative torque and the battery's maximum charging power when the vehicle is operating in braking mode. A second determining unit determines a first torque limit based on the vehicle's maximum negative torque and sends this first torque limit to the chassis controller. A first sending unit receives a target torque sent by the chassis controller, which is determined by the chassis controller based on the first torque limit. Next, a judging unit determines whether the target torque is greater than the first torque limit. If so, it indicates that the target torque value has exceeded the limit and cannot be executed according to the target torque value; in this case, the motor output torque is determined to be the first torque limit for regenerative braking. Otherwise, the motor output torque is determined to be the target torque for regenerative braking. By comparing the target torque value and the first torque limit, a suitable motor output torque is determined, protecting the motor's normal operation and enabling maximum energy recovery under different conditions, reducing overall vehicle energy consumption and improving fuel economy and driving comfort.

[0097] This application also provides a braking energy recovery device, see reference. Figure 5 The diagram shown is a structural block diagram of a braking energy recovery device provided in an embodiment of this application, applied to a chassis controller. The device may include:

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

[0099] The allocation unit 402 is used to receive the first torque limit value sent by the vehicle controller, and allocate the target torque and the first brake fluid pressure according to the required deceleration and the first torque limit value;

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

[0101] This application provides a brake energy recovery device applied to a chassis controller. A third determining unit responds to the driver's brake pedal activation and determines the required deceleration based on the pedal opening. A distributing unit receives a first torque limit from the vehicle controller and distributes a target torque and a first brake fluid pressure based on the required deceleration and the first torque limit. A second sending unit sends the target torque to the vehicle controller to perform brake energy recovery. Guided by the first torque limit, the target torque can be determined, improving its accuracy and allowing for the determination of a suitable motor output torque. This protects the motor's normal operation, enables maximum energy recovery under different conditions, reduces overall vehicle energy consumption, and improves fuel economy and driving comfort.

[0102] In another aspect, embodiments of this application provide a computer device, with reference to Figure 6 The diagram shown is a structural diagram of a computer device provided in an embodiment of this application. The computer device includes a processor 310 and a memory 320.

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

[0104] The processor 310 is used to execute the method provided in the above embodiments 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] In another aspect, embodiments of this application also provide a storage medium for storing a computer program for executing the methods provided in the above embodiments.

[0107] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by program instructions in hardware. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium can be at least one of the following media: read-only memory (ROM), RAM, magnetic disk, or optical disk, etc., and other media capable of storing program code.

[0108] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on its differences from other embodiments. In particular, the apparatus embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

[0109] The above description is merely a preferred embodiment of this application. Although this application has disclosed preferred embodiments above, it is not intended to limit this application. Any person skilled in the art can make many possible variations and modifications to the technical solutions of this application using the methods and techniques disclosed above, or modify them into equivalent embodiments with equivalent changes, without departing from the scope of the technical solutions of this application. Therefore, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of this application without departing from the content of the technical solutions of this application shall still fall within the protection scope of the technical solutions of this application.

Claims

1. A method for recovering braking energy, characterized in that, Applications in vehicle controllers include: When the vehicle is operating under braking conditions, the maximum negative torque of the vehicle is determined based on the maximum negative torque of the motor and the maximum charging power of the battery. A first torque limit is determined based on the vehicle's maximum negative torque, and the first torque limit is sent to the chassis controller; The chassis controller receives a target torque, which is determined by the chassis controller based on the first torque limit. The second torque limit is calculated based on the first torque limit and the torque offset; the absolute value of the second torque limit is greater than the absolute value of the first torque limit. 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 regenerative braking; otherwise, determine that the motor output torque is the target torque for regenerative braking.

2. The method according to claim 1, characterized in that, Determining the first torque limit based on the vehicle's maximum negative torque includes: Determine if the motor speed is within the range where the motor is whistling. If so, the first torque limit is determined based on the vehicle's maximum negative torque, and the absolute value of the first torque limit is less than the absolute value of the vehicle's maximum negative torque; otherwise, the vehicle's maximum negative torque is used as the first torque limit.

3. The method according to any one of claims 1-2, characterized in that, The method further includes: When the target torque exceeds the first torque limit, an over-limit flag is sent to the chassis controller.

4. The method according to any one of claims 1-2, characterized in that, The braking condition includes receiving a trigger operation from the driver on the brake pedal, and the vehicle's required torque showing a decreasing trend.

5. A method for recovering braking energy, characterized in that, Applications in chassis controllers include: In response to the driver's activation of the brake pedal, the required deceleration is determined based on the pedal opening. Receive the first torque limit sent by the vehicle controller, and allocate the target torque and the first brake fluid pressure according to the required deceleration and the first torque limit; The target torque is sent to the vehicle controller. The vehicle controller determines whether the target torque is greater than a second torque limit. If so, the second torque limit is used as the motor output torque for regenerative braking. Otherwise, the target torque is used as the motor output torque for regenerative braking. The second torque limit is calculated based on the first torque limit and the torque offset.

6. The method according to claim 5, characterized in that, The method further includes: Upon receiving an over-limit flag from the vehicle controller, a second brake fluid pressure is determined based on the required deceleration and the first torque limit to meet the required deceleration. The over-limit flag is sent by the vehicle controller to the chassis controller when the target torque exceeds the first torque limit.

7. A braking energy recovery device, characterized in that, Applications in vehicle controllers include: The first determining unit is used to determine the maximum negative torque of the vehicle based on the maximum negative torque of the motor and the maximum charging power of the battery when the vehicle is operating under braking conditions. The second determining unit is used to determine a first torque limit based on the maximum negative torque of the vehicle, and send the first torque limit to the chassis controller. The first transmitting unit is configured to receive the target torque transmitted by the chassis controller, wherein the target torque is determined by the chassis controller based on the first torque limit. The judgment unit calculates a second torque limit based on the first torque limit and the torque offset; the absolute value of the second torque limit is greater than the absolute value of the first torque limit; it determines whether the target torque is greater than the second torque limit; if so, it determines that the motor output torque is the second torque limit for braking energy recovery; otherwise, it determines that the motor output torque is the target torque for braking energy recovery.

8. A braking energy recovery device, characterized in that, Applications in chassis controllers include: The third determining unit is used to respond to the driver's triggering operation on the brake pedal and determine the required deceleration based on the pedal opening. The allocation unit is used to receive a first torque limit value 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 value; The second sending unit is used to send the target torque to the vehicle controller. The vehicle controller determines whether the target torque is greater than a second torque limit. If so, the second torque limit is used as the motor output torque for regenerative braking. Otherwise, the target torque is used as the motor output torque for regenerative braking. The second torque limit is calculated based on the first torque limit and the torque offset.

9. A computer device, characterized in that, The computer device includes a processor and 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 described in any one of claims 1-6 according to the instructions in the program code.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium is used to store a computer program for performing the method according to any one of claims 1-6.

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