Self-adaptive adjustment sliding energy recovery control method and system

Abstract

The invention relates to a self-adaptive adjustment sliding energy recovery control method and system, belongs to the technical field of vehicle sliding energy recovery, and solves the problems that in the prior art, the adaptability to working conditions is poor, and the driving requirement of a user cannot be met. The method comprises the steps that a driving behavior factor is determined according to the running speed of a vehicle, the accelerator opening degree and the accelerator opening degree change rate; judging whether the vehicle enters a sliding working condition or not according to the driving behavior factor, the running speed of the vehicle, the accelerator opening degree and the brake pedal opening degree; if the vehicle enters the sliding working condition, basic sliding recovery torque is determined according to the running speed, an electric quantity compensation coefficient is determined according to the battery remaining electric quantity, and a slope compensation coefficient is determined according to the road slope; and correcting the basic sliding recovery torque according to the driving behavior factor, the electric quantity compensation coefficient and the gradient compensation coefficient to obtain a final sliding recovery torque. The self-adaptive adjustment of the sliding recovery torque under different working conditions is realized, and the driving experience is optimized.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle coasting energy recovery, and particularly relates to a coasting energy recovery control method and system with adaptive adjustment. BACKGROUND

[0002] Coasting energy recovery is one of the main functions of an electric vehicle, which controls the motor to generate electricity through the inertia of coasting, and charges the battery, thereby improving the economy of vehicle operation. However, in actual application, coasting energy recovery will have a significant impact on the driving experience. Specifically, during the coasting energy recovery process, the vehicle will slow down through the reverse torque of the drive motor. If the energy recovery intensity is too high, it will cause the vehicle to slow down too fast, and the strong deceleration may make the passengers feel uncomfortable, and may affect the driving habits of the driver and the feeling of controlling the vehicle.

[0003] Therefore, most vehicles currently use the method of dividing the intensity level of energy recovery to improve the driving experience of users. Specifically, in use, the user manually selects the corresponding energy recovery intensity level, and the vehicle controller obtains the recovery torque by looking up the table according to the intensity level and the vehicle speed. However, the recovery torque obtained by the above lookup method is a fixed preset calibration value, and the working condition adaptability is poor.

[0004] In order to improve the adaptability of the coasting energy recovery system, some existing control methods introduce a road slope factor to correct the energy recovery torque or power using slope information. Although the road slope factor is introduced, the actual driving conditions are complex and variable, and only considering the slope cannot adapt to all conditions and cannot meet the driving needs of users. For example, in the existing method one, the vehicle state and road condition information are collected, the corresponding energy recovery basic torque is obtained by looking up the vehicle speed table, and then the basic torque is corrected according to the road condition information, mainly the slope and turning information. However, this method only corrects the recovery torque based on the preset vehicle speed table and road information, which cannot meet the current driving needs of users, and does not consider the current battery power condition, which may easily lead to overcharging of the battery. In the existing method two, the coasting recovery torque MAP graph under the flat road and slope road driving conditions is established, and the energy recovery of the flat road and the slope road is realized according to the current vehicle driving condition. However, in this method, the recovery torque obtained by the torque MAP graph is also a preset value, which cannot meet the current driving needs of users, and does not consider the current battery power condition, which may easily lead to overcharging of the battery. SUMMARY

[0005] In view of the above analysis, the embodiments of the present application aim to provide a coasting energy recovery control method and system with adaptive adjustment, to solve the technical problem that the adaptability of the prior art to the working condition is poor and cannot meet the driving needs of users.

[0006] In one aspect, the embodiments of the present application provide a self-adaptive coasting energy recovery control method, which comprises:

[0007] determining a driving behavior factor according to the driving speed, the accelerator opening degree and the accelerator opening degree change rate of the vehicle;

[0008] judging whether the vehicle enters a coasting working condition according to the driving behavior factor and the driving speed, the accelerator opening degree and the brake pedal opening degree of the vehicle;

[0009] if the vehicle enters the coasting working condition, determining a basic coasting recovery torque according to the current driving speed, determining an electric quantity compensation coefficient according to the current residual electric quantity of the battery, and determining a slope compensation coefficient according to the current road slope;

[0010] correcting the basic coasting recovery torque according to the driving behavior factor, the electric quantity compensation coefficient and the slope compensation coefficient to obtain a final coasting recovery torque, and performing coasting energy recovery with the final coasting recovery torque.

[0011] Based on the further improvement of the above method, the calculation formula of the final coasting recovery torque is:

[0012] Trq = Trq base × α × k SOC × δ PCT ;

[0013] In the formula, Trq is the final coasting recovery torque, Trq base is the basic coasting recovery torque, α is the driving behavior factor, k SOC is the electric quantity compensation coefficient, and δ PCT is the slope compensation coefficient.

