Braking energy recovery control method and device, vehicle and storage medium

Abstract

The invention relates to the technical field of vehicle braking energy recovery, in particular to a braking energy recovery control method and device, a vehicle and a storage medium, and the method comprises the steps that the theoretical braking recovery power P0 of the vehicle, the maximum allowable charging power P1 of a power battery, the high-voltage component demand power P2, the braking demand power P3 and the braking demand deceleration are obtained; in response to P3 < = P0 and P3 < = P1, charging according to P3, and determining the feedback torque of the driving motor according to P3; in response to P3 < = P0 and P1 < P3 < = P1 + P2, charging according to P1, and determining the feedback torque of the driving motor according to P3; in response to P3 < = P0 and P3 > P1 + P2, or P3 > P0 and P0 > P1 + P2, charging according to P1, and determining the feedback torque of the driving motor according to P1 + P2; in response to P3 > P0 and P1 < P0 < = P1 + P2, charging according to P1, and determining the feedback torque of the driving motor according to P0; and in response to P3 > P0 and P1 > = P0, charging according to P0, and determining the feedback torque of the driving motor according to P0. The recovery rate of braking energy can be improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle braking energy recovery, and particularly relates to a braking energy recovery control method, device, vehicle and storage medium. Background Art

[0002] In the field of new energy vehicles, especially pure electric vehicles, the driving range of vehicles has always been one of the core concerns of consumers during the process of purchasing and using vehicles. Therefore, how to improve the driving range of electric vehicles has become a key direction in automotive technology research. Among them, the braking energy recovery technology can effectively recover part of the energy during vehicle braking and store it in the power battery by driving the motor to feedback torque. However, when the power battery is in a high SOC (State of Charge) state, the maximum chargeable power of the battery is significantly limited, resulting in the theoretical recoverable energy generated by the driving motor during braking cannot be fully recharged to the power battery, thereby reducing the recovery rate of braking energy. Summary of the Invention

[0003] The purpose of the present invention is to provide a braking energy recovery control method, device, vehicle and storage medium, which solves the problem that the existing braking recovery system cannot perform energy recovery when the battery SOC is relatively high, and improves the recovery rate of braking energy.

[0004] To achieve the above purpose, the technical solution adopted by the present invention is as follows:

[0005] In the first aspect, the present invention discloses a braking energy recovery control method, which includes:

[0006] Obtain the theoretical braking recovery power P0 of the vehicle, the maximum allowable charging power P1 of the power battery, the high-voltage component demand power P2, the braking demand power P3 and the braking demand deceleration;

[0007] In response to P3≤P0 and P3≤P1, control the power battery to charge according to P3, determine the driving motor feedback torque according to P3, and the mechanical braking deceleration is zero;

[0008] In response to P3≤P0 and P1<P3≤P1+P2, control the power battery to charge according to P1, determine the driving motor feedback torque according to P3, and the mechanical braking deceleration is zero;

[0009] In response to P3≤P0 and P3>P1+P2, or P3>P0 and P0>P1+P2, control the power battery to charge according to P1, determine the driving motor feedback torque according to P1+P2, and calculate the mechanical braking deceleration according to the braking demand deceleration and P1+P2;

[0010] In response to P3 > P0 and P1 < P0 ≤ P1 + P2, control the power battery to charge at P1, determine the regenerative torque of the drive motor according to P0, and calculate the mechanical braking deceleration based on the braking demand deceleration and P0;

[0011] In response to P3 > P0 and P1 ≥ P0, control the power battery to charge at P0, determine the regenerative torque of the drive motor according to P0, and calculate the mechanical braking deceleration based on the braking demand deceleration and P0.

[0012] Furthermore, the calculation formula for the regenerative torque of the drive motor is where P m is the first power, P m is P3, P0 or P1 + P2, and N is the speed of the drive motor.

