Brake energy recovery regulation system and method

Abstract

The application discloses a brake energy recovery adjusting system and method, comprising: a vehicle-mounted road surface identification module for determining a current real-time road surface adhesion coefficient according to image information of a current road surface; a vehicle-mounted remote monitoring module for sending the image information of the current road surface, the current real-time road surface adhesion coefficient, position information of a current vehicle and vehicle operation information to an information management platform, and sending a road surface adhesion coefficient of a previous vehicle returned by the platform to the vehicle-mounted road surface identification module, so that the vehicle-mounted road surface identification module determines a first corrected road surface adhesion coefficient according to the coefficient and the current real-time road surface adhesion coefficient; a brake energy recovery adjusting module for correcting the first corrected road surface adhesion coefficient by using a current dynamic road surface adhesion coefficient, determining an optimal slip interval and a brake recovery torque limit value according to a second corrected road surface adhesion coefficient obtained, and adjusting a brake energy recovery capability value of the vehicle according to the brake recovery torque limit value, so as to fully utilize energy recovery to ensure vehicle stability and endurance.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a braking energy recovery regulation system and method. Background Technology

[0002] With the continuous improvement of new energy vehicle technology, new energy vehicles are becoming increasingly popular, and users have higher and higher requirements for the driving range of new energy vehicles. Among them, fully recovering energy during braking has become an important method to improve the driving range of vehicles. However, when the road surface adhesion coefficient is poor, realizing braking energy recovery through the front or rear axle can lead to large wheel slippage or even the risk of wheel lock-up, thus reducing vehicle stability.

[0003] Currently, when wheel slippage is significant, or even when anti-lock braking control (ABS) or dynamic stability control (MSC) is triggered and vehicle stability deteriorates, the vehicle's motor rapidly increases torque and immediately disengages regenerative braking to ensure vehicle stability. This results in the inability to fully utilize regenerative braking to improve vehicle range, and also prevents the maximization of range while mitigating the risk of vehicle instability, leading to some loss of braking energy and thus limiting the range of new energy vehicles. Summary of the Invention

[0004] In view of this, the main objective of the embodiments of this application is to provide a braking energy recovery adjustment system and method that can adjust the braking energy recovery capability value based on the road adhesion condition obtained from vehicle network big data, thereby ensuring vehicle stability while significantly improving the vehicle's range.

[0005] In a first aspect, embodiments of this application provide a braking energy recovery adjustment system, the system comprising: an on-board road surface recognition module, an on-board remote monitoring module, and a braking energy recovery adjustment module;

[0006] The vehicle-mounted road surface recognition module is used to acquire image information of the current road surface and send the image information of the current road surface to the vehicle-mounted remote monitoring module, and to determine the current real-time road surface adhesion coefficient based on the image information of the current road surface and send the current real-time road surface adhesion coefficient to the vehicle-mounted remote monitoring module.

[0007] The vehicle-mounted remote monitoring module is used to acquire the current vehicle's location information and vehicle operation information, and send the current road surface image information, the current real-time road surface adhesion coefficient, the current vehicle's location information and vehicle operation information to the information management platform, and receive the road surface adhesion coefficient of the previous vehicle returned from the information management platform, and send it to the vehicle-mounted road surface recognition module.

[0008] The vehicle-mounted road surface recognition module is also used to determine a first corrected road surface adhesion coefficient based on the current real-time road surface adhesion coefficient and the road surface adhesion coefficient of the previous vehicle received; and send the first corrected road surface adhesion coefficient to the brake energy recovery adjustment module;

[0009] The braking energy recovery adjustment module is used to determine the current dynamic road surface adhesion coefficient, and use the current dynamic road surface adhesion coefficient to correct the first corrected road surface adhesion coefficient to obtain the second corrected road surface adhesion coefficient.

[0010] The brake energy recovery adjustment module is also used to determine the optimal slip range and brake recovery torque limit value based on the second modified road surface adhesion coefficient, and to adjust the vehicle's brake energy recovery capability value based on the brake recovery torque limit value.

[0011] Optionally, the vehicle-mounted road surface recognition module includes: a vehicle-mounted camera and a road surface recognition control module;

[0012] The vehicle-mounted road surface recognition module is used to acquire image information of the current road surface, specifically:

[0013] The vehicle-mounted camera is used to acquire image information of the current road surface;

[0014] The vehicle-mounted road surface recognition module determines the current real-time road surface adhesion coefficient based on the current road surface image information, specifically as follows:

[0015] The road surface recognition control module is used to perform image feature analysis on the image information of the current road surface to obtain road surface feature information;

[0016] The road surface recognition control module is also used to divide the road surface according to the road surface feature information and spatial spectrum law, and to identify the road surface adhesion coefficient according to the division result and the preset experience model to obtain the current real-time road surface adhesion coefficient.

[0017] Optionally, the preset empirical model is a hidden Markov model.

[0018] Optionally, the system further includes:

[0019] The road surface recognition control module is used to send the current real-time road surface adhesion coefficient to the vehicle remote monitoring module via the vehicle CAN bus, and to receive the road surface adhesion coefficient of the previous vehicle obtained by the vehicle remote monitoring module from the information management platform via the CAN bus.

[0020] The vehicle-mounted road surface recognition module is further configured to determine a first corrected road surface adhesion coefficient based on the current real-time road surface adhesion coefficient and the road surface adhesion coefficient of the previous vehicle; and send the first corrected road surface adhesion coefficient to the brake energy recovery adjustment module, specifically:

[0021] The road surface recognition control module is also used to analyze and correct the current real-time road surface adhesion coefficient using the road surface adhesion coefficient of the previous vehicle to obtain a first corrected road surface adhesion coefficient; and to send the first corrected road surface adhesion coefficient to the brake energy recovery adjustment module via the CAN bus.

[0022] Optionally, the vehicle-mounted remote monitoring module includes: a vehicle information transceiver module and a global positioning system (GPS); the vehicle information transceiver module is connected to various vehicle-mounted controllers on the vehicle via a CAN bus.

