Vehicle braking energy recovery method and device, electronic equipment and storage medium

Abstract

The invention provides a vehicle braking energy recovery method and device, electronic equipment and a storage medium, and relates to the technical field of vehicles, the braking state of a vehicle is judged according to brake pedal travel change information, if the braking state is an emergency braking state, the vehicle is controlled to adopt a first braking energy recovery strategy for braking energy recovery, and if the braking state is not an emergency braking state, the vehicle is controlled to adopt a second braking energy recovery strategy; if the braking state is a comfortable braking state, the vehicle is controlled to adopt a second braking energy recovery strategy for braking energy recovery, when the braking state of the vehicle is an emergency braking state, kinetic energy formed by deceleration is relatively large, at the moment, a high braking energy recovery coefficient is adopted for braking energy recovery, and otherwise, the braking energy is recovered. When the braking state of the vehicle is the comfortable braking state, kinetic energy formed by deceleration is relatively less, at the moment, braking energy can be recovered by adopting a relatively low energy recovery coefficient, and the overall braking energy recovery efficiency of the vehicle is improved through differentiated braking energy recovery strategies.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a vehicle brake energy recovery method, device, electronic equipment and storage medium. BACKGROUND

[0002] With the rapid development of electric vehicles, brake energy recovery technology has become a core means to improve the endurance and energy utilization efficiency. The electric vehicle brake energy recovery system is a system that converts part of the kinetic energy of the vehicle into electrical energy during braking and stores it in the battery, and provides all or part of the driving force for the vehicle when the vehicle accelerates or starts, realizing energy reuse.

[0003] The brake energy recovery coefficient is used to represent the efficiency of converting the kinetic energy lost during braking into electrical energy and storing it in the battery. The greater the brake energy recovery coefficient, the higher the efficiency of brake energy recovery, and vice versa. In related technologies, the brake energy recovery coefficient usually uses a preset fixed value, which can be set by default by the system or adjusted by the user. However, different vehicle braking states have different energy recovery needs, and the fixed value of the energy recovery coefficient is difficult to meet the differentiated needs of different braking states, resulting in poor overall brake energy recovery efficiency of the vehicle. SUMMARY

[0004] The problem solved by the present application is how to improve the overall brake energy recovery efficiency of the vehicle.

[0005] To solve the above problems, the present application provides a vehicle brake energy recovery method, device, electronic equipment and storage medium.

[0006] In a first aspect, the present application provides a vehicle brake energy recovery method, comprising: obtaining brake pedal stroke change information of the vehicle; determining the braking state of the vehicle according to the brake pedal stroke change information, wherein the braking state includes at least an emergency braking state and a comfortable braking state; if the braking state is the emergency braking state, controlling the vehicle to adopt a first brake energy recovery strategy for brake energy recovery; if the braking state is the comfortable braking state, controlling the vehicle to adopt a second brake energy recovery strategy for brake energy recovery; wherein the brake energy recovery coefficient corresponding to the first brake energy recovery strategy is greater than the brake energy recovery coefficient corresponding to the second brake energy recovery strategy; the brake energy recovery coefficient is positively correlated with the brake energy recovery efficiency of the vehicle.

[0007] Optionally, the first brake energy recovery strategy comprises: The brake energy recovery coefficient starts from a first initial coefficient and increases to a first terminal coefficient according to a first pre-stored curve as the brake torque of the vehicle increases. The first terminal coefficient is greater than the first initial coefficient, and the curvature of the first curve is less than 0.

[0008] Optionally, further comprising: obtaining a first initial data point composed of the first initial coefficient and its corresponding brake torque, and obtaining a first terminal data point composed of the first terminal coefficient and its corresponding brake torque; determining at least one first intermediate data point by using a preset interpolation method according to the first initial data point and the first terminal data point; According to the first initial data point, the first terminal data point and at least one first intermediate data point, a curve fitting is performed according to a preset polynomial function to obtain the first curve.

[0009] Optionally, the second brake energy recovery strategy comprises: The brake energy recovery coefficient starts from a second initial coefficient and increases to a second terminal coefficient according to a second pre-stored curve as the brake torque of the vehicle increases. The second terminal coefficient is greater than the second initial coefficient, and the curvature of the second curve is greater than 0.

[0010] Optionally, further comprising: obtaining a second initial data point composed of the second initial coefficient and its corresponding brake torque, and obtaining a second terminal data point composed of the second terminal coefficient and its corresponding brake torque; determining at least one second intermediate data point by using a preset interpolation method according to the second initial data point and the second terminal data point; According to the second initial data point, the second terminal data point and at least one second intermediate data point, a curve fitting is performed according to a preset polynomial function to obtain the second curve.