[0013] Furthermore, the calculation formula for calculating the mechanical braking deceleration based on the braking demand deceleration and P1 + P2 or based on the braking demand deceleration and P0 is:

[0014] A - P n , where A is the braking demand deceleration, P n is the second power, P n is P0 or P1 + P2, m is the vehicle weight, and vm·v

[0015] is the vehicle speed.

[0016] Furthermore, the theoretical braking recovery power P0 is determined according to the vehicle speed and the status information of the drive motor;

[0017] In response to the vehicle speed exceeding the preset vehicle speed threshold, the theoretical braking recovery power P0 remains unchanged, and the theoretical maximum regenerative torque of the drive motor is positively correlated with the vehicle speed;

[0018] In response to the vehicle speed not exceeding the preset vehicle speed threshold, the theoretical braking recovery power P0 is positively correlated with the vehicle speed, and the theoretical maximum regenerative torque of the drive motor remains unchanged.

[0019] Furthermore, the maximum allowable charging power P1 of the power battery is determined according to the SOC, SOH, cell temperature and charge-discharge cycle times of the power battery;

[0020] The maximum allowable charging power P1 of the power battery is negatively correlated with the SOC of the power battery.

[0021] Furthermore, the braking demand power P3 and the braking demand deceleration are determined according to the vehicle speed and the braking pedal opening.

[0022] Furthermore, the high-voltage component demand power P2 includes the thermal management demand power.

[0023] In a second aspect, the present invention discloses a braking energy recovery control device, which includes:

[0024] An acquisition module, configured to acquire the theoretical braking recovery power P0 of the vehicle, the maximum allowable charging power P1 of the power battery, the high-voltage component demand power P2, the braking demand power P3, and the braking demand deceleration;

[0025] A first control module, in response to P3 ≤ P0 and P3 ≤ P1, controls the power battery to be charged according to P3, determines the drive motor feedback torque based on P3, and the mechanical braking deceleration is zero;

[0026] A second control module, in response to P3 ≤ P0 and P1 < P3 ≤ P1 + P2, controls the power battery to be charged according to P1, determines the drive motor feedback torque based on P3, and the mechanical braking deceleration is zero;

[0027] A third control module, in response to P3 ≤ P0 and P3 > P1 + P2, or P3 > P0 and P0 > P1 + P2, controls the power battery to be charged according to P1, determines the drive motor feedback torque based on P1 + P2, and calculates the mechanical braking deceleration based on the braking demand deceleration and P1 + P2;

[0028] A fourth control module, in response to P3 > P0 and P1 < P0 ≤ P1 + P2, controls the power battery to be charged according to P1, determines the drive motor feedback torque based on P0, and calculates the mechanical braking deceleration based on the braking demand deceleration and P0;

[0029] A fifth control module, in response to P3 > P0 and P1 ≥ P0, controls the power battery to be charged according to P0, determines the drive motor feedback torque based on P0, and calculates the mechanical braking deceleration based on the braking demand deceleration and P0.

[0030] In a third aspect, the present invention discloses a vehicle, which includes: a memory, on which computer program instructions are stored; one or more processors, configured to execute the computer program instructions in the memory to implement the steps of the above-mentioned braking energy recovery control method.

[0031] In a fourth aspect, the present invention discloses a computer-readable storage medium, on which a computer program is stored, and characterized in that when the computer program is executed by a processor, the steps of the above-mentioned braking energy recovery control method are implemented.

[0032] The present invention has the following unexpected beneficial effects:

[0033] 1. The braking energy recovery control method of the present invention introduces the required power P2 of high-voltage components, enabling the braking energy to be directly consumed by high-voltage components such as the thermal management system. That is, when the braking required power P3 exceeds the maximum allowable charging power P1 of the battery, the excess energy can be consumed by high-voltage components, avoiding direct energy waste and reducing the vehicle's dependence on the energy storage of the power battery.