[0023] The vehicle-mounted remote monitoring module is used to obtain the current vehicle location information and vehicle operation information, specifically:

[0024] The GPS is used to obtain the current location information of the vehicle;

[0025] The vehicle information transceiver module is used to obtain vehicle operation information from various on-board controllers on the vehicle.

[0026] Optionally, the vehicle operation information includes at least one of the following: basic vehicle information, vehicle speed, acceleration, brake pedal opening, wheel slippage, vehicle stability, and information from the vehicle network big data, including the driving status of other vehicles on the current road segment and road feature experience model information.

[0027] Optionally, the braking energy recovery adjustment module includes a braking control module; the braking energy recovery adjustment module is used to determine the current dynamic road surface adhesion coefficient, and use the current dynamic road surface adhesion coefficient to correct the first corrected road surface adhesion coefficient to obtain a second corrected road surface adhesion coefficient, specifically:

[0028] The braking control module is used to estimate the current dynamic road surface adhesion coefficient based on the longitudinal tires using the adhesion coefficient and lateral acceleration according to the vehicle dynamic response, and to obtain the second corrected road surface adhesion coefficient by taking the smaller of the current dynamic road surface adhesion coefficient and the first corrected road surface adhesion coefficient.

[0029] Optionally, the regenerative braking module further includes a motor torque control module and a large-screen entertainment adjustment module; the regenerative braking module is also used to determine the optimal slip range and regenerative braking torque limit value based on the second corrected road surface adhesion coefficient, and to adjust the vehicle's regenerative braking capacity value based on the regenerative braking torque limit value, specifically:

[0030] The braking control module is also used to determine the optimal slip range and braking recovery torque limit value based on the second modified road surface adhesion coefficient, referring to the empirical curves of slip ratio and adhesion coefficient.

[0031] The motor torque control module is used to adjust the recovery torque according to the braking energy recovery torque limit value, thereby adjusting the vehicle's braking energy recovery capability value.

[0032] The large-screen entertainment adjustment module is used to prompt the vehicle user to adjust the braking energy recovery torque limit value through a pop-up window, and automatically adjust it to the optimal braking energy recovery torque limit value for display.

[0033] Secondly, embodiments of this application provide a method for regulating regenerative braking, the method being applied to the regenerative braking system described in the first aspect above, the method comprising:

[0034] Acquire image information of the current road surface, and determine the current real-time road surface adhesion coefficient based on the image information of the current road surface;

[0035] The current vehicle location information is obtained, and the current real-time road surface adhesion coefficient is corrected based on the road surface adhesion coefficient of the previous vehicle at the same location stored in the information management platform to obtain the first corrected road surface adhesion coefficient.

[0036] Obtain the current dynamic road surface adhesion coefficient, and correct the first modified road surface adhesion coefficient based on the current dynamic road surface adhesion coefficient to obtain the second modified road surface adhesion coefficient;

[0037] Based on the second modified road adhesion coefficient, and referring to the empirical curves of slip ratio and road adhesion coefficient, the optimal slip range of the vehicle is determined;

[0038] Based on the vehicle's optimal slip range, a limit value for the regenerative braking torque is determined, and the regenerative braking torque is adjusted according to the limit value to adjust the vehicle's regenerative braking capability.

[0039] Optionally, obtaining the current dynamic road surface adhesion coefficient includes:

[0040] The current dynamic road surface adhesion coefficient is estimated by using the longitudinal tire adhesion coefficient and lateral acceleration based on the vehicle dynamic response.

[0041] Optionally, determining the regenerative braking torque limit based on the vehicle's optimal slip range includes:

[0042] Based on the optimal slip on the current road surface, the vehicle's braking torque is calculated by the anti-lock braking system (ABS).

[0043] The target value of braking torque is calculated based on the vehicle's stability factor. The smaller value of the vehicle's braking torque and the target value of braking torque is then used to obtain the limit value of the regenerative braking torque.

[0044] Optionally, adjusting the regenerative braking torque based on the regenerative braking torque limit value to adjust the vehicle's regenerative braking capability includes:

[0045] The system prompts in-vehicle users via a pop-up window to adjust the vehicle's regenerative braking torque limit, and automatically adjusts it to the optimal regenerative braking torque limit for display.

[0046] This application provides a braking energy recovery adjustment system and method. The system includes an on-board road surface recognition module, an on-board remote monitoring module, and a braking energy recovery adjustment module. The on-board road surface recognition module acquires image information of the current road surface and sends it to the on-board remote monitoring module. It also determines the current real-time road surface adhesion coefficient based on the image information and sends it to the on-board remote monitoring module. The on-board remote monitoring module acquires the current vehicle's location information and vehicle operation information, sends the current road surface image information, the current real-time road surface adhesion coefficient, the current vehicle's location information, and vehicle operation information to an information management platform, and receives data from the information management platform. The system retrieves the road surface adhesion coefficient of the previous vehicle and sends it to the on-board road surface recognition module. The on-board road surface recognition module is also used to determine a first corrected road surface adhesion coefficient based on the current real-time road surface adhesion coefficient and the received road surface adhesion coefficient of the previous vehicle. The first corrected road surface adhesion coefficient is then sent to the brake energy recovery adjustment module. The brake energy recovery adjustment module is used to determine the current dynamic road surface adhesion coefficient and correct the first corrected road surface adhesion coefficient using the current dynamic road surface adhesion coefficient to obtain a second corrected road surface adhesion coefficient. At the same time, the brake energy recovery adjustment module is also used to determine the optimal slip range and brake recovery torque limit value based on the second corrected road surface adhesion coefficient, and adjust the vehicle's brake energy recovery capability value based on the brake recovery torque limit value.

