Vehicle braking energy recovery method and device, vehicle and storage medium

Abstract

The invention discloses a vehicle braking energy recovery method and device, a vehicle and a storage medium. The method comprises the steps that under the condition that a current vehicle is in a braking mode, the real-time acceleration and the brake pedal depth of the current vehicle are obtained; determining a target deceleration of the current vehicle based on the brake pedal depth; calculating the total required braking force of the current vehicle based on the target deceleration and the real-time acceleration; the maximum value of regenerative braking force of the current vehicle is determined, and the upper limit of the regenerative braking force is obtained; determining a target regenerative braking force based on the total demand braking force and a regenerative braking force upper limit; and the motor output torque of the current vehicle is determined according to the target regenerative braking force, and braking energy recovery is conducted based on the motor output torque. According to the technical scheme, the braking energy recovery efficiency of the vehicle is improved.

Description

TECHNICAL FIELD

[0001] Embodiments of the present application relate to the technical field of automobiles, and in particular to a brake energy recovery method and device for a vehicle, a vehicle and a storage medium. BACKGROUND

[0002] With the rapid development of new energy vehicles (especially electric vehicles and hybrid vehicles), brake energy recovery technology as one of the core means to improve vehicle range and reduce energy consumption, its performance optimization has become the focus of industry research.

[0003] However, most existing brake energy recovery methods rely on fixed parameter settings (such as a pre-set regenerative braking force ratio) for control, which cannot adapt to the needs of different driving situations, resulting in low energy recovery efficiency. Therefore, there is an urgent need to propose a new method to solve the above problems. SUMMARY

[0004] The present application provides a brake energy recovery method and device for a vehicle, a vehicle and a storage medium to improve the brake energy recovery efficiency of the vehicle.

[0005] In a first aspect, embodiments of the present application provide a brake energy recovery method for a vehicle, the method comprising:

[0006] In the case where the current vehicle is in a braking mode, the real-time acceleration and brake pedal depth of the current vehicle are obtained, and the target deceleration of the current vehicle is determined based on the brake pedal depth;

[0007] The total demand braking force of the current vehicle is calculated based on the target deceleration and the real-time acceleration;

[0008] The maximum value of the regenerative braking force of the current vehicle is determined to obtain the upper limit of the regenerative braking force;

[0009] The target regenerative braking force is determined based on the total demand braking force and the upper limit of the regenerative braking force;

[0010] The motor output torque of the current vehicle is determined according to the target regenerative braking force, and brake energy recovery is performed based on the motor output torque.

[0011] The technical scheme of the embodiment of the present application first acquires the real-time acceleration and brake pedal depth of the current vehicle in the case that the current vehicle is in the braking mode; determines the target deceleration of the current vehicle based on the brake pedal depth, which can accurately master the current driving state, not only provides data support for subsequent determination of the braking force, but also makes the determined braking force more suitable for the actual working condition, thereby improving the braking energy recovery efficiency of the vehicle. Then, the total demand braking force of the current vehicle is calculated based on the target deceleration and the real-time acceleration, which can not only convert the abstract “deceleration demand” into a specific “force value”, but also provide a quantifiable basis for subsequent determination of the target regenerative braking force, so as to ensure that the real-time braking intention of the driver is accurately executed, thereby helping to improve the braking energy recovery efficiency. Then, the maximum value of the regenerative braking force of the current vehicle is determined to obtain the upper limit of the regenerative braking force, which not only provides a data basis for subsequent determination of the target regenerative braking force, but also avoids the safety risks such as component overload, damage, battery overcharge, motor failure and the like caused by the determined regenerative braking force being too large, fundamentally guarantees the stability of the vehicle hardware and the braking safety, and thereby improves the reliability of the vehicle in complex scenes. Then, the target regenerative braking force is determined based on the total demand braking force and the upper limit of the regenerative braking force, which can make the target regenerative braking force adapt to the working condition in real time, avoid wheel slip, ensure the handling stability of the vehicle during braking, maximize energy recovery within the hardware limit, and balance the braking performance and efficiency. Finally, the motor output torque of the current vehicle is determined according to the target regenerative braking force, and the braking energy recovery is performed based on the motor output torque, which can perform braking energy recovery based on the actual driving condition, effectively improving the braking energy recovery efficiency of the vehicle. Therefore, the technical scheme of the present application solves the problem of low energy recovery efficiency in the prior art due to the inability to adapt to different driving conditions.

[0012] In a second aspect, the embodiment of the present application also provides a braking energy recovery device for a vehicle, which comprises:

[0013] The acquisition module is configured to acquire the real-time acceleration and brake pedal depth of the current vehicle in the case that the current vehicle is in the braking mode; and determine the target deceleration of the current vehicle based on the brake pedal depth.

[0014] The first calculation module is configured to calculate the total demand braking force of the current vehicle based on the target deceleration and the real-time acceleration.

[0015] The second calculation module is configured to determine the maximum value of the regenerative braking force of the current vehicle to obtain the upper limit of the regenerative braking force.

[0016] The third calculation module is configured to determine the target regenerative braking force based on the total demand braking force and the upper limit of the regenerative braking force.

[0017] An energy recovery module is configured to determine a motor output torque of the current vehicle according to the target regenerative braking force, and perform braking energy recovery based on the motor output torque.

[0018] In a third aspect, an embodiment of the present application further provides a vehicle, characterized in that the vehicle comprises:

[0019] at least one processor; and a memory connected with the at least one processor in communication;

[0020] The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor to enable the at least one processor to perform the method for braking energy recovery of the vehicle according to any one of the embodiments of the present application.

[0021] In a fourth aspect, an embodiment of the present application further provides a storage medium containing computer executable instructions, and the computer executable instructions, when executed by a computer processor, implement the method for braking energy recovery of the vehicle according to any one of the embodiments of the present application.

[0022] It should be noted that the above computer instructions can be stored on the computer readable storage medium in whole or in part. The computer readable storage medium can be packaged together with the processor of the braking energy recovery device of the vehicle, or can be packaged separately from the processor of the braking energy recovery device of the vehicle, and the present application does not limit this.

[0023] The description of the second aspect, the third aspect and the fourth aspect in the present application can refer to the detailed description of the first aspect, and the beneficial effects of the description of the second aspect, the third aspect and the fourth aspect can refer to the beneficial effect analysis of the first aspect, which will not be repeated here.

[0024] In the present application, the name of the braking energy recovery device of the vehicle does not constitute a limitation on the equipment or functional module itself, and in actual implementation, these equipment or functional modules can appear in other names. As long as the functions of each equipment or functional module are similar to those of the present application, they belong to the scope of the claims of the present application and equivalent technologies.

[0025] These aspects or other aspects of the present application will be more apparent in the following description. BRIEF DESCRIPTION OF DRAWINGS

[0026] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the embodiment description. Obviously, the drawings in the following description are only some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained without creative labor based on these drawings.

[0027] Figure 1 A flowchart illustrating a method for regenerating braking energy in a vehicle, as provided in an embodiment of the present invention;

[0028] Figure 2 A flowchart of another vehicle braking energy recovery method provided in an embodiment of the present invention;

[0029] Figure 3 A schematic diagram of the structure of a vehicle braking energy recovery device provided in an embodiment of the present invention;

[0030] Figure 4 This is a structural schematic diagram of a vehicle provided in an embodiment of the present invention. Detailed Implementation

[0031] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0032] In this article, the term "and / or" is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can represent three situations: A exists alone, A and B exist simultaneously, and B exists alone.

[0033] The terms "first" and "second," etc., used in the specification and drawings of this application are used to distinguish different objects or to distinguish different treatments of the same object, rather than to describe a specific order of objects.

[0034] Furthermore, the terms "comprising" and "having," and any variations thereof, used in the description of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the steps or units listed, but may optionally include other steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus.