[0034] 2. The braking energy recovery control method of the present invention realizes the refined distribution of braking energy by comparing the numerical relationships of P0, P1, P2, and P3. When P3 ≤ P0 and P3 ≤ P1, the power battery can fully receive the braking energy and directly charge at P3, avoiding energy redundancy. When P3 > P1 + P2, the feedback power of the drive motor is limited to P1 + P2, which not only prevents overcharging of the battery but also consumes part of the energy through high-voltage components, reducing the intervention of mechanical braking and improving the energy recovery rate.

[0035] 3. The braking energy recovery control method of the present invention takes "maximizing electric braking recovery" as the principle and only activates mechanical braking when the electric braking power cannot meet the braking demand. That is, the remaining braking demand is supplemented by mechanical braking. Compared with directly enabling mechanical braking at high SOC in the traditional scheme, it can significantly reduce the waste of braking energy. Moreover, the calculation of the mechanical braking deceleration combines the braking demand deceleration with P n That is, P0 or P1 + P2, and is dynamically adjusted through a formula to ensure the smoothness and safety of the braking process, avoiding an increase in braking distance caused by insufficient electric braking or vehicle out of control caused by excessive electric braking. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present invention.

[0037] Figure 1 It shows a schematic flowchart of the braking energy recovery control method described in the embodiments of the present invention.

[0038] Figure 2 It shows a schematic structural diagram of the braking energy recovery control device described in the embodiments of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0039] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand the other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for explaining the present invention, rather than limiting the protection scope of the present invention.

[0040] It should be noted that the diagrams provided in the following embodiments only illustrate the basic concept of the present invention in a schematic manner. The diagrams only show the components related to the present invention, rather than being drawn according to the number, shape, and size of the components in actual implementation. The type, quantity, and ratio of each component in actual implementation can be arbitrarily changed, and the component layout type may also be more complex.

[0041] In one embodiment, the present invention discloses a braking energy recovery control method. Refer to Figure 1 as shown, which includes:

[0042] Obtain the theoretical braking recovery power P0, the maximum allowable charging power P1 of the power battery, the high-voltage component demand power P2, the braking demand power P3, and the braking demand deceleration of the vehicle.

[0043] In response to P3 ≤ P0 and P3 ≤ P1, control the power battery to charge according to P3, determine the drive motor feedback torque based on P3, and the mechanical braking deceleration is zero.

[0044] In response to P3 ≤ P0 and P1 < P3 ≤ P1 + P2, control the power battery to charge according to P1, determine the drive motor feedback torque based on P3, and the mechanical braking deceleration is zero.

[0045] In response to P3 ≤ P0 and P3 > P1 + P2, or P3 > P0 and P0 > P1 + P2, control the power battery to charge according to P1, determine the drive motor feedback torque based on P1 + P2, and calculate the mechanical braking deceleration based on the braking demand deceleration and P1 + P2.

[0046] In response to P3 > P0 and P1 < P0 ≤ P1 + P2, control the power battery to charge according to P1, determine the drive motor feedback torque based on P0, and calculate the mechanical braking deceleration based on the braking demand deceleration and P0.

[0047] In response to P3 > P0 and P1 ≥ P0, control the power battery to charge according to P0, determine the drive motor feedback torque based on P0, and calculate the mechanical braking deceleration based on the braking demand deceleration and P0.

[0048] The braking energy recovery control method described in the present invention enables the braking energy to be directly consumed by high-voltage components such as the thermal management system by introducing the required power P2 of the high-voltage components. That is, when the braking demand power P3 exceeds the maximum allowable charging power P1 of the battery, the excess energy can be consumed by the high-voltage components, avoiding direct energy waste and reducing the vehicle's dependence on the energy storage of the power battery. For example, in the low-temperature scenario in winter, the braking energy can be used for battery charging and in-vehicle heating simultaneously, which not only improves the energy utilization rate but also reduces the energy consumption of the power battery for heating alone, indirectly increasing the driving range.