[0047] As can be seen, the embodiments of this application not only obtain the road surface adhesion based on vehicle network big data and adjust the vehicle's braking energy recovery capability value, but also calculate and correct the road surface adhesion coefficient through the vehicle camera and information management platform to obtain the optimal slip range and braking recovery torque limit value, which is used to control the torque limit for braking energy recovery. Compared with the existing method of directly discontinuing braking energy recovery operation when vehicle stability deteriorates, this not only avoids the risk of instability, but also improves the braking energy recovery rate and the vehicle's range. Attached Figure Description

[0048] To clearly illustrate the specific implementation methods of the embodiments of the present invention, the accompanying drawings used in describing the specific implementation methods will be briefly described below. Obviously, these drawings are only a part of the drawings of the embodiments of the present invention, and those skilled in the art can obtain other drawings without creative effort.

[0049] Figure 1 This is a structural block diagram of a braking energy recovery regulation system provided in an embodiment of this application;

[0050] Figure 2 This is a schematic diagram of the empirical curves of slip ratio and road adhesion coefficient provided in the embodiments of this application;

[0051] Figure 3 A schematic flowchart of a braking energy recovery regulation method provided in an embodiment of this application;

[0052] Figure 4 This is a structural block diagram of the vehicle networking big data platform provided in the embodiments of this application;

[0053] Figure 5 This is a schematic diagram illustrating the overall implementation of the braking energy recovery regulation method provided in the embodiments of this application. Detailed Implementation

[0054] To facilitate understanding of the technical solution provided in this application, the research background of the technical solution in this application will be briefly explained below.

[0055] As described in the background section, with the development of new energy vehicles, consumers have increasingly higher requirements for the driving range of vehicles. Therefore, fully recovering the excess energy released by the vehicle during braking or coasting has become an important method to improve the driving range of vehicles.

[0056] However, when the vehicle is traveling on a surface with poor adhesion, its stability deteriorates, wheel slippage increases, and anti-lock braking control (ABS) or dynamic stability control (MSC) may be triggered. In this case, the vehicle will deactivate regenerative braking based on the stability factor calculated by the regenerative braking system to ensure vehicle stability. However, the deactivation of regenerative braking leads to a decrease in the vehicle's energy utilization rate, preventing the full utilization of regenerative braking to improve the vehicle's range, and also preventing the maximization of the vehicle's range while preventing the risk of vehicle instability.

[0057] Furthermore, when the vehicle is braking in rainy or snowy weather or when the road surface has a poor coefficient of adhesion, the vehicle controller may experience deep slippage or wheel lock-up. In such cases, the vehicle controller may not be able to determine the optimal braking torque for the wheels under the current operating conditions, thus failing to adjust the regenerative braking torque in a timely manner, resulting in energy loss and the inability to provide regenerative braking energy recovery within the optimal slip range.

[0058] Based on this, this application proposes a braking energy recovery adjustment system and method, which adjusts the vehicle's braking energy recovery capability value based on road surface adhesion and controls the torque limit for braking energy recovery. Compared with the existing method of directly discontinuing braking energy recovery operation when vehicle stability deteriorates, this method can not only avoid the risk of instability, but also improve the vehicle's braking energy recovery rate and range.

[0059] To make the technical solution of the present invention clearer and easier to understand, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0060] First Embodiment

[0061] See Figure 1 This is a structural block diagram of a braking energy recovery regulation system provided in this embodiment, as shown below. Figure 1As shown, the system includes: an on-board road surface recognition module 101, an on-board remote monitoring module 102, and a brake energy recovery adjustment module 103. The on-board road surface recognition module 101 acquires image information of the current road surface and sends it to the on-board remote monitoring module 102. It also determines the current real-time road surface adhesion coefficient based on the image information and sends it to the on-board remote monitoring module 102. The on-board remote monitoring module 102 acquires the current vehicle's location information and vehicle operation information, and sends the current road surface image information, current real-time road surface adhesion coefficient, current vehicle location information, and vehicle operation information to an information management platform (a platform for storing information about vehicles on various preset time periods and road segments, such as a base station). It also receives the road surface adhesion coefficient of previous vehicles returned from the information management platform and sends it to the on-board road surface recognition module 101. The on-board road surface recognition module 101 is also used to determine the current real-time road surface adhesion coefficient and the received road surface adhesion coefficient of previous vehicles based on the current real-time road surface adhesion coefficient. The coefficient determines the first corrected road surface adhesion coefficient (the specific determination method is not limited, for example, it can be taken as the smaller value between the current real-time road surface adhesion coefficient and the previous road surface adhesion coefficient of the vehicle, etc.); and sends the first corrected road surface adhesion coefficient to the brake energy recovery adjustment module 103; the brake energy recovery adjustment module 103 is used to determine the current dynamic road surface adhesion coefficient, and use the current dynamic road surface adhesion coefficient to correct the first corrected road surface adhesion coefficient to obtain the second corrected road surface adhesion coefficient (the specific correction method is not limited, for example, it can be taken as the smaller value between the current dynamic road surface adhesion coefficient and the first corrected road surface adhesion coefficient, etc.); at the same time, the brake energy recovery adjustment module 103 is also used to determine the optimal slip range and brake recovery torque limit value according to the second corrected road surface adhesion coefficient, and adjust the vehicle's brake energy recovery capability value according to the brake recovery torque limit value, so as to improve the vehicle's cruising capability while ensuring the vehicle's driving stability.

[0062] In one possible implementation of this embodiment, the vehicle road surface recognition module 101 in the braking energy recovery regulation system includes a vehicle camera 1011 and a road surface recognition control module 1012, such as... Figure 1As shown, the vehicle-mounted road surface recognition module 101 is used to acquire image information of the current road surface. Specifically, the vehicle-mounted camera 1011 is used to acquire image information of the current road surface. The vehicle-mounted road surface recognition module 101 determines the current real-time road surface adhesion coefficient based on the image information of the current road surface. Specifically, the road surface recognition control module 1012 performs image feature analysis on the image information of the current road surface to obtain road surface feature information. Then, the road surface recognition control module 1012 is also used to divide the road surface according to the road surface feature information and spatial spectrum patterns, and to identify the road surface adhesion coefficient based on the division results and a preset empirical model to obtain the current real-time road surface adhesion coefficient. The specific composition of the preset empirical model is not limited; any statistical model can be selected according to the actual situation and empirical values, such as setting the preset empirical model to a Hidden Markov Model.