[0011] Optionally, the brake pedal stroke change information comprises: a stroke change rate of the brake pedal; the brake pedal stroke change information is used to determine the brake state of the vehicle, comprising: When the stroke change rate of the brake pedal is greater than or equal to a first rate threshold, it is determined that the brake state of the vehicle is an emergency brake state; When the stroke change rate of the brake pedal is less than or equal to a second rate threshold, it is determined that the brake state of the vehicle is a comfortable brake state; The first rate threshold is greater than or equal to the second rate threshold.

[0012] Optionally, the brake pedal stroke change information comprises: brake time required for the brake pedal to reach a maximum stroke from an initial position to a brake process; the brake state of the vehicle is determined according to the brake pedal stroke change information, comprising: When the brake time is less than or equal to a first time threshold, it is determined that the brake state of the vehicle is an emergency brake state; When the brake time is greater than or equal to a second time threshold, it is determined that the brake state of the vehicle is a comfortable brake state; The first time threshold is less than or equal to the second time threshold.

[0013] In a second aspect, the present application provides a vehicle brake energy recovery device, comprising: a pedal information acquisition module, configured to acquire brake pedal stroke change information of a vehicle; a brake state determination module, configured to determine a brake state of the vehicle according to the brake pedal stroke change information, wherein the brake state at least comprises an emergency brake state and a comfortable brake state; a brake energy recovery module, configured to control the vehicle to adopt a first brake energy recovery strategy for brake energy recovery if the brake state is the emergency brake state, and control the vehicle to adopt a second brake energy recovery strategy for brake energy recovery if the brake state is the comfortable brake state; The brake energy recovery coefficient corresponding to the first brake energy recovery strategy is greater than the brake energy recovery coefficient corresponding to the second brake energy recovery strategy; the brake energy recovery coefficient is positively correlated with the brake energy recovery degree of the vehicle.

[0014] In a third aspect, the present application provides an electronic device, comprising a memory and a processor; The memory is configured to store a computer program; The processor is configured to implement the vehicle brake energy recovery method of the first aspect when executing the computer program.

[0015] In a fourth aspect, the present application provides a computer readable storage medium, wherein the storage medium stores a computer program, and when the computer program is executed by a processor, the vehicle brake energy recovery method of the first aspect is implemented.

[0016] The vehicle brake energy recovery method, device, electronic equipment and storage medium have the following advantages: the stroke change information of the brake pedal of the vehicle is obtained, and data support is provided for subsequent judgment of the brake state of the vehicle. The brake state of the vehicle is judged according to the brake pedal stroke change information, and the brake state at least includes an emergency brake state and a comfortable brake state. The brake intention of the driver can be determined through the brake pedal stroke change information, so as to determine the brake state of the vehicle. If the brake state is the emergency brake state, the vehicle is controlled to adopt a first brake energy recovery strategy for brake energy recovery. If the brake state is the comfortable brake state, the vehicle is controlled to adopt a second brake energy recovery strategy for brake energy recovery. The brake energy recovery coefficient corresponding to the first brake energy recovery strategy is greater than the brake energy recovery coefficient corresponding to the second brake energy recovery strategy. The brake energy recovery coefficient is positively correlated with the brake energy recovery efficiency of the vehicle. When the brake state of the vehicle is the emergency brake state, the kinetic energy formed by deceleration is relatively large. At this time, a higher brake energy recovery coefficient is used for brake energy recovery, so that the kinetic energy formed by deceleration of the vehicle can be converted into electric energy with a higher brake energy recovery efficiency. Conversely, when the brake state of the vehicle is the comfortable brake state, the kinetic energy formed by deceleration is relatively small. At this time, a lower energy recovery coefficient can be used for brake energy recovery, so that the process of smooth brake energy recovery is ensured, and the overall brake energy recovery efficiency is not affected, thereby improving the overall brake energy recovery efficiency of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0017] Figure 1 A flowchart of a vehicle brake energy recovery method according to an embodiment of the present application is shown in FIG. 1. Figure 2 A flowchart of a fitting method of a first curve according to an embodiment is shown in FIG. 2. Figure 3 A flowchart of a fitting method of a second curve according to an embodiment is shown in FIG. 3. Figure 4 A schematic diagram of the first curve and the second curve according to an embodiment is shown in FIG. 4. Figure 5 A flowchart of judging the brake state of the vehicle according to the brake pedal stroke change information according to an embodiment is shown in FIG. 5. Figure 6 A flowchart of judging the brake state of the vehicle according to the brake pedal stroke change information according to another embodiment is shown in FIG. 6. Figure 7 A structural schematic diagram of a vehicle brake energy recovery device according to an embodiment of the present application is shown in FIG. 7. Figure 8 A structural schematic diagram of an electronic equipment according to an embodiment of the present application is shown in FIG. 8. DETAILED DESCRIPTION

[0018] In order to make the above objectives, characteristics and advantages of the present application more apparent, specific embodiments of the present application will be described in detail below with reference to the accompanying drawings. Although some embodiments of the present application are shown in the drawings, it should be understood that the present application can be implemented in various forms and should not be construed as being limited to the embodiments set forth herein, but rather these embodiments are provided so as to more thoroughly and completely understand the present application. It should be understood that the drawings and embodiments of the present application are merely for illustrative purposes and are not intended to limit the scope of protection of the present application.