[0014] Based on the further improvement of the above method, the determination of the driving behavior factor according to the driving speed, the accelerator opening degree and the accelerator opening degree change rate of the vehicle comprises:

[0015] calculating the weighted average speed of the vehicle within a preset mileage D kilometers in the initial driving stage of the vehicle according to the driving speed of the vehicle The calculation formula is:

[0016]

[0017] In the formula, V i is the average speed of the i-th unit distance, and k i is the weight of the average speed of the i-th unit distance.

[0018] calculating the weighted average accelerator opening degree of the vehicle within a preset mileage D kilometers in the initial driving stage of the vehicle according to the accelerator opening degree of the vehicle The calculation formula is:

[0019]

[0020] wherein P i is the average accelerator opening of the i-th unit distance, q i is the weight of the average accelerator opening of the i-th unit distance;

[0021] calculating a weighted accelerator opening rate of the vehicle within a preset distance D kilometers at the initial stage of driving of the vehicle according to the accelerator opening rate of the vehicle The calculation formula is:

[0022]

[0023] wherein ΔP i is the accelerator opening rate of the i-th unit distance, λ i is the weight of the accelerator opening rate of the i-th unit distance;

[0024] judging the driving behavior according to the weighted average vehicle speed the weighted average accelerator opening and the weighted accelerator opening rate to determine a driving behavior factor α.

[0025] Further improvement based on the above method, determining the driving behavior factor α according to the weighted average vehicle speed the weighted average accelerator opening and the weighted accelerator opening rate includes:

[0026] when and the driving behavior factor α is a first driving behavior factor α1;

[0027] when and the driving behavior factor α is a second driving behavior factor α2;

[0028] when and the driving behavior factor α is a third driving behavior factor α3;

[0029] when and the driving behavior factor α is a fourth driving behavior factor α4;

[0030] when and the driving behavior factor α is a fifth driving behavior factor α5;

[0031] when and the driving behavior factor a is a sixth driving behavior factor a6;

[0032] when and the driving behavior factor a is a seventh driving behavior factor a7;

[0033] when and the driving behavior factor a is an eighth driving behavior factor a8;

[0034] wherein, a i < a i+1 , i = 1, 2…8, a i ∈ [0, 1].

[0035] Further improvement based on the above method, the driving behavior factor a is determined according to the driving speed, the accelerator opening degree and the accelerator opening degree change rate of the vehicle, further comprising:

[0036] when the driving distance of the vehicle is less than D kilometers, the weighted average speed the weighted average accelerator opening degree and the weighted accelerator opening degree change rate are all default values.

[0037] Further improvement based on the above method, wherein, k i < k i+1 , q i < q i+1 , l i < l i+1 , i = 1, 2… (D-1).

[0038] Further improvement based on the above method, the driving behavior factor and the driving speed, the accelerator opening degree and the brake pedal opening degree of the vehicle are used to determine whether the vehicle enters the coasting working condition, comprising:

[0039] a minimum recovery vehicle speed threshold is determined according to the driving behavior factor; the minimum recovery vehicle speed threshold is positively correlated with the driving behavior factor;

[0040] when the accelerator opening degree is 0, the brake pedal opening degree is 0, and the driving speed of the vehicle is greater than the minimum recovery vehicle speed threshold, it is determined that the vehicle enters the coasting recovery working condition.

[0041] Further improvement based on the above method, the power compensation coefficient is determined according to the current battery remaining power, comprising:

[0042] the current battery remaining power is defined as SOC, the first power threshold is SOC low , the second power threshold is SOC high , SOClow <SOC high ;

[0043] If SOC > SOC high Energy recovery compensation coefficient k SOC For k high ;

[0044] If SOC low <SOC<SOC high Energy recovery compensation coefficient k SOC For k medium ;

[0045] If SOC < SOC low Energy recovery compensation coefficient k SOC For k low ;

[0046] Where, k high <k medium <k low .

[0047] Based on a further improvement of the above method, the step of determining the slope compensation coefficient according to the current road slope includes:

[0048] Define the current road gradient as PCT, and the first gradient threshold as PCT. low The second slope threshold is PCT high PCT low <PCT high ;

[0049] If PCT > PCT high Energy recovery compensation coefficient δ PCT For δ high ;

[0050] If PCT low <PCT<PCT high Energy recovery compensation coefficient δ PCT For δ medium ;

[0051] If PCT < PCT low Energy recovery compensation coefficient δ PCT For δ low ;

[0052] Where, δ high >δ medium >δ low .