[0035] Before discussing the exemplary embodiments in more detail, it should be noted that some exemplary embodiments are described as processes or methods depicted as flowcharts. Although the flowcharts describe the operations (or steps) as sequential processes, many of these operations can be performed in parallel, concurrently, or simultaneously. Furthermore, the order of the operations can be rearranged. The process can be terminated when its operation is completed, but may also have additional steps not included in the figures. The process can correspond to a method, function, procedure, subroutine, subroutine, etc. Moreover, embodiments and features in the embodiments of the present invention can be combined with each other without conflict.

[0036] It should be noted that in the embodiments of this application, the words "exemplary" or "for example" are used to indicate examples, illustrations, or explanations. Any embodiment or design scheme described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design schemes. Specifically, the use of the words "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0037] In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0038] Figure 1 This is a flowchart illustrating a vehicle braking energy recovery method according to an embodiment of the present invention. This embodiment is applicable to situations where a vehicle needs to recover braking energy. The method can be executed by a vehicle braking energy recovery device, which can be implemented in software and / or hardware. For example, the device can be a vehicle. (Reference) Figure 1 The vehicle braking energy recovery method in this embodiment specifically includes the following steps:

[0039] Step 110: When the vehicle is in braking mode, obtain the real-time acceleration and brake pedal depth of the vehicle; determine the target deceleration of the vehicle based on the brake pedal depth.

[0040] Specifically, "current vehicle" refers to the target vehicle requiring regenerative braking. "Braking mode" refers to the operating state of the braking system when the vehicle is decelerating or stopping. "Braking system" refers to the collective term for a series of devices in a vehicle used to decelerate or stop a moving vehicle, or to keep a stopped vehicle stationary. "Real-time acceleration" refers to the acceleration of the vehicle at the current moment. "Brake pedal depth" refers to the vertical distance or travel length of the brake pedal from its initial position (i.e., the position when the pedal is not depressed). "Target deceleration" refers to the deceleration that the vehicle is expected to achieve based on the brake pedal depth. "Deceleration" refers to the rate of change of velocity of an object as its velocity decreases over time, i.e., when an object is decelerating.

[0041] In practice, when the vehicle is detected to be in braking mode (for example, by detecting that the brake pedal is active), the real-time acceleration can be obtained through the accelerometer installed on the vehicle, and the brake pedal depth can be obtained through the pedal position sensor installed on the vehicle. Then, based on the obtained brake pedal depth, the target deceleration of the vehicle is obtained by querying a table corresponding to pedal depth and target deceleration.

[0042] It should be noted that the table showing the correspondence between pedal depth and target deceleration was established in advance based on actual conditions or requirements.

[0043] In this embodiment, the above steps can accurately grasp the current driving state, which not only provides data support for the subsequent determination of braking force (including total required braking force and target regenerative braking force), but also makes the determined braking force more in line with the actual working conditions, thereby improving the vehicle's braking energy recovery efficiency.

[0044] Step 120: Calculate the total braking force required by the vehicle at present based on the target deceleration and real-time acceleration.

[0045] Specifically, total braking force refers to the total braking force required for a vehicle to decelerate to the target deceleration rate.

[0046] In practice, the difference between the target deceleration and the real-time acceleration can be calculated first to obtain the supplementary deceleration. Then, the product of the supplementary deceleration and the current vehicle mass can be calculated to obtain the total required braking force.

[0047] In this embodiment, the above steps can transform the abstract "deceleration requirement" into a specific "force value", providing a directly operable quantitative basis for determining the target regenerative braking force, ensuring that the driver's real-time braking intention is accurately executed, thereby helping to improve the braking energy recovery efficiency.

[0048] Step 130: Determine the maximum value of the current vehicle's regenerative braking force to obtain the upper limit of the regenerative braking force.

[0049] Specifically, regenerative braking force refers to the braking force generated by the vehicle's electric motor during braking, which converts the vehicle's kinetic energy into electrical energy and stores it. The upper limit of regenerative braking force refers to the maximum permissible value of regenerative braking force under the current operating conditions.

[0050] In practice, the real-time speed of the vehicle can be obtained first, and then the ratio of the maximum allowable charging power of the battery to the real-time speed can be calculated to obtain the maximum value of the regenerative braking force of the vehicle, i.e., the upper limit of the regenerative braking force.

[0051] In this embodiment, the above steps not only provide a data basis for determining the target regenerative braking force, but also avoid safety risks such as component overload and damage, battery overcharging, and motor failure caused by excessively large determined regenerative braking force. This fundamentally ensures the stability of vehicle hardware and braking safety, thereby improving the reliability of the vehicle in complex scenarios.

[0052] Step 140: Determine the target regenerative braking force based on the total demand braking force and the upper limit of regenerative braking force.

[0053] Specifically, the target regenerative braking force refers to the actual braking force that the regenerative braking system needs to provide, determined under the constraints of total required braking force and the upper limit of regenerative braking force. A regenerative braking system is a braking device in electric vehicles (or hybrid vehicles) that converts the vehicle's kinetic energy into electrical energy and recovers and stores it.

[0054] In practice, after obtaining the upper limit of regenerative braking force, the total required braking force and the upper limit of regenerative braking force can be compared, and the smaller one can be determined as the target regenerative braking force.

[0055] In this embodiment, the above steps enable the target regenerative braking force to adapt to changes in operating conditions in real time, avoid wheel slippage, ensure the vehicle's handling stability during braking, and maximize energy recovery within hardware limitations, thereby achieving a balance between braking performance and efficiency.

[0056] Step 150: Determine the current motor output torque of the vehicle based on the target regenerative braking force, and perform braking energy recovery based on the motor output torque.

[0057] Specifically, the motor output torque refers to the torque that the motor needs to output in the power generation mode, which is determined according to the target regenerative braking force, to achieve braking energy recovery.

[0058] In practice, the motor output torque can be calculated based on the target regenerative braking force. The specific calculation formula is: Motor output torque = Transmission efficiency × Target regenerative braking force × Wheel radius ÷ Transmission system reduction ratio. Then, based on the calculated motor output torque (braking torque opposite to the vehicle's direction of travel), the motor is controlled to switch to generator mode, thereby converting the vehicle's kinetic energy into electrical energy recovery, achieving braking energy recovery. Transmission efficiency refers to a parameter that is pre-set according to actual conditions or needs, indicating the effectiveness of energy transfer in the transmission system. The transmission system reduction ratio refers to the ratio of the rotational speeds of the power input end (active component) and the power output end (driven component) in the vehicle's transmission system.

[0059] Furthermore, after obtaining the target regenerative braking force, the target hydraulic braking force (i.e., the additional braking force required by mechanical braking) can be determined by calculating the difference between the total required braking force and the upper limit of the regenerative braking force. Specifically, if the target hydraulic braking force is greater than zero, it indicates that the total required braking force has exceeded the maximum capacity of the regenerative braking system, and the regenerative braking system cannot meet the braking demand alone. In this case, the hydraulic braking system needs to be activated simultaneously to provide the target hydraulic braking force to make up the difference; at the same time, the motor output torque is calculated based on the target regenerative braking force, and braking energy recovery is performed based on the motor output torque to ensure that the regenerative braking achieves maximum effectiveness within a safe range. If the target hydraulic braking force is not greater than zero, it indicates that the capacity of the regenerative braking system completely covers the total required braking force. In this case, the hydraulic braking system does not need to intervene, and the motor output torque can be directly calculated based on the target regenerative braking force, and braking energy recovery is performed based on the motor output torque.