[0019] It should be understood that each of the steps recited in the method embodiments of the present application can be performed in different orders and / or in parallel. In addition, the method embodiments can include additional steps and / or omit the steps shown. The scope of the present application is not limited in this respect.

[0020] The term "comprising" and variations thereof as used herein are open-ended, that is "including but not limited to"; the term "based on" is "based, at least in part, on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; the term "optional" means "optional in at least some embodiments". Related definitions are given throughout the detailed description. It should be noted that the concepts mentioned in the present application are merely for distinguishing different apparatuses, modules or units, and are not intended to limit the functions of these apparatuses, modules or units.

[0021] It should be noted that the modification of "one" or "more" mentioned in the present application is illustrative rather than restrictive, and those skilled in the art should understand that, unless otherwise explicitly stated in the context, it should be understood as "one or more".

[0022] The names of the messages or information exchanged between the plurality of apparatuses in the embodiments of the present application are merely for illustrative purposes and are not intended to limit the scope of the messages or information.

[0023] As shown in Figure 1 The vehicle brake energy recovery method provided by the embodiments of the present application includes the following steps: S100: Obtain the travel change information of the brake pedal of the vehicle.

[0024] In some embodiments, when the driver steps on the brake pedal, the travel change information of the brake pedal is monitored in real time by a pedal travel displacement sensor, and the travel change information of the brake pedal is output to the vehicle control system. In other embodiments, an electrical signal or other form of signal generated when the driver steps on the brake pedal is received by the vehicle control system to determine the travel change information of the brake pedal of the vehicle.

[0025] Specifically, the travel change information of the brake pedal of the vehicle can be travel change rate information of the brake pedal of the vehicle, or can be time information of the maximum travel of the brake pedal of the vehicle from an initial position to a brake process. If the driver steps on the brake pedal completely, the maximum travel in the brake process is the full travel of the brake pedal; if the driver steps on the brake pedal only partially, the maximum travel in the brake process is the travel of the brake pedal from the initial position to the position where the travel no longer changes.

[0026] S200: determining the braking state of the vehicle according to the travel change information of the brake pedal. The braking state at least includes an emergency braking state and a comfortable braking state.

[0027] Specifically, the travel change information of the brake pedal of the vehicle can represent the way in which the driver steps on the brake pedal, thereby determining the braking state of the vehicle. For example, taking the travel change rate information of the brake pedal as an example, when the travel change rate information of the brake pedal is large, it represents that the driver steps on the brake pedal quickly, and it can be determined that the braking state of the vehicle is the emergency braking state; when the travel change rate information of the brake pedal is small, it represents that the driver steps on the brake pedal slowly, and it can be determined that the braking state of the vehicle is the comfortable braking state.

[0028] S300: if the braking state is the emergency braking state, controlling the vehicle to adopt a first brake energy recovery strategy for brake energy recovery.

[0029] S400: if the braking state is the comfortable braking state, controlling the vehicle to adopt a second brake energy recovery strategy for brake energy recovery.

[0030] The brake energy recovery coefficient corresponding to the first brake energy recovery strategy is greater than the brake energy recovery coefficient corresponding to the second brake energy recovery strategy; the brake energy recovery coefficient is positively correlated with the brake energy recovery efficiency of the vehicle.

[0031] Specifically, brake energy recovery refers to the process in which, when the vehicle decelerates, its kinetic energy decreases with the decrease of speed, and the brake energy recovery system converts this part of kinetic energy into electrical energy through the motor / generator.

[0032] Specifically, the efficiency of brake energy recovery is positively correlated with the brake energy recovery coefficient. The brake energy recovery efficiency is the percentage of the energy recovered in a brake to the total brake energy, and can represent the overall recovery capability or final effect of the brake energy recovery system.

[0033] The faster the deceleration, the more kinetic energy can be recovered in unit time. Therefore, when the braking state of the vehicle is an emergency braking state, more kinetic energy is formed by deceleration, and a higher braking energy recovery coefficient can be used for braking energy recovery, so that the kinetic energy formed by deceleration of the vehicle can be converted into electrical energy with a higher braking energy recovery efficiency. Conversely, when the braking state of the vehicle is a comfortable braking state, less kinetic energy is formed by deceleration, and a lower energy recovery coefficient can be used for braking energy recovery to ensure a smooth braking energy recovery process.