[0063] Specifically, in this implementation, the vehicle-mounted camera 1011 is used to collect real-time image information of the road surface where the vehicle is currently traveling and weather information, and send it to the road surface recognition control module 1012. The road surface recognition control module 1012 is used to process the image information of the current road surface captured by the vehicle-mounted camera 1011, and perform digital image analysis and spectrum analysis on the processed image. Based on the image feature color and shape spatial relationship, it judges the road surface change situation and obtains the current weather, road surface undulation and slipperiness of the vehicle's location. For example, it judges whether the current weather is rainy or snowy, whether the road surface is slippery, etc., and predicts the road surface change trend through statistical models such as Hidden Markov Model, and identifies the current real-time road surface adhesion coefficient for subsequent road surface correction.

[0064] Then, in some embodiments, the road surface recognition control module 1012 can be connected via the vehicle controller area network (CAN) bus (e.g., Figure 1 As shown in Figure 104, the current road surface image information and the current real-time road surface adhesion coefficient are sent to the vehicle-mounted remote monitoring module 103. The module also receives big data from the information management platform obtained by the vehicle-mounted remote monitoring module 102 of previous vehicles via the CAN bus. This big data includes the road surface adhesion coefficients of previous vehicles (i.e., corrected road surface adhesion coefficients uploaded by other vehicles and stored in the big data storage). The current real-time road surface adhesion coefficient is then analyzed and corrected using the road surface adhesion coefficients of previous vehicles (the specific correction method is not limited; it can be weighted calculation or taking the smaller value, etc.) to obtain a first corrected road surface adhesion coefficient. This first corrected road surface adhesion coefficient is then sent to the brake energy recovery adjustment module 103 via the CAN bus.

[0065] The road surface adhesion coefficient returned by the information management platform to the road surface recognition and control module 1012 includes road surface adhesion coefficients calculated when other vehicles travel on the road section, empirical model data of the same road surface characteristics at different locations, and road surface adhesion coefficients calculated by cloud computing through the establishment of a dynamic model. Cloud computing refers to the vehicle driving information workstation using a large database of various vehicle model information, combined with vehicle braking status information on different road surfaces, to establish a dynamic braking model, simulate the vehicle braking process, and obtain the vehicle road surface adhesion utilization coefficient, thus yielding the road surface adhesion coefficient.

[0066] In one possible implementation of this embodiment, the vehicle-mounted remote monitoring module 102 in the regenerative braking system includes a vehicle information transceiver module and a Global Positioning System (GPS). The vehicle information transceiver module is connected to each onboard controller in the vehicle via a CAN bus. The vehicle-mounted remote monitoring module 102 is used to acquire the current vehicle's location information and vehicle operation information. Specifically, the onboard GPS is used to acquire the current vehicle's location information, and the vehicle information transceiver module is used to acquire the vehicle's operation information from each onboard controller. The specific content of the vehicle operation information is not limited and may include, but is not limited to, at least one of the following: basic vehicle information (including but not limited to vehicle model, license plate number, engine number, vehicle type, engine number, manufacturer, body color, license plate color, etc.), vehicle speed, acceleration, brake pedal opening, wheel slippage, vehicle stability, and information from vehicle network big data such as the driving status of other vehicles on the current road segment and road feature experience models.

[0067] In this implementation, the main function of the vehicle-mounted GPS is to collect vehicle location information and send it to the vehicle information transceiver module. The vehicle information transceiver module then transmits the relevant data received from the GPS and other vehicle controllers to the information management platform via wireless communication, while simultaneously receiving the vehicle network big data returned by the information management platform. Specifically, the vehicle information transceiver module first connects to the various vehicle controllers via the CAN bus, receiving basic vehicle information, current road surface image information, current real-time road surface adhesion coefficient, vehicle speed, acceleration, brake pedal opening, wheel slippage, vehicle stability, and information from the vehicle network big data, including the driving status of other vehicles on that road segment and road feature experience models. It then sends this information, along with the vehicle location information collected by the GPS, to the information management platform.

[0068] In one possible implementation of this embodiment, the brake energy recovery regulation module 103 in the brake energy recovery regulation system of this embodiment includes a brake control module 1032, such as... Figure 1As shown, the braking energy recovery adjustment module 103 is used to determine the current dynamic road surface adhesion coefficient, and to correct the first corrected road surface adhesion coefficient using the current dynamic road surface adhesion coefficient to obtain the second corrected road surface adhesion coefficient. Specifically, the braking control module 1032 is used to estimate the current dynamic road surface adhesion coefficient based on the vehicle dynamic response using the longitudinal tire adhesion coefficient and lateral acceleration, and to take the smaller value between the current dynamic road surface adhesion coefficient and the first corrected road surface adhesion coefficient to obtain the second corrected road surface adhesion coefficient.

[0069] Furthermore, in some embodiments, the braking energy recovery regulation module 103 in the braking energy recovery regulation system of this embodiment also includes a motor torque control module 1033 and a large-screen entertainment regulation module 1031, such as... Figure 1 As shown. The brake energy recovery adjustment module 103 is also used to determine the optimal slip range and brake recovery torque limit value based on the second modified road surface adhesion coefficient, and to adjust the vehicle's brake energy recovery capability based on the brake recovery torque limit value. Specifically: First, the brake control module 1032 is used to refer to... Figure 2 The empirical curves of slip ratio and adhesion coefficient shown are used to determine the optimal slip range and braking recovery torque limit value based on the second modified road adhesion coefficient. Then, the motor torque control module 1033 adjusts the recovery torque according to the braking energy recovery torque limit value, thereby adjusting the vehicle's braking energy recovery capability. Next, the large-screen entertainment adjustment module 1031 prompts the in-vehicle user via a pop-up window to adjust the vehicle's braking energy recovery torque limit value, and automatically adjusts it to the optimal braking energy recovery torque limit value for display.