[0049] The braking energy recovery control method described in the present invention does not rely on an additional energy storage device. It can achieve energy recovery even when the power battery has a high state of charge (SOC) or is fully charged only through software logic optimization and cooperation with existing high-voltage components. Compared with the traditional solutions that increase hardware costs (such as dual energy storage systems and increasing battery capacity), this method has the advantages of low cost and strong compatibility and is applicable to various electric vehicle platforms.

[0050] The braking energy recovery control method described in the present invention realizes the refined distribution of braking energy by comparing the numerical relationships of P0, P1, P2, and P3. When P3 ≤ P0 and P3 ≤ P1, the power battery can fully receive the braking energy and directly charge at P3, avoiding energy redundancy. When P3 > P1 + P2, the feedback power of the drive motor is limited to P1 + P2, which not only prevents overcharging of the battery but also consumes part of the energy through high-voltage components, reduces the intervention of mechanical braking, and improves the energy recovery rate.

[0051] The braking energy recovery control method described in the present invention takes "maximizing electric braking recovery" as the principle and only starts mechanical braking when the electric braking power cannot meet the braking demand, that is, the remaining braking demand is supplemented by mechanical braking. Compared with the traditional solution of directly enabling mechanical braking at high SOC, it can significantly reduce the waste of braking energy.

[0052] As a preferred embodiment of the present invention, the calculation formula for the feedback torque of the drive motor is: In the formula, P m is the first power, P m is P3, P0, or P1 + P2, and N is the drive motor speed in rpm.

[0053] In the formula, P mIt can be P3, P0, or P1+P2, which enables the calculation to flexibly select an appropriate power value according to different braking energy recovery conditions. Specifically, when P3 ≤ P0 and P3 ≤ P1, the drive motor feedback torque is calculated using P3, allowing the motor to feedback energy according to the braking demand power P3, accurately adapting to the condition of energy supply and demand balance. When P3 ≤ P0 and P1 < P3 ≤ P1+P2, the drive motor feedback torque is calculated using P3, ensuring that the motor fully feedbacks, and the excess energy is consumed by high-voltage components; in other complex conditions, selecting P0 or P0 or P1+P2 can also conform to the energy distribution logic, ensuring that the calculation of the motor feedback torque meets the actual braking and energy recovery requirements.

[0054] This calculation formula combines the drive motor speed N and is derived based on the physical relationship among motor power, speed, and torque. In the motor operating characteristics, power, speed, and torque are interrelated. By accurately substituting the power and speed parameters into this formula, a reasonable feedback torque value can be obtained, enabling the drive motor to operate in the high-efficiency operating range under different conditions, avoiding inefficient operation of the drive motor or energy waste caused by unreasonable torque calculation, and improving the braking energy recovery efficiency.

[0055] As a preferred embodiment of the present invention, the calculation formula for obtaining the mechanical braking deceleration based on the braking demand deceleration and P1+P2 or based on the braking demand deceleration and P0 is: In the formula, A is the braking demand deceleration, P n is the second power, P n is P0 or P1+P2, m is the vehicle weight, and v is the vehicle speed.

[0056] This calculation formula is based on the braking demand deceleration A and combines the power P n (P0 or P1+P2) related to electric braking, and can accurately calculate the deceleration that needs to be supplemented by mechanical braking. During the braking process, electric braking participates first. This calculation formula can determine the part that mechanical braking needs to bear according to the actual power provided by electric braking, realizing the reasonable distribution of electric braking and mechanical braking, avoiding poor braking effect when electric braking is insufficient, or problems such as too late or too fierce intervention of mechanical braking after excessive electric braking, and ensuring the smoothness and safety of the braking process.

[0057] P n can take P0 or P1+P2 according to different conditions. Specifically, when P3 ≤ P0 and P3 > P1+P2, or P3 > P0 and P0 > P1+P2, take P1+P2 to calculate the mechanical braking deceleration, which can accurately calculate the deceleration that mechanical braking should supplement when the electric braking power is limited. When P3 > P0 and P1 < P0 ≤ P1+P2, take P0 to calculate the mechanical braking deceleration, which conforms to the electric braking ability range at this time, reasonably distributes the role of mechanical braking, and enables the braking energy recovery control method to effectively coordinate the braking methods under various complex conditions.