[0034] In this embodiment, the stroke change information of the brake pedal of the vehicle is obtained to provide data support for subsequent determination of the braking state of the vehicle. The braking state of the vehicle is determined according to the brake pedal stroke change information, and the braking state at least includes an emergency braking state and a comfortable braking state. The braking intention of the driver can be determined through the brake pedal stroke change information, so as to determine the braking state of the vehicle. If the braking state is an emergency braking state, the vehicle is controlled to use a first braking energy recovery strategy for braking energy recovery. If the braking state is a comfortable braking state, the vehicle is controlled to use a second braking energy recovery strategy for braking energy recovery. The braking energy recovery coefficient corresponding to the first braking energy recovery strategy is greater than the braking energy recovery coefficient corresponding to the second braking energy recovery strategy. The braking energy recovery coefficient is positively correlated with the braking energy recovery efficiency of the vehicle. When the braking state of the vehicle is an emergency braking state, more kinetic energy is formed by deceleration. At this time, a higher braking energy recovery coefficient is used for braking energy recovery, so that the kinetic energy formed by deceleration of the vehicle can be converted into electrical energy with a higher braking energy recovery efficiency. Conversely, when the braking state of the vehicle is a comfortable braking state, less kinetic energy is formed by deceleration. At this time, a lower energy recovery coefficient can be used for braking energy recovery, which ensures a smooth braking energy recovery process while not affecting the overall braking energy recovery efficiency, thereby improving the overall braking energy recovery efficiency of the vehicle.

[0035] Optionally, the first braking energy recovery strategy comprises: The braking energy recovery coefficient starts from a first initial coefficient and increases to a first terminal coefficient according to a first curve stored in advance as the braking torque of the vehicle increases.

[0036] The first terminal coefficient is greater than the first initial coefficient, and the curvature of the first curve is less than 0.

[0037] Specifically, the first curve is a relationship curve of the braking torque and the braking energy recovery coefficient, and the braking energy recovery coefficient increases as the braking torque increases. The braking torque is the torque applied by the braking system (such as brake caliper, motor brake, etc.) on the rotating shaft of the wheel, which generates a resistance torque opposite to the direction of rotation of the wheel, so as to decelerate or stop the vehicle.

[0038] Specifically, the first curve is an outer convex curve with a curvature less than 0. In the process of emergency braking, as the braking torque increases, the braking energy recovery coefficient also increases. However, when the braking torque is at a relatively large value, as the braking torque increases, the growth rate of the braking energy recovery coefficient slows down. On the one hand, this can avoid excessive energy recovery caused by the braking energy recovery coefficient being too large, which in turn causes the problem of battery overcharging or system overheating. On the other hand, this can ensure that the vehicle can quickly decelerate, thereby improving safety.

[0039] In this optional embodiment, the first curve is an outer convex curve with a curvature less than 0. This design ensures a high braking energy recovery efficiency while avoiding the problem of excessive energy recovery caused by the braking energy recovery coefficient being too large, which in turn causes the problem of battery overcharging or system overheating.

[0040] Optionally, as shown in FIG. 8, a fitting method of the first curve of an embodiment is provided, which includes the following steps: Figure 2 Step S210: obtaining a first initial data point composed of a first initial coefficient and a corresponding braking torque, and a first termination data point composed of a first termination coefficient and a corresponding braking torque.

[0041] Specifically, the first initial coefficient λ11 is the minimum value of the braking energy recovery coefficient in the preset emergency braking state, and the braking torque f11 corresponding to the first initial coefficient λ11 is the minimum value of the braking torque in the preset emergency braking state. Therefore, the first initial data point is (f11, λ11). Similarly, the first termination coefficient λ12 is the maximum value of the braking energy recovery coefficient in the preset emergency braking state, and the braking torque f12 corresponding to the first termination coefficient λ12 is the maximum value of the braking torque in the preset emergency braking state. Therefore, the second termination data point is (f12, λ12). The above-mentioned first initial coefficient λ11, braking torque f11, first termination coefficient λ12, and braking torque f12 can be set by technical personnel according to experience or obtained through vehicle testing.

[0042] Step S220: determining at least one first intermediate data point by using a preset interpolation method according to the first initial data point and the first termination data point.

[0043] In some embodiments, determining at least one first intermediate data point by using a preset interpolation method according to the first initial data point and the first termination data point can include: Step S221: determining a data point (f11, λ12) according to the first initial data point (f11, λ11) and the first termination data point (f12, λ12).

[0044] ​Step S222: constructing a quarter circle with the data point (f11, λ12) as the center according to the first initial data point (f11, λ11), the first terminal data point (f12, λ12) and the data point (f11, λ12), to obtain a first circular arc curve.

[0045] Step S223: determining three first intermediate data points on the first circular arc curve, wherein the three first intermediate data points divide the first circular arc curve equally.

[0046] Step S230: performing curve fitting according to the first initial data point, the first terminal data point and the at least one first intermediate data point according to a preset polynomial function to obtain a first curve.

[0047] Specifically, based on the above embodiment, the first curve is obtained by performing curve fitting according to the first initial data point (f11, λ11), the first terminal data point (f12, λ12) and the three first intermediate data points according to a preset polynomial function.