[0070] In this implementation, after receiving the first corrected road surface adhesion coefficient, the braking control module first estimates the current dynamic road surface adhesion coefficient based on the vehicle's dynamic response using the longitudinal tire adhesion coefficient and lateral acceleration. Specifically, it calculates the dynamic load at the wheel end of each wheel using the vehicle weight ratio, thereby calculating the tire's normal force and wheel friction. Based on the normal force and friction, it calculates the friction coefficient of each wheel, obtains the road surface adhesion utilization rate from the friction coefficient, and estimates the adhesion coefficient. Additionally, the braking control module receives the corrected friction coefficient (which can be converted from the first corrected road surface adhesion coefficient) sent by the on-board road surface recognition module 101. The braking control module performs calculations and corrections to obtain the final friction coefficient, which is then converted to obtain the second corrected road surface adhesion coefficient.

[0071] For example, when the vehicle weight ratio is 50:50 and the vehicle is in a static and stable state, the dynamic load factor of each wheel is approximately 25%, and the dynamic load of each wheel can then be calculated.

[0072] The formula for calculating the dynamic wheel load by using the dynamic load factor of each wheel is as follows:

[0073] F wl =W D ×M

[0074] Among them, F wl Indicates the dynamic load on the wheel; W D The coefficient represents the dynamic load distribution factor of the wheels (when the vehicle weight ratio is 50:50 and the vehicle is in a static and stable state (no longitudinal or lateral acceleration, no tilt), the coefficient of each wheel should be about 25%); M represents the mass of the vehicle.

[0075] Based on this, the formula for calculating the normal force is as follows:

[0076] F Z =F wl ×g

[0077] Among them, F Z F represents the normal force of the wheel. wl This represents the dynamic load on the wheel; g represents the acceleration due to gravity, which can be taken as 9.80 m / s². 2 .

[0078] The formula for calculating frictional torque is as follows:

[0079]

[0080] Among them, T μ T represents the frictional torque of the wheel; ef Indicates the engine drive feedback torque; n represents the number of drive wheels (e.g., 4 for four-wheel drive, 2 for two-wheel drive); T b This indicates the braking torque.

[0081] The formula for calculating friction is as follows:

[0082]

[0083] Among them, F μ T represents the friction force of the wheel; μ Represents the frictional torque of a wheel; r R Indicates the tire radius.

[0084] The formula for calculating the coefficient of friction of a wheel is as follows:

[0085]

[0086] in, F represents the coefficient of friction of the wheel. μ F represents the friction force of the wheel; Z This represents the normal force of the wheel. Furthermore, after determining the second modified road surface adhesion coefficient, the braking control module 1032 can refer to... Figure 2The empirical curves of slip ratio and road adhesion coefficient shown indicate the optimal slip (range) for the vehicle. Then, based on the optimal slip on the current road surface, the vehicle's braking torque is calculated by the Anti-lock Braking System (ABS) module in the braking control system. Specifically, the ABS can obtain the target braking torque through the target slip ratio. After calculating the friction coefficient, the optimal wheel slip range under this coefficient can be obtained, thus obtaining the torque value according to the slip module target. Simultaneously, the target braking torque value is calculated based on the vehicle's stability factor. The smaller of the vehicle's braking torque and the target braking torque value is then used to obtain the braking energy recovery torque limit value. Finally, based on the driver's braking pedal input, the electro-hydraulic braking distribution for braking energy recovery is adjusted so that the energy recovery value remains below the braking energy recovery limit value, thereby fully utilizing the motor's energy recovery.

[0087] Next, the braking control module 1032 sends the target value of the electric brake motor torque limit to the motor torque control module 1033 via the vehicle's CAN network. The motor torque control module 1033 adjusts the regenerative braking torque according to the target value requested by the braking control module 1032, thus adjusting the regenerative braking capability. Simultaneously, the large-screen entertainment adjustment module 1031 also receives the regenerative braking adjustment request from the braking control module 1032. The large-screen entertainment adjustment module 1031 prompts the in-vehicle user via a pop-up window to adjust the regenerative braking torque limit value and automatically adjusts it to the optimal value, displaying it on the large screen.

[0088] In summary, this embodiment provides a regenerative braking system, including an onboard road surface recognition module, an onboard remote monitoring module, and a regenerative braking adjustment module. The onboard road surface recognition module acquires image information of the current road surface and sends it to the onboard remote monitoring module. It also determines the current real-time road surface adhesion coefficient based on the image information and sends it to the onboard remote monitoring module. The onboard remote monitoring module acquires the current vehicle's location information and vehicle operation information, sends the current road surface image information, the current real-time road surface adhesion coefficient, the current vehicle's location information, and vehicle operation information to an information management platform, and receives data returned from the information management platform. The vehicle's road surface adhesion coefficient is previously obtained and sent to the on-board road surface recognition module. The on-board road surface recognition module is also used to determine a first corrected road surface adhesion coefficient based on the current real-time road surface adhesion coefficient and the received road surface adhesion coefficient of the previous vehicle. The first corrected road surface adhesion coefficient is then sent to the brake energy recovery adjustment module. The brake energy recovery adjustment module is used to determine the current dynamic road surface adhesion coefficient and correct the first corrected road surface adhesion coefficient using the current dynamic road surface adhesion coefficient to obtain a second corrected road surface adhesion coefficient. At the same time, the brake energy recovery adjustment module is also used to determine the optimal slip range and brake recovery torque limit value based on the second corrected road surface adhesion coefficient, and adjust the vehicle's brake energy recovery capability value based on the brake recovery torque limit value.

[0089] As can be seen, the embodiments of this application not only obtain the road surface adhesion based on vehicle network big data and adjust the vehicle's braking energy recovery capability value, but also calculate and correct the road surface adhesion coefficient through the vehicle camera and information management platform to obtain the optimal slip range and braking recovery torque limit value, which is used to control the torque limit for braking energy recovery. Compared with the existing method of directly discontinuing braking energy recovery operation when vehicle stability deteriorates, this not only avoids the risk of instability, but also improves the braking energy recovery rate and the vehicle's range.