[0058] As a preferred embodiment of the present invention, the theoretical braking recovery power P0 is determined according to the vehicle speed and the state information of the drive motor; in response to the vehicle speed exceeding a preset vehicle speed threshold, the theoretical braking recovery power P0 remains unchanged, and the theoretical maximum feedback torque of the drive motor is positively correlated with the vehicle speed; in response to the vehicle speed not exceeding the preset vehicle speed threshold, the theoretical braking recovery power P0 is positively correlated with the vehicle speed, and the theoretical maximum feedback torque of the drive motor remains unchanged.

[0059] This preferred embodiment determines the theoretical braking recovery power P0 by distinguishing whether the vehicle speed exceeds the preset vehicle speed threshold, and can better adapt to different driving speed states of the vehicle. In the high vehicle speed range, that is, when the vehicle speed exceeds the preset vehicle speed threshold, P0 remains unchanged, and the theoretical maximum feedback torque of the drive motor is positively correlated with the vehicle speed, which can enable the motor to operate stably at high speed and reasonably adjust the feedback ability according to the vehicle speed. In the low vehicle speed range, that is, when the vehicle speed does not exceed the preset vehicle speed threshold, P0 is positively correlated with the vehicle speed, and the theoretical maximum feedback torque of the motor remains unchanged, which conforms to the motor characteristics and braking energy recovery requirements at low speed, and ensures that the braking energy recovery system can work effectively within the full vehicle speed range. By stabilizing P0 at high speed, it is possible to prevent the motor from entering an inefficient range due to excessive pursuit of power increase; by allowing P0 to increase with the vehicle speed at low speed, the recovery ability of the motor in the low speed range can be fully utilized, and the kinetic energy of the vehicle can be converted into electrical energy for recovery as much as possible, improving the braking energy recovery efficiency, and thus enhancing the vehicle's cruising range.

[0060] This preferred embodiment determines P0 based on the vehicle speed and the state information of the drive motor, making the control logic of the braking energy recovery system more reasonable. The drive motor adjusts its working state according to corresponding rules at different vehicle speeds, reducing abnormal motor operation or system instability caused by sudden changes in working conditions, enhancing the system's stability and reliability, reducing the probability of faults, and extending the service life of the system.

[0061] Exemplarily, the state information of the drive motor includes the rotational speed of the drive motor.

[0062] As a preferred embodiment of the present invention, the maximum allowable charging power P1 of the power battery is determined according to the SOC, SOH, cell temperature, and charge-discharge cycle times of the power battery; the maximum allowable charging power P1 of the power battery is negatively correlated with the SOC of the power battery.

[0063] This preferred embodiment determines P1 through multi-dimensional parameters such as the SOC (State of Charge), SOH (State of Health), cell temperature, and charge-discharge cycle count of the power battery, breaking through the limitations of the traditional approach that only relies on the single parameter of SOC. Among them, SOC reflects the current battery charge and is negatively correlated with P1 (the higher the SOC, the smaller P1), avoiding overcharging at high SOC. SOH reflects the degree of battery aging. For a severely aged battery, the chargeable power decreases, and P1 is dynamically adjusted as SOH decreases to prevent charging failures caused by battery performance degradation. The cell temperature directly affects the chemical reaction activity of the battery. At low temperatures, P1 automatically decreases to avoid lithium deposition, and at high temperatures, P1 is restricted to prevent thermal runaway, ensuring charging safety. The introduction of the charge-discharge cycle count enables P1 to be dynamically adjusted according to the battery usage history. When the number of cycles of a new battery is small, a higher P1 is allowed to improve the recovery efficiency; as the number of cycles increases and the battery capacity decays, P1 automatically decreases to slow down the rate of capacity decay and balance the energy recovery efficiency and battery life.