[0053] On the other hand, the present invention provides an adaptive adjustment coasting energy recovery control system, the system comprising:

[0054] The driving behavior is judged according to the driving speed, the accelerator opening degree and the accelerator opening degree change rate of the vehicle to determine a driving behavior factor;

[0055] The vehicle is judged to enter a coasting working condition according to the driving behavior factor and the driving speed, the accelerator opening degree and the brake pedal opening degree of the vehicle;

[0056] If the vehicle enters the coasting working condition, a basic coasting recovery torque is determined according to the current driving speed, an electric quantity compensation coefficient is determined according to the current residual electric quantity of the battery, and a slope compensation coefficient is determined according to the current road slope;

[0057] The basic coasting recovery torque is corrected according to the driving behavior factor, the electric quantity compensation coefficient and the slope compensation coefficient to obtain a final coasting recovery torque, and the coasting energy recovery is performed with the final coasting recovery torque.

[0058] Compared with the prior art, the present application can achieve at least one of the following beneficial effects:

[0059] 1、In the present application, the driving behavior of the user is represented by the actual operation parameters of the vehicle, such as the driving speed, the accelerator opening degree and the accelerator opening degree change rate, to determine the driving behavior factor, and the coasting energy recovery intensity is divided according to the driving behavior factor to adapt to the current driving demand, thereby meeting the demand of the user for the driving experience, and the recovery compensation coefficient is determined by the residual electric quantity of the battery and the road slope, respectively, to realize the self-adaptive adjustment of the coasting recovery torque under different working conditions, which is helpful to improve the energy recovery efficiency, optimize the driving experience, improve the safety and prolong the service life of the battery.

[0060] 2、In the present application, when determining the driving behavior factor, the driving speed can represent the speed level of the vehicle, the accelerator opening degree can represent the acceleration level of the vehicle, and the accelerator opening degree change rate, i.e., the driver's stepping frequency, can represent the expectation of the driver for the current torque, so that eight types of driving behaviors are divided based on the above three parameters in the present application, corresponding to eight different driving behavior factors, i.e., eight different coasting energy recovery intensities are set to adapt to the current driving demand.

[0061] Meanwhile, in the present application, when determining the driving behavior factor, the weighted average speed, the weighted average accelerator opening degree and the weighted average accelerator opening degree change rate are calculated to more accurately represent the driving behavior.

[0062] 3、In the present application, the minimum recovery speed threshold for judging whether the vehicle enters the coasting working condition is determined according to the driving behavior factor, which is different from the preset value directly determined according to the driving speed in the prior art, and can meet the driving demand of the user and improve the driving experience.

[0063] The technical solutions in the present application can be combined with each other to realize more preferred combination solutions. Other features and advantages of the present application will be described in the following description, and some advantages will become apparent from the description or can be understood by practicing the present application. The purposes and other advantages of the present application can be realized and obtained by the content particularly pointed out in the description and the accompanying drawings. BRIEF DESCRIPTION OF DRAWINGS

[0064] The accompanying drawings are included to provide a further understanding of the present application, and are incorporated in and constitute a part of this application. The drawings illustrate embodiments of the present application and, together with the description, serve to explain the principles of the present application.

[0065] Figure 1 Flow chart of the adaptive coasting energy recovery control method of the embodiment of the present application. DETAILED DESCRIPTION

[0066] The preferred embodiments of the present application will be described in detail below with reference to the drawings, in which the drawings constitute a part of this application and are used to explain the principles of the embodiments of the present application, but are not used to limit the scope of the present application.

[0067] One embodiment of the present application discloses an adaptive coasting energy recovery control method, as shown in Figure 1 The method comprises the following steps.

[0068] Driving behavior is judged according to the driving speed, the accelerator opening degree and the accelerator opening degree change rate of the vehicle to determine a driving behavior factor;

[0069] It is judged whether the vehicle enters a coasting working condition according to the driving behavior factor and the driving speed, the accelerator opening degree and the brake pedal opening degree of the vehicle;

[0070] If the vehicle enters the coasting working condition, a basic coasting recovery torque is determined according to the current driving speed, an electric quantity compensation coefficient is determined according to the current residual electric quantity of the battery, and a slope compensation coefficient is determined according to the current road slope;

[0071] The basic coasting recovery torque is corrected according to the driving behavior factor, the electric quantity compensation coefficient and the slope compensation coefficient to obtain a final coasting recovery torque, and the final coasting recovery torque is used for coasting energy recovery.