[0060] Furthermore, after regenerative braking based on the motor output torque, the following steps can be performed again: With the vehicle currently in braking mode, the vehicle's current real-time acceleration and brake pedal depth are reacquired, and a new target deceleration is determined based on the brake pedal depth. Then, the total required braking force is recalculated by combining the real-time acceleration and the new target deceleration, and the upper limit of the regenerative braking force is redefined. Next, a new target regenerative braking force is determined based on the new total required braking force and the upper limit of the regenerative braking force. Finally, the current vehicle motor output torque is calculated based on the new target regenerative braking force, and a new round of regenerative braking is performed based on this torque. This dynamic, cyclical adjustment mechanism allows regenerative braking to better align with real-time operating conditions, further improving accuracy.

[0061] In this embodiment, the above steps enable brake energy recovery based on actual driving conditions, effectively improving the vehicle's brake energy recovery efficiency.

[0062] The vehicle regenerative braking method provided in this invention first acquires the real-time acceleration and brake pedal depth of the vehicle while it is in braking mode. Based on the brake pedal depth, the target deceleration of the vehicle is determined. This step accurately grasps the current driving state, providing data support for subsequent determination of braking force and ensuring the determined braking force is more closely aligned with actual operating conditions, thereby improving the vehicle's regenerative braking efficiency. Next, the total required braking force of the vehicle is calculated based on the target deceleration and real-time acceleration. This transforms the abstract "deceleration requirement" into a concrete "force value," providing a directly operable quantitative basis for determining the target regenerative braking force, ensuring the driver's real-time braking intention is accurately executed, thus contributing to improved regenerative braking efficiency. Then, the maximum value of the current vehicle's regenerative braking force is determined, obtaining the upper limit of the regenerative braking force. This not only provides a data foundation for determining the subsequent target regenerative braking force but also avoids safety risks such as component overload and damage, battery overcharging, and motor failure caused by excessively large determined regenerative braking forces. This fundamentally ensures the stability of vehicle hardware and braking safety, thereby improving vehicle reliability in complex scenarios. Subsequently, the target regenerative braking force is determined based on the total required braking force and the upper limit of the regenerative braking force. This allows the target regenerative braking force to adapt to changes in operating conditions in real time, preventing wheel slippage and ensuring vehicle handling stability during braking. Simultaneously, it maximizes energy recovery within hardware limitations, achieving a balance between braking performance and efficiency. Finally, the current motor output torque of the vehicle is determined based on the target regenerative braking force, and braking energy recovery is performed based on the motor output torque. This allows for braking energy recovery based on actual driving conditions, effectively improving the vehicle's braking energy recovery efficiency. Therefore, the technical solution of this invention solves the problem of low energy recovery efficiency in existing technologies due to their inability to adapt to different driving conditions.

[0063] Figure 2 A flowchart of another vehicle braking energy recovery method provided by an embodiment of the present invention is shown. This embodiment is a specific embodiment based on the above embodiment. In this embodiment, the method may further include:

[0064] Step 210: When the vehicle is in braking mode, obtain the real-time acceleration and brake pedal depth of the vehicle; determine the target deceleration of the vehicle based on the brake pedal depth.

[0065] Step 211: Calculate the difference between the target deceleration and the real-time acceleration to obtain the acceleration deviation.

[0066] Specifically, acceleration deviation refers to the difference between the target deceleration and the real-time acceleration, and is used to measure the degree of difference between the actual deceleration and the expected deceleration of a vehicle.

[0067] In practice, after obtaining the target deceleration and real-time acceleration, the difference between the target deceleration and real-time acceleration can be calculated to obtain the acceleration deviation. The specific calculation formula is as follows:

[0068] e = a des -a act

[0069] Where e is the acceleration deviation, a des To decelerate the target, a act For real-time acceleration.

[0070] In this embodiment, the above steps provide a data foundation for determining the total required braking force.

[0071] Step 212: Calculate the product of the target deceleration and the current mass of the vehicle to obtain the basic braking force.

[0072] Specifically, the basic braking force refers to the theoretical braking force required to bring the vehicle to the target deceleration, calculated based on the target deceleration and vehicle mass.

[0073] In practice, after obtaining the target deceleration and real-time acceleration, the product of the target deceleration and the current mass of the vehicle can be calculated to obtain the basic braking force. The specific calculation formula is as follows:

[0074] F a =m*a des

[0075] Among them, F a The base braking force is m; m is the current mass of the vehicle.

[0076] In this embodiment, the above steps provide a data foundation for determining the total required braking force.

[0077] Step 213: Calculate the corrected braking force based on the acceleration deviation.

[0078] Specifically, the corrected braking force refers to the additional braking force used to adjust the basic braking force, calculated based on the acceleration deviation.

[0079] In practice, after obtaining the acceleration deviation, the corrective braking force can be calculated using a proportional-integral-derivative control algorithm. The specific calculation formula is as follows:

[0080]

[0081] Among them, F b To correct braking force; K p K is the proportionality coefficient. i K is the integral coefficient; d is the differential coefficient; t is the current time.

[0082] In this embodiment, during braking, the vehicle is susceptible to external factors such as uneven road surfaces and crosswinds, as well as internal factors such as changes in vehicle load and wear of braking system components, causing fluctuations in deceleration. Calculating and correcting the braking force based on acceleration deviation can compensate for these disturbances in real time, ensuring a stable output of the calculated total braking force. This reduces vibration and deviation during braking, resulting in a smoother and more stable braking process.

[0083] Step 214: Calculate the sum of the basic braking force and the modified braking force to obtain the total required braking force.

[0084] In practice, after obtaining the corrected braking force, the sum of the basic braking force and the corrected braking force can be calculated to obtain the total required braking force. The specific calculation formula is as follows:

[0085] F total =F a +F b

[0086] Among them, F total It acts as a driver of aggregate demand.

[0087] In this embodiment, the above steps enable the total braking force demand to be more closely matched with the real-time operating conditions, more accurately match the deceleration intention conveyed by the driver through the brake pedal, ensure that the vehicle decelerates in the manner expected by the driver, fully meet the diverse braking needs in different scenarios, and thus significantly improve the user's driving experience.

[0088] Step 215: Determine the maximum value of the current vehicle's regenerative braking force to obtain the upper limit of the regenerative braking force.

[0089] Further, step 215 may specifically include obtaining the real-time speed of the current vehicle; calculating the ratio of the maximum allowable charging power of the battery of the current vehicle to the real-time speed to obtain the first regenerative braking force; calculating the product of the friction coefficient, mass, gravitational acceleration and effective rolling radius of the wheel of the current vehicle to obtain the second regenerative braking force; calculating the product of the maximum regenerative braking torque of the motor of the current vehicle and the total transmission ratio of the transmission system to obtain the third regenerative braking force; and determining the minimum value among the first regenerative braking force, the second regenerative braking force and the third regenerative braking force as the upper limit of the regenerative braking force.

[0090] Specifically, the first regenerative braking force refers to the regenerative braking force calculated based on the battery's maximum allowable charging power and the vehicle's real-time speed. The second regenerative braking force refers to the regenerative braking force calculated based on the road friction coefficient, vehicle mass, gravitational acceleration, and the effective rolling radius of the wheels. The third regenerative braking force refers to the regenerative braking force calculated based on the motor's maximum regenerative braking torque and the overall transmission ratio of the transmission system. Real-time speed refers to the vehicle's current speed. The battery's maximum allowable charging power refers to the maximum charging power acceptable to the battery under the current conditions. The friction coefficient refers to a dimensionless coefficient describing the magnitude of the friction between the road surface and the wheels. Gravitational acceleration refers to the acceleration of an object on the Earth's surface caused by gravity. The effective rolling radius of the wheels refers to the vertical distance from the wheel center to the ground when the wheel is rolling. The motor's maximum regenerative braking torque refers to the maximum torque that the motor can output in regenerative braking mode when converting the vehicle's kinetic energy into electrical energy and feeding it back to the battery. The overall transmission ratio of the transmission system refers to the ratio of the output speed to the input speed of the transmission system (such as a reducer or gearbox) or the inverse ratio of the input torque to the output torque.