[0064] The accurate calculation of the maximum allowable charging power P1 of the power battery provides a reliable basis for the vehicle's energy distribution. When P1 decreases, the thermal management system can actively increase power consumption (such as starting battery preheating in advance) and cooperate with electric braking to recover energy. For example, in a low-temperature scenario in winter: SOC = 90%, P1 = 10 kW, the thermal management required power P2 = 8 kW. At this time, the drive motor regenerates energy at 18 kW, with 10 kW for charging and 8 kW for battery preheating, which not only avoids overcharging the battery but also reduces the additional energy consumption for heating the battery during subsequent driving, indirectly increasing the driving range.

[0065] As a preferred embodiment of the present invention, the braking required power P3 and the braking required deceleration are determined based on the vehicle speed and the braking pedal opening.

[0066] The calculation of the braking required deceleration A combines the vehicle speed (affecting kinetic energy) and the braking pedal opening (reflecting the intention). Through the vehicle dynamics formula A = F / m, it ensures that the braking deceleration is within the safety threshold. Among them, F is the braking required force, jointly determined by the pedal opening and the vehicle speed, and m is the vehicle weight including the load. For example, when the vehicle speed exceeds 120 km / h and the pedal opening reaches 50%, the system will limit the maximum deceleration to no more than 0.8g to avoid vehicle out-of-control due to excessive braking force and still maintain directional stability during emergency braking.

[0067] The accurate calculation of the braking required power P3 (the braking required power of the vehicle is the braking power required during vehicle braking, which is also the braking power corresponding to the kinetic energy to be recovered by the vehicle) provides a basis for the electric braking power distribution. When P3 ≤ the theoretical braking recovery power P0 and P3 ≤ the battery allowable charging power P1, the electric braking fully undertakes the braking demand, and the mechanical braking does not intervene. For example:

[0068] When the vehicle speed is 60 km / h and the brake pedal opening is 30%, P3 = 20 kW. If P0 = 25 kW and P1 = 22 kW, the drive motor regenerates energy at 20 kW, and the mechanical braking deceleration is 0, reducing mechanical braking losses.

[0069] When P3 exceeds the electric braking capacity (such as P0 or P1 + P2), mechanical braking only supplements the remaining braking demand. For example: when the vehicle speed is 80 km / h and the brake pedal opening is 70%, P3 = 40 kW. If P0 = 30 kW and P1 + P2 = 25 kW, the drive motor regenerates at 25 kW, and mechanical braking undertakes the deceleration corresponding to 15 kW, avoiding energy waste caused by premature intervention of mechanical braking.

[0070] As a preferred embodiment of the present invention, the required power P2 of the high-voltage components includes the required power for thermal management.

[0071] The calculation of the required power P2 for thermal management is based on the existing thermal management system of the vehicle, such as battery thermal management and air conditioning system. The required sensors (temperature sensors, compressor status signals, etc.) are all standard equipment. The vehicle controller can achieve real-time calculation and energy distribution of P2 through software algorithms, adapting to different vehicle platforms (such as pure electric and plug-in hybrid), with high engineering compatibility.

[0072] In one embodiment, the present invention discloses a braking energy recovery control device. Refer to Figure 2 As shown, the control device 10 includes an acquisition module 11, a first control module 12, a second control module 13, a third control module 14, a fourth control module 15, and a fifth control module 16.

[0073] The acquisition module 11 is used to acquire the theoretical braking recovery power P0 of the vehicle, the maximum allowable charging power P1 of the power battery, the required power P2 of the high-voltage components, the braking demand power P3, and the braking demand deceleration.

[0074] The first control module 12, in response to P3 ≤ P0 and P3 ≤ P1, controls the power battery to charge according to P3, determines the drive motor regeneration torque based on P3, and the mechanical braking deceleration is zero.