[0048] Specifically, the preset polynomial function is a 5th order polynomial, and the expression is as follows: ; Wherein a, b, c, d, e, f are coefficients of the preset polynomial function, x is the braking torque, and P(x) is the braking energy recovery coefficient.

[0049] Specifically, the coefficients of the preset 5th order polynomial function can be fitted according to the five known points of the first initial data point (f11, λ11), the first terminal data point (f12, λ12) and the three first intermediate data points, so as to obtain the first curve.

[0050] By fitting the braking energy recovery coefficient curve with a 5th order polynomial, compared with a low-order polynomial, the curve can be more accurately fitted, the subtle turning point of the curve can be captured, and the adjustment of the braking energy recovery coefficient is more accurate.

[0051] In other embodiments, the number of first intermediate data points can be determined according to the different preset polynomial functions, and then the corresponding interpolation method is used to determine the required number of first intermediate data points, which will not be described one by one in this embodiment.

[0052] Optionally, the second braking energy recovery strategy includes: The braking energy recovery coefficient starts from the second initial coefficient and increases to the second terminal coefficient according to the second curve stored in advance as the braking torque of the vehicle increases.

[0053] Wherein the second terminal coefficient is greater than the second initial coefficient; the curvature of the second curve is greater than 0.

[0054] Specifically, the second curve is the relationship curve between braking torque and braking energy recovery coefficient. As the braking torque increases, the braking energy recovery coefficient also increases.

[0055] Specifically, the second curve is a concave curve with a curvature greater than 0. During comfort braking, as the braking torque increases, the growth rate of the braking energy recovery coefficient will gradually accelerate, which helps to utilize the kinetic energy generated by deceleration more effectively under comfort braking conditions and improve the overall braking energy recovery efficiency.

[0056] In this optional embodiment, the second curve is a concave curve with a curvature greater than 0. When the kinetic energy generated by deceleration under comfortable braking conditions is relatively small, the kinetic energy generated by deceleration can be utilized more effectively, thereby improving the overall braking energy recovery efficiency.

[0057] Optionally, such as Figure 3 As shown, a method for fitting a second curve according to an embodiment is provided, including the following steps: Step S310: Obtain the second initial data point composed of the second initial coefficient and its corresponding braking torque, and obtain the second termination data point composed of the second termination coefficient and its corresponding braking torque.

[0058] Specifically, the second initial coefficient λ21 is the minimum value of the braking energy recovery coefficient under the preset comfortable braking state, and the braking torque f21 corresponding to the second initial coefficient λ21 is the minimum value of the braking torque under the preset comfortable braking state. Therefore, the second initial data point is (f21, λ21). Similarly, the second termination coefficient λ22 is the maximum value of the braking energy recovery coefficient under the preset emergency braking state, and the braking torque f22 corresponding to the second termination coefficient λ22 is the maximum value of the braking torque under the preset emergency braking state. Therefore, the second termination data point is (f22, λ22). The aforementioned second initial coefficient λ21, braking torque f21, second termination coefficient λ22, and braking torque f22 can be set by technicians based on experience, or they can be obtained from vehicle testing.

[0059] Step S320: Based on the second initial data point and the second termination data point, determine at least one second intermediate data point using a preset interpolation method.

[0060] In some embodiments, determining at least one second intermediate data point based on a second initial data point and a second final data point using a preset interpolation method may include: Step S321: Determine the data point (f21, λ22) based on the second initial data point (f21, λ21) and the second termination data point (f22, λ22).

[0061] Step S322: A quarter circle with the data point (f21, λ22) as the center is constructed according to the second initial data point (f21, λ21), the second terminal data point (f22, λ22) and the data point (f21, λ22), to obtain a second arc curve.

[0062] Step S323: Three second intermediate data points are determined on the second arc curve, wherein the three second intermediate data points divide the second arc curve equally.

[0063] Step S330: According to the second initial data point, the second terminal data point and the at least one second intermediate data point, curve fitting is performed according to a preset polynomial function to obtain a second curve.

[0064] Specifically, based on the above embodiment, according to the second initial data point (f21, λ21), the second terminal data point (f22, λ22) and the three second intermediate data points, curve fitting is performed according to a preset polynomial function to obtain a second curve.

[0065] In some embodiments, the preset polynomial function can be a 5th order polynomial function, and the manner of performing curve fitting according to the 5th order polynomial function to obtain the second curve can refer to the fitting manner of the first curve described above, and this embodiment will not be repeated.

[0066] As shown in Figure 4 , Figure 4 An example of the first curve 410 and the second curve 420 is shown, and it can be seen that the brake torque and the brake energy recovery coefficient corresponding to the first curve 410 are both greater than the brake torque and the brake energy recovery coefficient corresponding to the second curve, that is, the brake torque in the comfortable braking state is relatively small, the brake torque in the emergency braking state is relatively large, and the brake energy recovery coefficient in the comfortable braking state is relatively small, and the brake energy recovery coefficient in the emergency braking state is relatively large.