[0091] In practice, the vehicle's real-time speed can be obtained first through the vehicle's speed sensor. Then, the ratio of the vehicle's maximum allowable battery charging power to the real-time speed can be calculated to obtain the first regenerative braking force. The specific calculation formula is as follows: Where v is the real-time speed; P batt_max F1 represents the maximum allowable charging power of the battery; F1 represents the first regenerative braking force.

[0092] Next, the product of the vehicle's friction coefficient, mass, gravitational acceleration, and effective rolling radius of the wheels is calculated to obtain the second regenerative braking force. The specific calculation formula is: F2=μ*m*g*r wheel Where μ is the coefficient of friction; g is the acceleration due to gravity; and r wheel F1 represents the effective rolling radius of the wheel, and F2 represents the second regenerative braking force.

[0093] Next, the product of the current vehicle's maximum regenerative braking torque and the total transmission ratio of the transmission system is calculated to obtain the third regenerative braking force. The specific calculation formula is: F3 = T motor_max *k gear , among which, T motor_max k is the maximum regenerative braking torque of the motor. gear F3 represents the overall transmission ratio of the transmission system; F3 represents the third regenerative braking force.

[0094] Finally, the minimum value among the first, second, and third regenerative braking forces is determined as the upper limit of the regenerative braking force, and the specific calculation formula is: F regen_max =min(F1, F2, F3), where F regen_maxThis is the upper limit of regenerative braking force.

[0095] In this embodiment, the above steps take into account the limiting factors of the battery, road surface, and motor, ensuring that the regenerative braking force does not exceed the capacity of any one of these factors. This maximizes the use of regenerative braking for energy recovery, improving the vehicle's energy efficiency, while also ensuring the reliable operation of the braking system from multiple dimensions, including battery safety, driving stability, and motor protection, thus achieving optimal utilization of regenerative braking force under safe conditions.

[0096] Step 216: Generate a preset number of candidate particles based on the upper limit of regenerative braking force.

[0097] Specifically, candidate particles refer to the "individuals" used in particle swarm optimization algorithms to search for the optimal solution (target regenerative braking force), including candidate regenerative braking force (the candidate value of the regenerative braking force represented by the particle) and candidate particle movement speed (the speed at which the particle moves in the search space). The preset quantity refers to the number of candidate particles that are pre-set according to the actual situation or needs; optionally, the preset quantity is not less than 50.

[0098] In the specific implementation, the upper limit of the regenerative braking force is first used as a constraint boundary, and the range of candidate regenerative braking force values ​​is set from 0 to the upper limit of the regenerative braking force. Then, within this range, a preset number of candidate regenerative braking force values ​​are generated randomly. At the same time, an initial moving speed (i.e., candidate particle moving speed) is assigned to each candidate regenerative braking force: the speed value range can be set according to the search range of the regenerative braking force (e.g., ±10% of the upper limit of the regenerative braking force), and is also generated randomly. Each candidate regenerative braking force is bound to its corresponding initial moving speed to form a complete candidate particle.

[0099] In this embodiment, by following the steps described above, a set of candidate particles covering a reasonable search space can be generated while meeting safety constraints, providing a data foundation for subsequently determining the target regenerative braking force.

[0100] Step 217: Calculate the fitness of candidate particles based on total demand braking force.

[0101] Specifically, the fitness of a candidate particle refers to an indicator used to evaluate the quality of a candidate particle.

[0102] In practice, for each candidate particle, the total required braking force and the candidate regeneration braking force of that particle can be substituted into the preset fitness calculation formula to obtain the fitness of that candidate particle. The preset fitness calculation formula refers to a fitness calculation formula predetermined based on actual conditions or requirements. For example, the preset fitness calculation formula could be D = ω * e 2 +(1-ω)*(F total-F regen ), of which F regen ω represents the candidate regeneration braking force for candidate particles, ω is the preset weight, ranging from 0 to 1, and D is the fitness.

[0103] In this embodiment, the above steps provide a data foundation for subsequently determining the target regenerative braking force.

[0104] Further, step 217 may specifically include: for the current candidate particle, calculating the difference between the total required braking force and the candidate regenerative braking force of the current candidate particle to obtain the candidate hydraulic braking force of the current candidate particle; calculating the initial fitness of the current candidate particle based on the candidate hydraulic braking force and the candidate regenerative braking force; calculating the difference between the candidate regenerative braking force and the upper limit of the regenerative braking force of the current candidate particle to obtain the regenerative braking force penalty, and calculating the hydraulic braking force penalty based on the current vehicle's hydraulic braking force change rate and hydraulic braking force change rate threshold; calculating the total penalty of the current candidate particle based on the regenerative braking force penalty and the hydraulic braking force penalty; and calculating the fitness of the current candidate particle based on the initial fitness and the total penalty.

[0105] Specifically, the candidate hydraulic braking force refers to the difference between the total required braking force and the candidate regenerative braking force. In other words, if this candidate regenerative braking force is used, the hydraulic braking system needs to provide the required braking force to ensure the total braking force meets the demand. Initial fitness refers to the fitness calculated without considering penalties such as exceeding braking force limits. Regenerative braking force penalty refers to the quantitative penalty for a "violation" if the candidate regenerative braking force exceeds the upper limit. Hydraulic braking force penalty refers to the quantitative penalty for an "unstable" situation if the rate of change of hydraulic braking force exceeds a set threshold. Total penalty refers to the penalty determined based on the regenerative braking force penalty and the hydraulic braking force penalty, used to correct the initial fitness so that the fitness more comprehensively reflects the quality of the candidate particles. The hydraulic braking force rate of change threshold refers to a critical value pre-set according to actual conditions or needs to limit the rate of change of hydraulic braking force.

[0106] In practice, for the current candidate particle, the difference between the total required braking force and the candidate regenerative braking force of the current candidate particle can be calculated first to obtain the candidate hydraulic braking force of the current candidate particle. The specific calculation formula is: F hyd =F total -F regen , of which F hyd The candidate hydraulic braking force is used as the initial fitness of the current candidate particle. Then, based on the candidate hydraulic braking force and candidate regenerative braking force of the current candidate particle, the initial fitness of the current candidate particle is calculated using the formula: J = ω1 * e 2 +ω2*F hyd-ω3*F regen , where ω1, ω2, ω3 are preset weights and ω1+ω2+ω3=1; J is the initial fitness.

[0107] Next, the difference between the candidate regeneration braking force and the upper limit of the regeneration braking force for the current candidate particle is calculated to obtain the regeneration braking force penalty. The specific calculation formula is: A = F regen -F regen_max Where A is the regenerative braking force penalty, and the hydraulic braking force penalty is calculated based on the current rate of change of hydraulic braking force and the threshold of the rate of change of hydraulic braking force. The specific calculation formula is as follows: in, For the rate of change of hydraulic braking force, ∝ max B is the threshold value for the rate of change of hydraulic braking force, and B is the penalty amount for hydraulic braking force.

[0108] Next, based on the regenerative braking force penalty and the hydraulic braking force penalty, the total penalty for the current candidate particle is calculated. The specific calculation formula is: Penalty = max(0, A). 2 +max(0,B) 2 Where Penalty is the total penalty amount; finally, the fitness of the current candidate particle is calculated based on the initial fitness of the current candidate particle and the total penalty amount. The specific calculation formula is: D=J+λ*Penalty, where λ is the penalty coefficient.