[0090] Second Embodiment

[0091] See Figure 3 This is a flowchart illustrating a braking energy recovery regulation method provided in this embodiment. This method is applied to the braking energy recovery regulation system described in the first embodiment above, and specifically includes the following steps:

[0092] S301: Obtain the image information of the current road surface and determine the current real-time road surface adhesion coefficient based on the image information of the current road surface.

[0093] S302: Obtain the current vehicle's location information, and based on the road surface adhesion coefficient of previous vehicles at that location stored in the information management platform, correct the current real-time road surface adhesion coefficient to obtain the first corrected road surface adhesion coefficient.

[0094] S303: Obtain the current dynamic road surface adhesion coefficient, and correct the first modified road surface adhesion coefficient based on the current dynamic road surface adhesion coefficient to obtain the second modified road surface adhesion coefficient.

[0095] In this embodiment, the specific implementation method for obtaining the current dynamic road surface adhesion coefficient can be: the current dynamic road surface adhesion coefficient is estimated by the longitudinal tires using the adhesion coefficient and lateral acceleration based on the vehicle dynamic response.

[0096] S304: Based on the second modified road surface adhesion coefficient, and referring to the empirical curves of slip ratio and road surface adhesion coefficient, determine the optimal slip range for the vehicle.

[0097] S305: Based on the vehicle's optimal slip range, determine the limit value of the regenerative braking torque, and adjust the regenerative torque according to the limit value to adjust the vehicle's regenerative braking capability.

[0098] In this embodiment, the specific implementation method for determining the braking energy recovery torque limit value based on the vehicle's optimal slip range can be as follows: based on the optimal slip of the current road surface, the vehicle braking torque is calculated by ABS, and the target value of braking torque is calculated according to the vehicle's stability factor. The vehicle braking torque and the target value of braking torque are then reduced to obtain the braking energy recovery torque limit value.

[0099] Furthermore, adjusting the regenerative braking torque based on the regenerative braking torque limit of the brake motor can be achieved by: prompting the vehicle user with a pop-up window (such as a pop-up window on a large in-vehicle screen) to adjust the regenerative braking torque limit, and automatically adjusting it to the optimal regenerative braking torque limit for display (the specific display method, display position, and display content are not limited). For a detailed description of the implementation process, please refer to the first embodiment.

[0100] For example, such as Figure 4 As shown, Figure 4 The vehicle-to-everything (V2X) big data cloud platform includes vehicle 401, vehicle 402, satellite 403, base station 404, wireless transceiver station 405, vehicle driving information server 406, and vehicle driving information workstation 407.

[0101] In the braking energy recovery regulation method provided in this application, such as Figure 1 and Figure 4As shown, the vehicle-mounted road surface recognition module 101 consists of a vehicle-mounted camera 1011 and a road surface recognition control module 1012, and is connected to the vehicle-mounted remote monitoring module 102 and the braking energy recovery adjustment module 103 (including the motor torque control module 1033, the large-screen entertainment adjustment module 1031, and the braking control module 1032) via a CAN bus 104; the vehicle-mounted remote monitoring module 102 is installed on the vehicle 401; the vehicle-mounted remote monitoring module 102 communicates wirelessly via GPRS and satellite 403; the base station 404 is connected to the satellite 403 via wireless communication; the vehicle driving information server 406 is connected to the wireless transceiver station 405 via wired communication and to the base station 404 via wireless communication; the vehicle driving information workstation 407 is connected to the wireless transceiver station 405 and the vehicle driving information server 406 via wired communication.

[0102] Specifically, in this braking energy recovery regulation method, such as Figure 1 and Figure 4As shown, the vehicle camera 1011, road surface recognition control module 1012, vehicle remote monitoring module 102, large screen entertainment adjustment module 1031, braking control module 1032, motor torque control module 1033 and CAN bus 104 are respectively installed on vehicle 401 and vehicle 402. When a vehicle is traveling on a certain road segment, the on-board road surface recognition control module 1012 collects road surface image feature information through the on-board camera 1011. The road surface recognition control module 1012 determines the current weather conditions and road surface adhesion based on image features and spatial spectrum patterns, including whether it is raining or snowing and whether the road surface is slippery. It uses empirical models (such as Hidden Markov Models and other statistical models) to identify the road surface adhesion coefficient. It also receives adhesion coefficient storage data from the vehicle driving information server 406 obtained by the on-board remote monitoring module 102, compares and analyzes the data to obtain the adhesion coefficient, and simultaneously sends the image feature information and adhesion coefficient to the braking control module 1032 and the on-board remote monitoring module 102 via the CAN bus 104. The on-board remote monitoring module 102 uploads real-time road conditions to the vehicle driving information server 406 and the vehicle driving information workstation 407 via the vehicle network. The braking control module 1032 collects information such as wheel speed, vehicle speed, acceleration, and brake pedal opening, estimates the road surface adhesion coefficient through vehicle dynamic response, and sends the collected information to the remote monitoring module 102 via the CAN bus 104. GPS collects the vehicle's current location, and satellite 403 transmits the information from the vehicle remote monitoring module 102 to base station 404 via wireless communication. Base station 404 then transmits the data to wireless transceiver station 405 via wireless communication. Vehicle driving information server 406 and wireless transceiver station 405 are connected via wired communication, and vehicle model information, weight information, speed information, and acceleration information are transmitted to vehicle driving information workstation 407 via wired communication. The vehicle driving information workstation 407 establishes a dynamic braking model by combining various vehicle model information from a large database with braking vehicle status information on different road surfaces. It uses cloud computing to simulate the vehicle braking process, simulating the road surface adhesion and braking force. The cloud platform compares and corrects the stored data and the on-site adhesion coefficient calculated by the road surface recognition control module 1012 based on big data, and sends the result to the braking control module 1032. The braking control module 1032 weights (or takes the smaller value) the received road surface adhesion coefficient and the estimated result. It calculates the target braking torque through the optimal range of the adhesion slip curve, thus obtaining the braking energy recovery torque limit value. The braking control module 1032 requests the motor torque control module 1033 to adjust the motor braking energy recovery torque limit value via the vehicle CAN bus 104 network signal. Simultaneously, it sends the limit status to the large-screen entertainment adjustment module 1031, displaying a braking energy recovery limit value adjustment reminder. The motor torque control module 1033 provides the braking energy recovery torque based on the optimal slip.