[0067] Optionally, the brake pedal stroke change information includes: a stroke change rate of the brake pedal.

[0068] As shown in Figure 5 , determining the braking state of the vehicle according to the brake pedal stroke change information includes the following steps: Step S510: When the stroke change rate of the brake pedal is greater than or equal to a first rate threshold, it is determined that the braking state of the vehicle is an emergency braking state.

[0069] Step S520: When the stroke change rate of the brake pedal is less than or equal to a second rate threshold, it is determined that the braking state of the vehicle is a comfortable braking state.

[0070] Wherein, the first rate threshold is greater than or equal to the second rate threshold.

[0071] In some embodiments, the first rate threshold can be 100 mm / s, and the second rate threshold can be 60 mm / s.

[0072] In this optional embodiment, the braking state of the vehicle can be accurately determined by judging the condition met by the rate of change of the travel of the brake pedal of the vehicle.

[0073] Optionally, the travel change information of the brake pedal includes a brake time required for the brake pedal to travel from the initial position to the maximum travel during braking.

[0074] As shown in Figure 6 determining the braking state of the vehicle according to the travel change information of the brake pedal includes the following steps: Step S610: When the brake time is less than or equal to a first time threshold, it is determined that the braking state of the vehicle is an emergency braking state.

[0075] Step S620: When the brake time is greater than or equal to a second time threshold, it is determined that the braking state of the vehicle is a comfortable braking state.

[0076] The first time threshold is less than or equal to the second time threshold.

[0077] In some embodiments, taking the time information of the travel change information of the brake pedal from the initial position to the full travel as an example, the first time threshold and the second time threshold can both be 0.3 seconds.

[0078] In this optional embodiment, the braking state of the vehicle can be accurately determined by judging the condition met by the brake time required for the brake pedal of the vehicle to travel from the initial position to the maximum travel during braking.

[0079] Optionally, after the first curve or the second curve is fitted, the curvature of the first curve or the second curve needs to be checked, specifically including: determining whether the curvature of the first curve or the second curve meets a preset curvature condition, and if the preset curvature condition is met, controlling the vehicle to perform braking energy recovery according to the first curve or the second curve to achieve the final energy storage.

[0080] Specifically, for example, when the braking state is an emergency braking state, the preset curvature condition is that the curvature of the first curve is less than 0; for another example, when the braking state is a comfortable braking state, the preset curvature condition is that the curvature of the second curve is greater than 0.

[0081] In this optional embodiment, after the first curve or the second curve is fitted, the curvature of the first curve or the second curve is checked to determine whether the curvature of the first curve or the second curve meets the requirement.

[0082] AsFigure 7 As shown, the vehicle brake energy recovery device 700 provided by the embodiment of the present application comprises: a pedal information acquisition module 710, configured to acquire brake pedal stroke change information of the vehicle; a brake state determination module 720, configured to determine a brake state of the vehicle according to the brake pedal stroke change information, wherein the brake state at least comprises an emergency brake state and a comfort brake state; a brake energy recovery module 730, configured to control the vehicle to adopt a first brake energy recovery strategy for brake energy recovery if the brake state is the emergency brake state, and control the vehicle to adopt a second brake energy recovery strategy for brake energy recovery if the brake state is the comfort brake state; wherein the brake energy recovery coefficient corresponding to the first brake energy recovery strategy is greater than the brake energy recovery coefficient corresponding to the second brake energy recovery strategy; the brake energy recovery coefficient is positively correlated with the brake energy recovery degree of the vehicle.

[0083] Optionally, the first brake energy recovery strategy comprises: the brake energy recovery coefficient starts from a first initial coefficient and increases to a first terminal coefficient according to a first curve stored in advance with the increase of the brake torque of the vehicle; wherein the first terminal coefficient is greater than the first initial coefficient; the curvature of the first curve is less than 0.

[0084] Optionally, further comprising a first curve fitting module, configured to: acquire a first initial data point composed of the first initial coefficient and the corresponding brake torque, and acquire a first terminal data point composed of the first terminal coefficient and the corresponding brake torque; determine at least one first intermediate data point by using a preset interpolation method according to the first initial data point and the first terminal data point; fit a curve according to the first initial data point, the first terminal data point and the at least one first intermediate data point according to a preset polynomial function to obtain the first curve.

[0085] Optionally, the second brake energy recovery strategy comprises: the brake energy recovery coefficient starts from a second initial coefficient and increases to a second terminal coefficient according to a second curve stored in advance with the increase of the brake torque of the vehicle; wherein the second terminal coefficient is greater than the second initial coefficient; the curvature of the second curve is greater than 0.