[0109] In this embodiment, by calculating the fitness of candidate particles through the above steps, the actual applicability of each candidate scheme can be comprehensively measured. This effectively avoids the problem of pursuing only the best performance while ignoring safety or smoothness requirements. The final fitness can accurately screen out candidate particles that are "performance-compliant and safe and reliable", providing a scientific data basis for subsequently determining the target regenerative braking force. This ensures that the determined target regenerative braking force is more in line with the actual operating conditions of the vehicle and the constraints of the braking system, thereby improving the braking energy recovery efficiency.

[0110] Furthermore, based on the candidate hydraulic braking force and candidate regenerative braking force of the current candidate particle, the initial fitness of the current candidate particle is calculated, including: calculating the product of the deviation weight and the square of the acceleration deviation to obtain the acceleration deviation component; calculating the product of the hydraulic braking force weight and the square of the candidate hydraulic braking force to obtain the hydraulic braking force component; calculating the product of the energy recovery weight, the current vehicle's energy recovery efficiency, and the candidate regenerative braking force of the current candidate particle to obtain the energy recovery component; and calculating the initial fitness of the current candidate particle based on the acceleration deviation component, the hydraulic braking force component, and the energy recovery component.

[0111] Specifically, the deviation weight refers to the weighting coefficient used to measure the influence of acceleration deviation on fitness when calculating initial fitness. The hydraulic braking force weight refers to the weighting coefficient used to measure the influence of hydraulic braking force on fitness when calculating initial fitness. The energy recovery weight refers to the weighting coefficient used to measure the influence of energy recovery on fitness when calculating initial fitness. The sum of the deviation weight, hydraulic braking force weight, and energy recovery weight is one. Energy recovery efficiency refers to the efficiency of converting the vehicle's kinetic energy into electrical energy during regenerative braking, determined according to actual conditions or needs. The acceleration deviation component is the product of the deviation weight and the square of the acceleration deviation, reflecting the influence of the deviation between the actual deceleration and the target deceleration on fitness. The hydraulic braking force component is the product of the hydraulic braking force weight and the square of the candidate hydraulic braking force, reflecting the influence of hydraulic braking force on fitness. The energy recovery component is the product of the energy recovery weight, the vehicle's energy recovery efficiency, and the candidate regenerative braking force, reflecting the influence of regenerative braking energy recovery on fitness.

[0112] In practice, for the current candidate particle, the product of the deviation weight and the square of the acceleration deviation can be calculated to obtain the acceleration deviation component. The specific calculation formula is as follows: J1=ω a *e 2 , where ω a J1 represents the acceleration deviation component. The hydraulic braking force component is obtained by multiplying the hydraulic braking force weight and the square of the candidate hydraulic braking force. The specific calculation formula is as follows: J2=ω b *F hyd 2 Where, ω b J3 represents the hydraulic braking force weight; J2 represents the hydraulic braking force component. The energy recovery component is obtained by calculating the product of the energy recovery weight, the current vehicle's energy recovery efficiency, and the candidate regenerative braking force corresponding to the current candidate particle. The specific calculation formula is as follows: J3 = ω c *η*F regen , where ω c Let J be the energy recovery weight; η be the energy recovery efficiency; and J3 be the energy recovery component. Finally, based on the acceleration deviation component, the hydraulic braking force component, and the energy recovery component, the initial fitness of the current candidate particle is calculated using the following formula: J = J1 + J2 - J3.

[0113] In this embodiment, the initial fitness can be calculated from multiple dimensions, and the weights of each dimension can be flexibly adjusted according to different needs to adapt to different scenarios, so that the final fitness obtained based on the initial fitness can accurately screen out candidate particles that meet the actual situation.

[0114] Step 218: Determine whether the number of updates for candidate particles exceeds the preset number of updates.

[0115] If the value exceeds the limit, proceed to step 220; if the value does not exceed the limit, proceed to step 219.

[0116] Specifically, the preset update count refers to the maximum number of particle iterations that are preset according to actual conditions or needs. For example, the preset update count can be 50, 100, 200, etc.

[0117] In practice, after obtaining the fitness of candidate particles, it can be determined whether the number of updates for candidate particles exceeds the preset number of updates. If the number of updates exceeds the preset number of updates, it means that the particle swarm optimization process has completed the preset iterative search. At this time, the candidate regeneration braking force corresponding to the candidate particle with the lowest current fitness can be determined as the target regeneration braking force. If the number of updates does not exceed the preset number of updates, it means that the iterative search for particle swarm optimization has not yet completed the preset number of updates. It is necessary to update each candidate particle based on its fitness to obtain the updated candidate particles. At the same time, the update count is incremented by 1, and then the process returns to the step of calculating the fitness of candidate particles based on the total required braking force to continue iterative optimization.

[0118] It should be noted that the initial value of the update count for candidate particles is 0, and it is incremented sequentially starting from the first iteration.

[0119] In this embodiment, the above steps can effectively avoid the waste of computing resources and low optimization efficiency caused by unlimited updates. At the same time, while fully exploring the solution space to ensure search accuracy, invalid iterations are prevented, thereby achieving a reasonable balance between optimization efficiency and search accuracy.

[0120] Step 219: Update the corresponding candidate particles based on the fitness of the candidate particles to obtain the updated candidate particles, and increment the update count by one.

[0121] In the specific implementation, a suitable update rule can be selected according to the actual situation or needs (such as a linear update rule based on Euclidean distance, an update rule based on Manhattan distance, an update rule based on Chebyshev distance, etc.). Then, the selected update rule is applied to update the candidate particles to obtain the updated candidate particles, and the update count is incremented by one.

[0122] In this embodiment, the above steps ensure the orderliness and controllability of the update process, while also enabling the particle swarm to focus on the potential optimal solution region more quickly, shortening the time of ineffective exploration, and thus improving optimization efficiency.

[0123] Further, the corresponding candidate particles are updated based on the fitness of the candidate particles to obtain the updated candidate particles, including: for the current candidate particle, the minimum value between the historical fitness and the current fitness of the current candidate particle is determined as the individual target fitness; the minimum value among the current fitness of a preset number of candidate particles is determined as the group target fitness; the candidate particle movement speed of the updated current candidate particle is calculated based on the individual target fitness, the group target fitness, and the candidate particle movement speed of the current candidate particle; the sum of the candidate particle movement speed of the updated current candidate particle and the candidate regeneration braking force of the current candidate particle is calculated to obtain the candidate regeneration braking force of the updated current candidate particle.

[0124] Specifically, historical fitness refers to all fitness values ​​calculated for the current candidate particle in past update processes. Current fitness refers to the fitness value calculated for the current candidate particle in this iteration based on its candidate regenerative braking force and candidate hydraulic braking force, reflecting the particle's overall performance in the current state. Individual target fitness refers to the minimum value selected from the historical fitness and current fitness of the current candidate particle. Population target fitness refers to the minimum value selected from the current fitness of all candidate particles of a predetermined number, representing the optimal fitness level achieved by the entire particle swarm in this iteration.

[0125] In the specific implementation, for the current candidate particle, its historical fitness can be obtained from the database storing historical fitness values. Then, the minimum fitness value between the historical fitness and the current fitness value is selected as the individual target fitness. Simultaneously, the minimum value among the current fitness values ​​of a preset number of candidate particles is determined as the group target fitness. Afterwards, based on the individual target fitness, the group target fitness, and the current candidate particle's movement speed, the updated candidate particle movement speed is calculated. The specific calculation formula is as follows:

[0126]

[0127] in, Let ω be the candidate particle's moving velocity after the k-th update (i.e., before the (k+1)-th iteration). g For inertial weights, such as: ω g =0.9; c1 and c2 are acceleration constants, for example: c1 = c2 = 2.0; r1 and r2 are random constants in the interval (0,1); p i g represents the individual target fitness of the i-th candidate particle; k Let be the group target fitness for the kth iteration; This represents the candidate particle movement speed of the i-th candidate particle after the (k-1)-th update (i.e., before the k-th update). It represents the candidate regeneration braking force of the i-th candidate particle after the (k-1)-th update (i.e. before the k-th update).