[0103] In summary, in the braking energy recovery adjustment method provided in this embodiment, when the vehicle passes through a road surface with poor adhesion or in rainy or snowy weather, the vehicle processes the current road surface condition data through the on-board road surface recognition module 101, obtains road surface adhesion data using cloud computing, and transmits the obtained road surface adhesion data to the on-board remote monitoring module 102. The on-board remote monitoring module 102 uploads the real-time road surface conditions to the information management platform, thereby correcting the road surface adhesion coefficient based on the vehicle network big data and the road surface recognition module. The braking energy recovery adjustment module 103 calculates the optimal slip range of the vehicle based on the adhesion coefficient of the road surface recognition and the adhesion coefficient estimated by the braking control module 1032, thereby obtaining the braking recovery torque limit value. The braking energy recovery adjustment module 103 requests the motor torque control module 1033 through the CAN network to limit the braking energy recovery capability value, and at the same time adjusts and switches the braking energy recovery target value through the large screen entertainment adjustment module 1031, ensuring vehicle stability while maximizing the use of electric braking.

[0104] To facilitate understanding, we will now combine Figure 5 The diagram shows an overall implementation of a regenerative braking method. The implementation process of the regenerative braking method provided in this embodiment is described below.

[0105] like Figure 5 As shown, the implementation process of this application embodiment is as follows: During vehicle operation, the vehicle-mounted road surface recognition module 101 captures road surface image information through the vehicle-mounted camera 1011, obtains the current real-time road surface adhesion coefficient through image features and empirical models, and sends it to the information management platform database by the vehicle-mounted remote monitoring module 102. At the same time, the vehicle-mounted remote monitoring module 102 obtains the speed, acceleration, brake pedal opening and accelerator pedal opening information of each controller through the vehicle CAN bus, as well as the vehicle's position information measured by GPS, etc. Then, the road surface adhesion correction information is obtained from the road surface adhesion coefficient database established by the previously uploaded vehicle data and the adhesion coefficient of cloud computing. The braking control module 1032 obtains the optimal vehicle slip based on the corrected road surface adhesion coefficient, as well as the slip ratio and adhesion coefficient empirical curve, and obtains the target braking torque value, thereby obtaining the electric braking torque limit value and performing adaptive adjustment.

[0106] Specifically, the system first captures road images using an onboard camera (1011). By analyzing image features and spatial spectrum patterns, it determines the current weather and road conditions (sunny / dry, rainy / snowy / slippery), as well as the road surface adhesion coefficient. Vehicle sensors acquire wheel speed, vehicle speed, acceleration, and brake pedal information. The vehicle controller uploads the information from the camera and sensors, while simultaneously receiving data from the cloud platform. It then corrects the road surface adhesion coefficient. Based on the corrected coefficient, slip ratio, and empirical curves related to the adhesion coefficient, the optimal slip for the vehicle is determined. For example, if the vehicle is traveling at 60 km / h, vehicle information such as brake pedal opening and normal deceleration (not emergency braking) is sent to the controller and cloud platform. Based on this braking information, the torque requirement at that moment is calculated. Combined with pre-stored vehicle information in the vehicle monitoring server, cloud computing is used to simulate the vehicle's braking process and determine the energy recovery torque requirement. The cloud platform (i.e., the aforementioned information management platform) then uses big data to compare and correct data from other vehicles' past driving times to determine the vehicle's slip situation. The braking torque is calculated based on the braking conditions, and the motor energy recovery value is obtained from the electro-hydraulic braking force distribution. Then, a braking energy recovery torque limit value request is sent to the motor. The motor adjusts its torque according to the requested limit value. At the same time, the large-screen entertainment adjustment module 1031 prompts the driver with the current braking energy recovery torque adjustment value based on the motor torque limit value. While ensuring vehicle stability, the electric braking torque, i.e., the motor energy recovery torque value, is fully utilized. For the specific implementation process, please refer to the detailed introduction of the first and second embodiments above.

[0107] As can be seen from the above description of the embodiments, those skilled in the art can clearly understand that all or part of the steps in the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, a server, or a network communication device such as a media gateway, etc.) to execute the methods described in various embodiments or some parts of the embodiments of this application.

[0108] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section.

[0109] It should also be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0110] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A braking energy recovery regulation system, characterized in that, The system includes: an on-board road surface recognition module, an on-board remote monitoring module, and a brake energy recovery adjustment module; The vehicle-mounted road surface recognition module is used to acquire image information of the current road surface and send the image information of the current road surface to the vehicle-mounted remote monitoring module, and to determine the current real-time road surface adhesion coefficient based on the image information of the current road surface and send the current real-time road surface adhesion coefficient to the vehicle-mounted remote monitoring module. The vehicle-mounted remote monitoring module is used to acquire the current vehicle's location information and vehicle operation information, and send the current road surface image information, the current real-time road surface adhesion coefficient, the current vehicle's location information and vehicle operation information to the information management platform, and receive the road surface adhesion coefficient of the previous vehicle returned from the information management platform, and send it to the vehicle-mounted road surface recognition module. The vehicle-mounted road surface recognition module is also used to determine a first corrected road surface adhesion coefficient based on the current real-time road surface adhesion coefficient and the road surface adhesion coefficient of the previous vehicle received; and send the first corrected road surface adhesion coefficient to the brake energy recovery adjustment module; The braking energy recovery adjustment module is used to determine the current dynamic road surface adhesion coefficient, and use the current dynamic road surface adhesion coefficient to correct the first corrected road surface adhesion coefficient to obtain the second corrected road surface adhesion coefficient. The brake energy recovery adjustment module is also used to determine the optimal slip range and brake energy recovery torque limit value based on the second modified road surface adhesion coefficient, and to adjust the vehicle's brake energy recovery capability value based on the brake energy recovery torque limit value.