[0086] Optionally, further comprising a second curve fitting module, configured to: acquire a second initial data point composed of the second initial coefficient and the corresponding brake torque, and acquire a second terminal data point composed of the second terminal coefficient and the corresponding brake torque; According to the second initial data point and the second terminal data point, at least one second intermediate data point is determined by using a preset interpolation method; According to the second initial data point, the second terminal data point and the at least one second intermediate data point, curve fitting is performed according to a preset polynomial function to obtain a second curve.

[0087] Optionally, the brake pedal stroke change information includes: a stroke change rate of the brake pedal; The brake state determination module 720 determines the brake state of the vehicle according to the brake pedal stroke change information, including: When the stroke change rate of the brake pedal is greater than or equal to a first rate threshold, it is determined that the brake state of the vehicle is an emergency brake state; When the stroke change rate of the brake pedal is less than or equal to a second rate threshold, it is determined that the brake state of the vehicle is a comfortable brake state; Wherein, the first rate threshold is greater than or equal to the second rate threshold.

[0088] Optionally, the brake pedal stroke change information includes: brake time required for the brake pedal to change from an initial position to a maximum stroke in the braking process; The brake state determination module 720 determines the brake state of the vehicle according to the brake pedal stroke change information, including: When the brake time is less than or equal to a first time threshold, it is determined that the brake state of the vehicle is an emergency brake state; When the brake time is greater than or equal to a second time threshold, it is determined that the brake state of the vehicle is a comfortable brake state; Wherein, the first time threshold is less than or equal to the second time threshold.

[0089] As Figure 8 The electronic device 800 provided by the embodiment of the application includes a memory 810 and a processor 820; the memory 810 is used to store a computer program; the processor 820 is used to realize the vehicle brake energy recovery method as described above when executing the computer program.

[0090] Alternatively, an electronic device 800 includes a memory 810 and a processor 820 coupled to the memory 810; the memory 810 is configured to store a computer program; the processor 820 is configured to execute the following operations when executing the computer program: Obtain brake pedal stroke change information of the vehicle; Determine the brake state of the vehicle according to the brake pedal stroke change information, the brake state at least including an emergency brake state and a comfortable brake state; If the braking state is the emergency braking state, the vehicle is controlled to brake energy recovery by using a first braking energy recovery strategy. If the braking state is the comfortable braking state, the vehicle is controlled to brake energy recovery by using a second braking energy recovery strategy. The braking energy recovery coefficient corresponding to the first braking energy recovery strategy is greater than the braking energy recovery coefficient corresponding to the second braking energy recovery strategy.

[0091] The embodiment of the present application provides a computer readable storage medium, and the storage medium stores a computer program.

[0092] In other words, a non-volatile computer readable storage medium stores a computer program, and when the computer program is executed by a processor, the processor executes the following operations: Obtain braking pedal stroke change information of the vehicle; Determine the braking state of the vehicle according to the braking pedal stroke change information, and the braking state at least includes an emergency braking state and a comfortable braking state; If the braking state is the emergency braking state, the vehicle is controlled to brake energy recovery by using a first braking energy recovery strategy. If the braking state is the comfortable braking state, the vehicle is controlled to brake energy recovery by using a second braking energy recovery strategy. The braking energy recovery coefficient corresponding to the first braking energy recovery strategy is greater than the braking energy recovery coefficient corresponding to the second braking energy recovery strategy.

[0093] An electronic device 800, which can be a server or a client of the present application, will now be described, which is an example of a hardware device that can be applied to various aspects of the present application. The electronic device 800 is intended to represent various forms of digital electronic computer devices, such as laptops, desktops, workstations, personal digital assistants, servers, blade servers, mainframes, and other appropriate computer devices. The electronic device 800 can also represent various forms of mobile devices, such as personal digital processing, cellular telephones, smart phones, wearable devices, and other similar computing devices. The components, their connections, and their functions, as shown in the figures and described in this document, are meant only to be examples and are not intended to limit the implementations of the present application described and / or claimed in this document.

[0094] The electronic device 800 includes a computing unit that can perform various appropriate actions and processes in accordance with a computer program stored in a read only memory (ROM) or a computer program loaded from a storage unit into a random access memory (RAM). In the RAM, various programs and data required for device operation can also be stored. The computing unit, the ROM, and the RAM are connected to each other through a bus. An input / output (I / O) interface is also connected to the bus.

[0095] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing relevant hardware through a computer program, and the program can be stored in a computer readable storage medium. When the program is executed, the processes of the above-mentioned embodiment methods can be included. The storage medium can be a magnetic disc, an optical disc, a read-only memory (ROM), a random access memory (RAM), or the like. In this application, the units described as separate components can or can not be physically separated, and the components shown as units can or can not be physical units, that is, they can be located in one place or distributed on multiple network units. Part or all of the units can be selected according to actual needs to achieve the purpose of the embodiment of the present application. In addition, the functional units in each embodiment of the present application can be integrated in one processing unit, or each unit can exist physically, or two or more units can be integrated in one unit. The integrated unit can be realized in the form of hardware or in the form of a software functional unit.