[0128] Finally, the sum of the updated candidate particle moving velocity and the candidate regeneration braking force of the current candidate particle is calculated to obtain the updated candidate regeneration braking force of the current candidate particle. The specific calculation formula is as follows:

[0129]

[0130] in, x is the candidate regeneration braking force for the i-th candidate particle after the k-th update. i ∈[0,F regen_max Explanation: If the calculated result is... Greater than F regen_max Then force it to be adjusted to F regen_max ;like If it is less than 0, adjust it to 0.

[0131] In addition, to ensure the physical feasibility and safety of the braking system, the following conditions can be used to constrain the results after the update: 0≤F regen ≤F total ,0≤F hyd ≤F total That is, if the updated candidate regenerative braking force exceeds [0, F]... total If the range is [0, F], then it is truncated to the boundary value; similarly, if the updated candidate hydraulic braking force exceeds [0, F], then it is truncated to the boundary value. total If the range is defined, it should be truncated to the boundary value; at the same time, the rate of change of hydraulic braking force should not exceed the threshold value of the rate of change of hydraulic braking force.

[0132] It should be noted that, in order to improve the convergence efficiency and solution accuracy of the algorithm, and to balance the global exploration capability of the particle swarm in the early stage of iteration with its local exploration capability in the later stage, the inertia weight is linearly reduced according to a preset decreasing formula with each update. For example, the initial value of the inertia weight can be set to 0.9 (early stage of iteration), and gradually reduced according to the preset formula as the number of updates increases, until it stabilizes at 0.4 after the last update (late stage of iteration).

[0133] In this embodiment, the above steps can fully utilize information from individuals and groups to help select a target regenerative braking force that better meets actual braking needs.

[0134] Step 220: Determine the candidate regeneration braking force of the candidate particle with the lowest fitness as the target regeneration braking force.

[0135] In practice, after determining that the number of updates has exceeded the preset number of updates, the candidate regeneration braking force corresponding to the candidate particle with the lowest fitness can be determined as the target regeneration braking force, thus ensuring that the obtained target regeneration braking force is reliable and optimal.

[0136] Step 221: Determine the current motor output torque of the vehicle based on the target regenerative braking force, and perform braking energy recovery based on the motor output torque.

[0137] The vehicle braking energy recovery method provided in this invention first acquires the real-time acceleration and brake pedal depth of the vehicle while it is in braking mode. Based on the brake pedal depth, the target deceleration of the vehicle is determined. This step accurately grasps the current driving state, providing data support for subsequent braking force determination and making the determined braking force more closely match actual operating conditions, thereby improving the vehicle's braking energy recovery efficiency. Next, the difference between the target deceleration and the real-time acceleration is calculated to obtain the acceleration deviation. The product of the target deceleration and the current vehicle's mass is calculated to obtain the base braking force. A corrected braking force is calculated based on the acceleration deviation. Finally, the sum of the base braking force and the corrected braking force is calculated to obtain the total required braking force. This allows the total required braking force to more closely match real-time operating conditions and more accurately align with the driver's deceleration intention conveyed through the brake pedal, ensuring the vehicle decelerates in the manner expected by the driver. This fully meets diverse braking needs in different scenarios, significantly improving the user's driving experience. Then, the maximum value of the current vehicle's regenerative braking force is determined, resulting in the upper limit of the regenerative braking force. This not only provides a data foundation for determining the subsequent target regenerative braking force but also avoids safety risks such as component overload and damage, battery overcharging, and motor failure caused by excessively large determined regenerative braking forces. This fundamentally ensures the stability of vehicle hardware and braking safety, thereby improving the vehicle's reliability in complex scenarios. Next, a preset number of candidate particles are generated based on the upper limit of the regenerative braking force. This generates a set of candidate particles covering a reasonable search space while meeting safety constraints, providing a data foundation for determining the target regenerative braking force. The fitness of the candidate particles is calculated based on the total required braking force. It is then determined whether the number of updates for the candidate particles exceeds the preset number of updates. If it does not exceed the preset number, the corresponding candidate particles are updated based on their fitness, resulting in updated candidate particles. The update count is then incremented to ensure the orderliness and controllability of the update process, while also prompting the particle swarm to focus more quickly on the potential optimal solution region, shortening the time spent on ineffective exploration, and thus improving optimization efficiency. If it exceeds the preset number, the candidate regenerative braking force of the candidate particle with the lowest fitness is determined as the target regenerative braking force, ensuring that the obtained target regenerative braking force is reliable and optimal. Finally, the current motor output torque of the vehicle is determined based on the target regenerative braking force, and braking energy recovery is performed based on the motor output torque. This allows for braking energy recovery based on actual driving conditions, effectively improving the vehicle's braking energy recovery efficiency. Therefore, the technical solution of this invention solves the problem of low energy recovery efficiency in the prior art due to its inability to adapt to different driving conditions.

[0138] Figure 3This is a schematic diagram of a vehicle braking energy recovery device provided in an embodiment of the present invention. This device and the vehicle braking energy recovery methods in the above embodiments belong to the same inventive concept. For details not described in detail in the embodiments of the vehicle braking energy recovery device, please refer to the embodiments of the above data filtering method.

[0139] like Figure 3 As shown, the device includes:

[0140] The acquisition module 310 is used to acquire the real-time acceleration and brake pedal depth of the current vehicle when the current vehicle is in braking mode; and to determine the target deceleration of the current vehicle based on the brake pedal depth.

[0141] The first calculation module 320 is used to calculate the total required braking force of the current vehicle based on the target deceleration and the real-time acceleration.

[0142] The second calculation module 330 is used to determine the maximum value of the regenerative braking force of the current vehicle and obtain the upper limit of the regenerative braking force.

[0143] The third calculation module 340 is used to determine the target regenerative braking force based on the total required braking force and the upper limit of the regenerative braking force.

[0144] The energy recovery module 350 is used to determine the current motor output torque of the vehicle based on the target regenerative braking force, and to perform braking energy recovery based on the motor output torque.

[0145] Based on the above embodiments, the first calculation module 320 is specifically used for:

[0146] Calculate the difference between the target deceleration and the real-time acceleration to obtain the acceleration deviation; calculate the product of the target deceleration and the current mass of the vehicle to obtain the base braking force; calculate the corrected braking force based on the acceleration deviation; calculate the sum of the base braking force and the corrected braking force to obtain the total required braking force.

[0147] Based on the above embodiments, the third calculation module 340 is specifically used for:

[0148] A preset number of candidate particles are generated based on the upper limit of the regenerative braking force; the candidate particles include candidate regenerative braking forces and candidate particle movement speeds; the fitness of the candidate particles is calculated based on the total required braking force; it is determined whether the number of updates of the candidate particles exceeds a preset number of updates; if the number of updates does not exceed the preset number of updates, the corresponding candidate particles are updated based on the fitness of the candidate particles to obtain updated candidate particles, and the update number is incremented by one, triggering the execution of calculating the fitness of the candidate particles based on the total required braking force; if the number of updates exceeds the preset number of updates, the candidate regenerative braking force of the candidate particle with the lowest fitness is determined as the target regenerative braking force.