[0075] The second control module 13, in response to P3 ≤ P0 and P1 < P3 ≤ P1 + P2, controls the power battery to charge according to P1, determines the drive motor regeneration torque based on P3, and the mechanical braking deceleration is zero.

[0076] The third control module 14 controls the power battery to charge at P1 in response to P3 ≤ P0 and P3 > P1 + P2, or P3 > P0 and P0 > P1 + P2, determines the regenerative braking torque of the drive motor according to P1 + P2, and calculates the mechanical braking deceleration based on the braking demand deceleration and P1 + P2.

[0077] The fourth control module 15 controls the power battery to charge at P1 in response to P3 > P0 and P1 < P0 ≤ P1 + P2, determines the regenerative braking torque of the drive motor according to P0, and calculates the mechanical braking deceleration based on the braking demand deceleration and P0.

[0078] The fifth control module 16 controls the power battery to charge at P0 in response to P3 > P0 and P1 ≥ P0, determines the regenerative braking torque of the drive motor according to P0, and calculates the mechanical braking deceleration based on the braking demand deceleration and P0.

[0079] Through the division of labor and cooperation among the acquisition module 11 and the four control modules 12, 13, 14, 15, and 16, the control device 10 in this embodiment realizes full-scenario coverage of braking energy recovery: the acquisition module 11 collects key parameters such as P0, P1, P2, P3, and braking deceleration in real time, providing a data basis for subsequent control. Each control module executes a differentiated energy distribution strategy based on the parameter comparison results, avoiding energy waste caused by traditional single logic.

[0080] The modular design of the control device 10 makes the hardware structure clear. For example, the acquisition module can be integrated into the vehicle controller, and the control module realizes logical judgment through software algorithms, facilitating subsequent function upgrades.

[0081] In one embodiment, the present invention discloses a vehicle, which includes: a memory storing computer program instructions thereon; one or more processors for executing the computer program instructions in the memory to implement the steps of the above-mentioned braking energy recovery control method.

[0082] In one embodiment, the present invention discloses a computer-readable storage medium storing a computer program thereon, characterized in that when the computer program is executed by a processor, the steps of the above-mentioned braking energy recovery control method are implemented.

[0083] Those of ordinary skill in the art can understand that all or part of the steps of implementing the above method embodiments can be completed by hardware related to program instructions. The foregoing program can be stored in a computer-readable storage medium. When the program is executed, it executes the steps including the above method embodiments; and the foregoing storage medium includes various media that can store program codes such as removable storage devices, read-only memory (ROM), magnetic disks, or optical discs.

[0084] Alternatively, if the above integrated units of the present application are implemented in the form of software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, in essence, or the part that makes contributions to the related technology, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions for causing an electronic device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the methods described in the various embodiments of the present application. The aforementioned storage medium includes: various media such as removable storage devices, ROMs, magnetic disks, or optical discs that can store program codes.

[0085] The above embodiments are only preferred embodiments given to fully illustrate the present invention, and the protection scope of the present invention is not limited thereto. Equivalent substitutions or transformations made by those skilled in the art on the basis of the present invention are all within the protection scope of the present invention.

Claims

1. A braking energy recovery control method, characterized in that, Including: Obtain the theoretical braking recovery power P0 of the vehicle, the maximum allowable charging power P1 of the power battery, the high-voltage component demand power P2, the braking demand power P3, and the braking demand deceleration; In response to P3 ≤ P0 and P3 ≤ P1, control the power battery to charge according to P3, determine the feedback torque of the drive motor based on P3, and the mechanical braking deceleration is zero; In response to P3 ≤ P0 and P1 < P3 ≤ P1 + P2, control the power battery to charge according to P1, determine the feedback torque of the drive motor based on P3, and the mechanical braking deceleration is zero; In response to P3 ≤ P0 and P3 > P1 + P2, or P3 > P0 and P0 > P1 + P2, control the power battery to charge according to P1, determine the feedback torque of the drive motor based on P1 + P2, and calculate the mechanical braking deceleration based on the braking demand deceleration and P1 + P2; In response to P3 > P0 and P1 < P0 ≤ P1 + P2, control the power battery to charge according to P1, determine the feedback torque of the drive motor based on P0, and calculate the mechanical braking deceleration based on the braking demand deceleration and P0; In response to P3 > P0 and P1 ≥ P0, control the power battery to charge according to P0, determine the feedback torque of the drive motor based on P0, and calculate the mechanical braking deceleration based on the braking demand deceleration and P0.