[0096] Although the present application is disclosed as above, the protection scope of the present application is not limited to this. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present application, and these changes and modifications will fall within the protection scope of the present application.

Claims

1. A vehicle brake energy recovery method, characterized by, The method comprises: obtaining brake pedal stroke change information of the vehicle; judging a braking state of the vehicle according to the brake pedal stroke change information, wherein the braking state at least comprises an emergency braking state and a comfort braking state; if the braking state is the emergency braking state, controlling the vehicle to adopt a first brake energy recovery strategy for brake energy recovery; if the braking state is the comfort braking state, controlling the vehicle to adopt a second brake energy recovery strategy for brake energy recovery; wherein a brake energy recovery coefficient corresponding to the first brake energy recovery strategy is greater than a brake energy recovery coefficient corresponding to the second brake energy recovery strategy; the brake energy recovery coefficient is positively correlated with brake energy recovery efficiency of the vehicle.

2. The vehicle brake energy recovery method of claim 1, wherein, The first brake energy recovery strategy comprises: the brake energy recovery coefficient starts from a first initial coefficient and increases to a first terminal coefficient according to a first curve stored in advance with the increase of the brake torque of the vehicle; wherein the first terminal coefficient is greater than the first initial coefficient; the curvature of the first curve is less than 0.

3. The vehicle brake energy recovery method of claim 2, wherein, Further comprising: obtaining a first initial data point composed of the first initial coefficient and the corresponding brake torque, and obtaining a first terminal data point composed of the first terminal coefficient and the corresponding brake torque; determining at least one first intermediate data point by using a preset interpolation method according to the first initial data point and the first terminal data point; obtaining the first curve by curve fitting according to the first initial data point, the first terminal data point and the at least one first intermediate data point according to a preset polynomial function.

4. The vehicle brake energy recovery method of claim 1, wherein, The second brake energy recovery strategy comprises: the brake energy recovery coefficient starts from a second initial coefficient and increases to a second terminal coefficient according to a second curve stored in advance with the increase of the brake torque of the vehicle; wherein the second terminal coefficient is greater than the second initial coefficient; the curvature of the second curve is greater than 0.

5. The vehicle brake energy recovery method of claim 4, wherein, Further comprising: obtaining a second initial data point composed of the second initial coefficient and the corresponding brake torque, and obtaining a second terminal data point composed of the second terminal coefficient and the corresponding brake torque; determining at least one second intermediate data point by using a preset interpolation method according to the second initial data point and the second terminal data point; obtaining the second curve by curve fitting according to the second initial data point, the second terminal data point and the at least one second intermediate data point according to a preset polynomial function.

6. The vehicle brake energy recovery method according to any one of claims 1 to 5, characterized by, The brake pedal stroke change information comprises: a stroke change rate of the brake pedal; the judging of the braking state of the vehicle according to the brake pedal stroke change information comprises: when the stroke change rate of the brake pedal is greater than or equal to a first rate threshold, it is determined that the braking state of the vehicle is the emergency braking state; when the stroke change rate of the brake pedal is less than or equal to a second rate threshold, it is determined that the braking state of the vehicle is the comfort braking state; wherein the first rate threshold is greater than or equal to the second rate threshold.

7. The vehicle brake energy recovery method according to any one of claims 1 to 5, characterized by, The brake pedal stroke change information includes: brake time required for the brake pedal to change from an initial position to a maximum stroke in a braking process; the brake state of the vehicle is determined according to the brake pedal stroke change information, including: When the brake time is less than or equal to a first time threshold, it is determined that the brake state of the vehicle is an emergency braking state; When the brake time is greater than or equal to a second time threshold, it is determined that the brake state of the vehicle is a comfortable braking state; Wherein, the first time threshold is less than or equal to the second time threshold.

8. A vehicle brake energy recovery device characterized by comprising: Comprising: A pedal information acquisition module for acquiring brake pedal stroke change information of a vehicle; A brake state determination module for determining the brake state of the vehicle according to the brake pedal stroke change information, the brake state including at least an emergency braking state and a comfortable braking state; A brake energy recovery module for controlling the vehicle to adopt a first brake energy recovery strategy for brake energy recovery if the brake state is an emergency braking state, and to adopt a second brake energy recovery strategy for brake energy recovery if the brake state is a comfortable braking state; Wherein, the brake energy recovery coefficient corresponding to the first brake energy recovery strategy is greater than the brake energy recovery coefficient corresponding to the second brake energy recovery strategy; the brake energy recovery coefficient is positively correlated with the degree of brake energy recovery of the vehicle.

9. An electronic device, comprising: Comprising a memory and a processor; The memory is used to store a computer program; The processor is used to execute the computer program to realize the vehicle brake energy recovery method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The storage medium has a computer program stored thereon, and when the computer program is executed by a processor, the vehicle brake energy recovery method according to any one of claims 1 to 7 is realized.

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