[0149] Based on the above embodiments, the third calculation module 340 calculates the fitness of the candidate particles based on the total demand braking force, including:

[0150] For the current candidate particle, calculate the difference between the total required braking force and the candidate regenerative braking force of the current candidate particle to obtain the candidate hydraulic braking force of the current candidate particle; based on the candidate hydraulic braking force and the candidate regenerative braking force of the current candidate particle, calculate the initial fitness of the current candidate particle; calculate the difference between the candidate regenerative braking force of the current candidate particle and the upper limit of the regenerative braking force to obtain the regenerative braking force penalty, and calculate the hydraulic braking force penalty based on the current vehicle's hydraulic braking force change rate and hydraulic braking force change rate threshold; based on the regenerative braking force penalty and the hydraulic braking force penalty, calculate the total penalty of the current candidate particle; and calculate the fitness of the current candidate particle based on the initial fitness and the total penalty.

[0151] Based on the above embodiments, the third calculation module 340 calculates the initial fitness of the current candidate particle based on the candidate hydraulic braking force and candidate regenerative braking force of the current candidate particle, including:

[0152] The acceleration deviation component is obtained by multiplying the deviation weight and the square of the acceleration deviation; the hydraulic braking force component is obtained by multiplying the hydraulic braking force weight and the square of the candidate hydraulic braking force; the energy recovery component is obtained by multiplying the energy recovery weight, the energy recovery efficiency of the current vehicle, and the candidate regenerative braking force of the current candidate particle; the sum of the deviation weight, the hydraulic braking force weight, and the energy recovery weight is one; the initial fitness of the current candidate particle is calculated based on the acceleration deviation component, the hydraulic braking force component, and the energy recovery component.

[0153] Based on the above embodiments, the third calculation module 340 updates the corresponding candidate particles based on the fitness of the candidate particles to obtain updated candidate particles, including:

[0154] For the current candidate particle, the minimum of the historical fitness and the current fitness of the current candidate particle is determined as the individual target fitness; the minimum of the current fitness of the preset number of candidate particles is determined as the group target fitness; based on the individual target fitness, the group target fitness, and the candidate particle movement speed of the current candidate particle, the updated candidate particle movement speed of the current candidate particle is calculated; the sum of the updated candidate particle movement speed of the current candidate particle and the candidate regeneration braking force of the current candidate particle is calculated to obtain the updated candidate regeneration braking force of the current candidate particle.

[0155] Based on the above embodiments, the second calculation module 330 is specifically used for:

[0156] The system obtains the real-time speed of the current vehicle; calculates the ratio of the maximum allowable charging power of the battery of the current vehicle to the real-time speed to obtain the first regenerative braking force; calculates the product of the friction coefficient, mass, gravitational acceleration, and effective rolling radius of the wheel of the current vehicle to obtain the second regenerative braking force; calculates the product of the maximum regenerative braking torque of the motor of the current vehicle and the total transmission ratio of the transmission system to obtain the third regenerative braking force; and determines the minimum value among the first regenerative braking force, the second regenerative braking force, and the third regenerative braking force as the upper limit of the regenerative braking force.

[0157] The vehicle braking energy recovery device provided in the embodiments of the present invention can execute the vehicle braking energy recovery method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of executing the method.

[0158] It is worth noting that in the embodiments of the above-mentioned vehicle braking energy recovery device, the various units and modules included are only divided according to functional logic, but are not limited to the above division, as long as the corresponding functions can be achieved; in addition, the specific names of each functional unit are only for easy distinction between each other and are not used to limit the scope of protection of the present invention.

[0159] Figure 4 This is a structural schematic diagram of a vehicle provided in an embodiment of the present invention. Figure 4 A block diagram of an exemplary vehicle 4 suitable for implementing embodiments of the present invention is shown. Figure 4 The vehicle 4 shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of the present invention.

[0160] like Figure 4As shown, vehicle 4 is represented in the form of a general-purpose computing electronic device. The components of vehicle 4 may include, but are not limited to: one or more processors or processing units 16, system memory 28, and bus 18 connecting different system components (including system memory 28 and processing unit 16).

[0161] Bus 18 represents one or more of several bus architectures, including a memory bus or memory controller, a peripheral bus, a graphics acceleration port, a processor, or a local bus using any of the various bus architectures. For example, these architectures include, but are not limited to, the Industry Standard Architecture (ISA) bus, the Micro Channel Architecture (MAC) bus, the Enhanced ISA bus, the Video Electronics Standards Association (VESA) local bus, and the Peripheral Component Interconnect (PCI) bus.

[0162] Vehicle 4 typically includes a variety of computer system readable media. These media can be any available media that can be accessed by vehicle 4, including volatile and non-volatile media, removable and non-removable media.

[0163] System memory 28 may include computer system readable media in the form of volatile memory, such as random access memory (RAM) 30 and / or cache memory 32. Vehicle 4 may further include other removable / non-removable, volatile / non-volatile computer system storage media. By way of example only, storage system 34 may be used to read and write non-removable, non-volatile magnetic media (… Figure 4 Not shown; usually referred to as a "hard drive"). Although Figure 4 Not shown, a disk drive for reading and writing to a removable non-volatile disk (e.g., a "floppy disk") and an optical disk drive for reading and writing to a removable non-volatile optical disk (e.g., a CD-ROM, DVD-ROM, or other optical media) may be provided. In these cases, each drive may be connected to bus 18 via one or more data media interfaces. System memory 28 may include at least one program product having a set (e.g., at least one) of program modules configured to perform the functions of the embodiments of the present invention.

[0164] A program / utility 40 having a set (at least one) of program modules 42 may be stored, for example, in system memory 28. Such program modules 42 include, but are not limited to, an operating system, one or more application programs, other program modules, and program data. Each or some combination of these examples may include an implementation of a network environment. Program modules 42 typically perform the functions and / or methods described in the embodiments of the present invention.

[0165] Vehicle 4 can also communicate with one or more external devices 14 (e.g., keyboard, pointing device, display 24, etc.), and with one or more devices that enable a user to interact with vehicle 4, and / or with any device that enables vehicle 4 to communicate with one or more other computing devices (e.g., network card, modem, etc.). This communication can be performed via input / output (I / O) interface 22. Furthermore, vehicle 4 can also communicate with one or more networks (e.g., local area network (LAN), wide area network (WAN), and / or public networks, such as the Internet) via network adapter 20. Figure 4 As shown, network adapter 20 communicates with other modules of vehicle 4 via bus 18. It should be understood that, although... Figure 4 As not shown in the diagram, other hardware and / or software modules may be used in conjunction with vehicle 4, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0166] Processing unit 16 executes various functional applications and page displays by running programs stored in system memory 28, such as implementing the vehicle braking energy recovery method provided in this embodiment of the invention, which includes:

[0167] When the vehicle is in braking mode, the real-time acceleration and brake pedal depth of the current vehicle are obtained; the target deceleration of the current vehicle is determined based on the brake pedal depth.

[0168] Calculate the total braking force required by the current vehicle based on the target deceleration and the real-time acceleration;

[0169] Determine the maximum value of the current vehicle's regenerative braking force to obtain the upper limit of the regenerative braking force;

[0170] The target regenerative braking force is determined based on the total demand braking force and the upper limit of the regenerative braking force.

[0171] The current motor output torque of the vehicle is determined based on the target regenerative braking force, and braking energy recovery is performed based on the motor output torque.

[0172] Of course, those skilled in the art will understand that the processor can also implement the technical solution of the vehicle braking energy recovery method provided in any embodiment of the present invention.

[0173] This invention provides a computer-readable storage medium storing a computer program thereon. When executed by a processor, the program implements, for example, the regenerative braking method for a vehicle provided in this invention, the method comprising:

[0174] When the vehicle is in braking mode, the real-time acceleration and brake pedal depth of the current vehicle are obtained; the target deceleration of the current vehicle is determined based on the brake pedal depth.

[0175] Calculate the total braking force required by the current vehicle based on the target deceleration and the real-time acceleration;

[0176] Determine the maximum value of the current vehicle's regenerative braking force to obtain the upper limit of the regenerative braking force;

[0177] The target regenerative braking force is determined based on the total demand braking force and the upper limit of the regenerative braking force.