2. The braking energy recovery control method according to claim 1, wherein The calculation formula for the feedback torque of the drive motor is In the formula, P m is the first power, P m is P3, P0 or P1 + P2, and N is the rotational speed of the drive motor.

3. The braking energy recovery control method according to claim 1, wherein The calculation formula for calculating the mechanical braking deceleration based on the braking demand deceleration and P1 + P2 or based on the braking demand deceleration and P0 is: Wherein, A is the braking demand deceleration, P n is the second power, P n is P0 or P1 + P2, m is the vehicle weight, and v is the vehicle speed.

4. The braking energy recovery control method according to claim 1, wherein: The theoretical braking recovery power P0 is determined according to the vehicle speed and the status information of the drive motor; In response to the vehicle speed exceeding the preset vehicle speed threshold, the theoretical braking recovery power P0 remains unchanged, and the theoretical maximum feedback torque of the drive motor is positively correlated with the vehicle speed; In response to the vehicle speed not exceeding the preset vehicle speed threshold, the theoretical braking recovery power P0 is positively correlated with the vehicle speed, and the theoretical maximum feedback torque of the drive motor remains unchanged.

5. The braking energy recovery control method according to claim 1, characterized in that: The maximum allowable charging power P1 of the power battery is determined according to the SOC, SOH, cell temperature, and charge-discharge cycle times of the power battery; The maximum allowable charging power P1 of the power battery is negatively correlated with the SOC of the power battery.

6. The braking energy recovery control method according to claim 1, wherein: The braking demand power P3 and the braking demand deceleration are determined according to the vehicle speed and the braking pedal opening.

7. The braking energy recovery control method according to claim 1, wherein: The high-voltage component demand power P2 includes the thermal management demand power.

8. A braking energy recovery control device, characterized in that Including: An acquisition module for acquiring the theoretical braking recovery power P0 of the vehicle, the maximum allowable charging power P1 of the power battery, the high-voltage component demand power P2, the braking demand power P3, and the braking demand deceleration; A first control module, in response to P3 ≤ P0 and P3 ≤ P1, controls the power battery to charge according to P3, determines the feedback torque of the drive motor based on P3, and the mechanical braking deceleration is zero; A second control module, in response to P3 ≤ P0 and P1 < P3 ≤ P1 + P2, controls the power battery to charge according to P1, determines the feedback torque of the drive motor based on P3, and the mechanical braking deceleration is zero; The third control module, in response to P3 ≤ P0 and P3 > P1 + P2, or P3 > P0 and P0 > P1 + P2, controls the power battery to charge at P1, determines the drive motor feedback torque based on P1 + P2, and calculates the mechanical braking deceleration based on the braking demand deceleration and P1 + P2; The fourth control module, in response to P3 > P0 and P1 < P0 ≤ P1 + P2, controls the power battery to charge at P1, determines the drive motor feedback torque based on P0, and calculates the mechanical braking deceleration based on the braking demand deceleration and P0; The fifth control module, in response to P3 > P0 and P1 ≥ P0, controls the power battery to charge at P0, determines the drive motor feedback torque based on P0, and calculates the mechanical braking deceleration based on the braking demand deceleration and P0.

9. A vehicle, characterized in that, The vehicle includes: A memory storing computer program instructions thereon; One or more processors for executing the computer program instructions in the memory to implement the steps of the braking energy recovery control method according to any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by the processor, the computer program implements the steps of the braking energy recovery control method according to any one of claims 1 to 7.

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