2. The regulating system according to claim 1, characterized in that, The vehicle-mounted road surface recognition module includes: a vehicle-mounted camera and a road surface recognition control module; The vehicle-mounted road surface recognition module is used to acquire image information of the current road surface, specifically: The vehicle-mounted camera is used to acquire image information of the current road surface; The vehicle-mounted road surface recognition module determines the current real-time road surface adhesion coefficient based on the current road surface image information, specifically as follows: The road surface recognition control module is used to perform image feature analysis on the image information of the current road surface to obtain road surface feature information; The road surface recognition control module is also used to divide the road surface according to the road surface feature information and spatial spectrum law, and to identify the road surface adhesion coefficient according to the division result and the preset experience model to obtain the current real-time road surface adhesion coefficient.

3. The adjustment system according to claim 2, characterized in that, The system also includes: The road surface recognition control module is used to send the current real-time road surface adhesion coefficient to the vehicle remote monitoring module via the vehicle controller local area network CAN bus, and to receive the road surface adhesion coefficient of the previous vehicle obtained by the vehicle remote monitoring module from the information management platform via the CAN bus. The vehicle-mounted road surface recognition module is further configured to determine a first corrected road surface adhesion coefficient based on the current real-time road surface adhesion coefficient and the road surface adhesion coefficient of the previous vehicle; and send the first corrected road surface adhesion coefficient to the brake energy recovery adjustment module, specifically: The road surface recognition control module is also used to analyze and correct the current real-time road surface adhesion coefficient using the road surface adhesion coefficient of the previous vehicle to obtain a first corrected road surface adhesion coefficient; and to send the first corrected road surface adhesion coefficient to the brake energy recovery adjustment module via the CAN bus.

4. The regulating system according to claim 1, characterized in that, The vehicle-mounted remote monitoring module includes: a vehicle information transceiver module and a global positioning system (GPS); the vehicle information transceiver module is connected to various vehicle-mounted controllers on the vehicle via a CAN bus. The vehicle-mounted remote monitoring module is used to obtain the current vehicle location information and vehicle operation information, specifically: The GPS is used to obtain the current location information of the vehicle; The vehicle information transceiver module is used to obtain vehicle operation information from various on-board controllers on the vehicle.

5. The adjustment system according to claim 4, characterized in that, The vehicle operation information includes at least one of the following: basic vehicle information, vehicle speed, acceleration, brake pedal opening, wheel slippage, vehicle stability, and information from the vehicle network big data, including the driving status of other vehicles on the current road segment and road feature experience model information.

6. The regulating system according to claim 1, characterized in that, The braking energy recovery adjustment module includes a braking control module; the braking energy recovery adjustment module is used to determine the current dynamic road surface adhesion coefficient, and use the current dynamic road surface adhesion coefficient to correct the first corrected road surface adhesion coefficient to obtain a second corrected road surface adhesion coefficient, specifically: The braking control module is used to estimate the current dynamic road surface adhesion coefficient based on the longitudinal tires using the adhesion coefficient and lateral acceleration according to the vehicle dynamic response, and to obtain the second corrected road surface adhesion coefficient by taking the smaller of the current dynamic road surface adhesion coefficient and the first corrected road surface adhesion coefficient.

7. The regulating system according to claim 6, characterized in that, The regenerative braking module further includes a motor torque control module and a large-screen entertainment adjustment module; the regenerative braking module is also used to determine the optimal slip range and regenerative braking torque limit value based on the second corrected road surface adhesion coefficient, and to adjust the vehicle's regenerative braking capacity value based on the regenerative braking torque limit value, specifically: The braking control module is also used to determine the optimal slip range and braking energy recovery torque limit value based on the second modified road surface adhesion coefficient, referring to the empirical curves of slip ratio and adhesion coefficient. The motor torque control module is used to adjust the recovery torque according to the braking energy recovery torque limit value, thereby adjusting the vehicle's braking energy recovery capability value. The large-screen entertainment adjustment module is used to prompt the vehicle user to adjust the braking energy recovery torque limit value through a pop-up window, and automatically adjust it to the optimal braking energy recovery torque limit value for display.

8. A method for regulating regenerative braking energy, characterized in that, The adjustment method employs the system as described in any one of claims 1 to 7, the method comprising: Acquire image information of the current road surface, and determine the current real-time road surface adhesion coefficient based on the image information of the current road surface; The current vehicle location information is obtained, and the current real-time road surface adhesion coefficient is corrected based on the road surface adhesion coefficient of the previous vehicle at the same location stored in the information management platform to obtain the first corrected road surface adhesion coefficient. Obtain the current dynamic road surface adhesion coefficient, and correct the first modified road surface adhesion coefficient based on the current dynamic road surface adhesion coefficient to obtain the second modified road surface adhesion coefficient; Based on the second modified road adhesion coefficient, and referring to the empirical curves of slip ratio and road adhesion coefficient, the optimal slip range of the vehicle is determined; Based on the vehicle's optimal slip range, a limit value for the regenerative braking torque is determined, and the regenerative braking torque is adjusted according to the limit value to adjust the vehicle's regenerative braking capability.

9. The method according to claim 8, characterized in that, The process of obtaining the current dynamic road surface adhesion coefficient includes: The current dynamic road surface adhesion coefficient is estimated by using the longitudinal tire adhesion coefficient and lateral acceleration based on the vehicle dynamic response.

10. The method according to claim 8, characterized in that, The determination of the regenerative braking torque limit based on the vehicle's optimal slip range includes: Based on the optimal slip on the current road surface, the vehicle's braking torque is calculated by the anti-lock braking system (ABS). The target value of braking torque is calculated based on the vehicle's stability factor. The smaller value of the vehicle's braking torque and the target value of braking torque is then used to obtain the limit value of the regenerative braking torque.

11. The method according to claim 8, characterized in that, The step of adjusting the regenerative braking torque according to the regenerative braking torque limit value, thereby adjusting the vehicle's regenerative braking capability, includes: The system prompts in-vehicle users via a pop-up window to adjust the vehicle's regenerative braking torque limit, and automatically adjusts it to the optimal regenerative braking torque limit for display.

Images