[0178] The current motor output torque of the vehicle is determined based on the target regenerative braking force, and braking energy recovery is performed based on the motor output torque.

[0179] The computer storage medium of this invention can be any combination of one or more computer-readable media. A computer-readable medium can be a computer-readable signal medium or a computer-readable storage medium. For example, a computer-readable storage medium can be, but is not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this document, a computer-readable storage medium can be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0180] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, capable of sending, propagating, or transmitting programs for use by or in connection with an instruction execution system, apparatus, or device.

[0181] Program code contained on a computer-readable medium may be transmitted using any suitable medium, including but not limited to: wireless, wire, optical fiber, RF, etc., or any suitable combination thereof.

[0182] Computer program code for performing the operations of this invention can be written in one or more programming languages ​​or a combination thereof. Programming languages ​​include object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages—such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0183] Those skilled in the art will understand that the modules or steps of the present invention described above can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. Optionally, they can be implemented using computer-executable program code, thereby allowing them to be stored in a storage device for execution by a computing device, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. Thus, the present invention is not limited to any particular combination of hardware and software.

[0184] Furthermore, the acquisition, storage, use, and processing of data in the technical solution of this invention all comply with relevant laws and regulations.

[0185] Note that the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which is determined by the scope of the appended claims.

Claims

1. A method for recovering braking energy in a vehicle, characterized in that, The method includes: When the vehicle is in braking mode, the real-time acceleration and brake pedal depth of the current vehicle are obtained; the target deceleration of the current vehicle is determined based on the brake pedal depth. Calculate the total braking force required by the current vehicle based on the target deceleration and the real-time acceleration; Determine the maximum value of the current vehicle's regenerative braking force to obtain the upper limit of the regenerative braking force; The target regenerative braking force is determined based on the total demand braking force and the upper limit of the regenerative braking force. The current motor output torque of the vehicle is determined based on the target regenerative braking force, and braking energy recovery is performed based on the motor output torque.

2. The method for recovering braking energy of a vehicle according to claim 1, characterized in that, Calculating the total required braking force of the current vehicle based on the target deceleration and the real-time acceleration includes: Calculate the difference between the target deceleration and the real-time acceleration to obtain the acceleration deviation; The basic braking force is obtained by calculating the product of the target deceleration and the current mass of the vehicle. The corrected braking force is calculated based on the acceleration deviation. The total required braking force is obtained by calculating the sum of the basic braking force and the modified braking force.

3. The method for recovering braking energy in a vehicle according to claim 2, characterized in that, Determining the target regenerative braking force based on the total demand braking force and the upper limit of the regenerative braking force includes: A preset number of candidate particles are generated based on the upper limit of the regenerative braking force; the candidate particles include candidate regenerative braking force and candidate particle movement speed. The fitness of the candidate particles is calculated based on the total demand braking force; Determine whether the number of updates for the candidate particles exceeds a preset number of updates; If the number of updates does not exceed the preset number of updates, the corresponding candidate particles are updated based on the fitness of the candidate particles to obtain updated candidate particles, and the number of updates is incremented by one to trigger the execution of calculating the fitness of the candidate particles based on the total required braking force; if the number of updates exceeds the preset number of updates, the candidate regeneration braking force of the candidate particle with the smallest fitness is determined as the target regeneration braking force.

4. The method for recovering braking energy of a vehicle according to claim 3, characterized in that, The fitness of the candidate particles is calculated based on the total demand braking force, including: For the current candidate particle, calculate the difference between the total required braking force and the candidate regenerative braking force of the current candidate particle to obtain the candidate hydraulic braking force of the current candidate particle. Based on the candidate hydraulic braking force and candidate regenerative braking force of the current candidate particle, calculate the initial fitness of the current candidate particle; The difference between the candidate regenerative braking force of the current candidate particle and the upper limit of the regenerative braking force is calculated to obtain the regenerative braking force penalty amount. Based on the current vehicle's hydraulic braking force change rate and hydraulic braking force change rate threshold, the hydraulic braking force penalty amount is calculated. Based on the regenerative braking force penalty and the hydraulic braking force penalty, calculate the total penalty for the current candidate particle; The fitness of the current candidate particle is calculated based on its initial fitness and total penalty.

5. The method for recovering braking energy of a vehicle according to claim 4, characterized in that, Based on the candidate hydraulic braking force and candidate regenerative braking force of the current candidate particle, the initial fitness of the current candidate particle is calculated, including: The acceleration deviation component is obtained by multiplying the deviation weight by the square of the acceleration deviation. The hydraulic braking force component is obtained by multiplying the hydraulic braking force weight by the square of the candidate hydraulic braking force. The energy recovery component is obtained by multiplying the energy recovery weight, the energy recovery efficiency of the current vehicle, and the candidate regenerative braking force of the current candidate particle; the sum of the deviation weight, the hydraulic braking force weight, and the energy recovery weight is one. The initial fitness of the current candidate particle is calculated based on the acceleration deviation component, the hydraulic braking force component, and the energy recovery component.

6. The method for recovering braking energy of a vehicle according to claim 3, characterized in that, The candidate particles are updated based on their fitness to obtain the updated candidate particles, including: For the current candidate particle, the minimum value between the historical fitness and the current fitness of the current candidate particle is determined as the individual target fitness; the minimum value among the current fitness of the preset number of candidate particles is determined as the group target fitness. Based on the individual target fitness, the group target fitness, and the candidate particle movement speed of the current candidate particle, the updated candidate particle movement speed of the current candidate particle is calculated. The updated candidate particle moving velocity and the candidate regeneration braking force of the current candidate particle are calculated to obtain the updated candidate regeneration braking force of the current candidate particle.

7. The method for recovering braking energy in a vehicle according to claim 1, characterized in that, Determining the maximum value of the current vehicle's regenerative braking force to obtain the upper limit of the regenerative braking force includes: Obtain the real-time speed of the current vehicle; The first regenerative braking force is obtained by calculating the ratio of the maximum allowable charging power of the current vehicle's battery to the real-time speed. The second regenerative braking force is obtained by calculating the product of the friction coefficient, mass, gravitational acceleration, and effective rolling radius of the wheel of the current vehicle. The third regenerative braking force is obtained by multiplying the maximum regenerative braking torque of the motor of the current vehicle with the total transmission ratio of the transmission system. The minimum value among the first regenerative braking force, the second regenerative braking force, and the third regenerative braking force is determined as the upper limit of the regenerative braking force.

8. A vehicle braking energy recovery device, characterized in that, The device includes: The acquisition module is used to acquire the real-time acceleration and brake pedal depth of the current vehicle when the vehicle is in braking mode; and to determine the target deceleration of the current vehicle based on the brake pedal depth. The first calculation module is used to calculate the total required braking force of the current vehicle based on the target deceleration and the real-time acceleration. The second calculation module is used to determine the maximum value of the regenerative braking force of the current vehicle and obtain the upper limit of the regenerative braking force. The third calculation module is used to determine the target regenerative braking force based on the total demand braking force and the upper limit of the regenerative braking force. An energy recovery module is used to determine the current motor output torque of the vehicle based on the target regenerative braking force, and to recover braking energy based on the motor output torque.

9. A vehicle, characterized in that, The vehicles include: At least one processor; and a memory communicatively connected to said at least one processor; The memory stores a computer program that can be executed by the at least one processor, which is then executed by the at least one processor to enable the at least one processor to perform the braking energy recovery method for the vehicle according to any one of claims 1-7.

10. A storage medium containing computer-executable instructions, characterized in that, The computer-executable instructions, when executed by a computer processor, are used to perform the braking energy recovery method for any of the vehicles described in claims 1-7.

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