[0072] Specifically, the calculation formula of the final coasting recovery torque is as follows:

[0073] Trq = Trq base × α × k SOC × δ PCT ;

[0074] In the formula, Trq is the final coasting recovery torque, Trqbase is a basic coasting recovery torque, a is a driving behavior factor, k SOC is an electric quantity compensation coefficient, δ PCT is a slope compensation coefficient.

[0075] Compared with the prior art, in the embodiment of the present application, the driving behavior of the user is characterized by the actual running parameters of the vehicle, such as the driving speed, the accelerator opening degree and the accelerator opening degree change rate, so as to determine the driving behavior factor, and the coasting energy recovery intensity is divided according to the driving behavior factor, so as to adapt to the current driving demand, thereby meeting the demand of the user for the driving experience, and the recovery compensation coefficient is determined by the remaining electric quantity of the battery and the road slope respectively, so as to realize the adaptive adjustment of the coasting recovery torque under different working conditions, which is helpful to improve the energy recovery efficiency, optimize the driving experience, improve the safety and prolong the service life of the battery.

[0076] In a specific embodiment, the driving behavior is judged according to the driving speed, the accelerator opening degree and the accelerator opening degree change rate of the vehicle, so as to determine the driving behavior factor, which comprises:

[0077] The weighted average speed of the vehicle within a preset mileage D kilometers in the initial driving stage is calculated according to the driving speed of the vehicle The calculation formula is:

[0078]

[0079] In the formula, V i is the average speed of the i-th unit distance, k i is the weight of the average speed of the i-th unit distance;

[0080] The weighted average accelerator opening degree of the vehicle within a preset mileage D kilometers in the initial driving stage is calculated according to the accelerator opening degree of the vehicle The calculation formula is:

[0081]

[0082] In the formula, P i is the average accelerator opening degree of the i-th unit distance, q i is the weight of the average accelerator of the i-th unit distance;

[0083] The weighted average accelerator opening degree change rate of the vehicle within a preset mileage D kilometers in the initial driving stage is calculated according to the accelerator opening degree change rate of the vehicle The calculation formula is:

[0084]

[0085] In the formula, ΔP i is the accelerator opening degree change rate of the i-th unit distance, λ ia weight of the i-th unit distance throttle opening rate of change;

[0086] a weighted average vehicle speed according to the weighted average vehicle speed a weighted average throttle opening according to the weighted average throttle opening and the weighted average throttle opening rate of change a driving behavior factor α is determined.

[0087] In the embodiment of the present application, when determining the driving behavior factor, the driving speed can represent the speed level of the vehicle, the throttle opening can represent the acceleration level of the vehicle, and the throttle opening rate of change, i.e., the driver's pedal frequency, can represent the driver's expectation of the current torque. Therefore, in the present application, eight categories of driving behaviors are divided based on the above three parameters, and eight different sizes of driving behavior factors are correspondingly set, i.e., eight different sliding energy recovery intensities are set to adapt to the current driving demand.

[0088] In the embodiment of the present application, by monitoring the opening and rate of change of the throttle pedal under different driving speeds of the vehicle, the driving behavior can be dynamically evaluated, and the driver's driving demand can be accurately reflected.

[0089] Meanwhile, in the embodiment of the present application, when determining the driving behavior factor, the weighted average vehicle speed, the weighted average throttle opening, and the weighted average throttle opening rate of change are calculated, which can more accurately represent the driving behavior.

[0090] In implementation, the unit distance can be selected as 1 km.

[0091] Preferably, k i <k i+1 , q i <q i+1 , λ i <λ i+1 , i=1,2…D-1). In the embodiment of the present application, in the preset mileage D at the beginning of driving, the proportion (weight) of the speed, throttle opening, and throttle opening rate of change of the last unit distance is the largest, and decreases in turn, so that the small changes in driving behavior can be more sensitive, and the driving behavior can be further accurately represented.

[0092] Specifically, when the driving distance of the vehicle is less than D kilometers, the weighted average vehicle speed the weighted average throttle opening and the weighted average throttle opening rate of change are all default values.

[0093] Specifically, the driving behavior factor α is determined according to the weighted average vehicle speed the weighted average throttle opening and the weighted average throttle opening rate of change .

[0094] When and the driving behavior factor α is the first driving behavior factor α1;

[0095] When and the driving behavior factor α is the second driving behavior factor α2;

[0096] When and the driving behavior factor α is the third driving behavior factor α3;

[0097] When and the driving behavior factor α is the fourth driving behavior factor α4;

[0098] When and the driving behavior factor α is the fifth driving behavior factor α5;

[0099] When and the driving behavior factor α is the sixth driving behavior factor α6;

[0100] When and the driving behavior factor α is the seventh driving behavior factor α7;

[0101] When and the driving behavior factor α is the eighth driving behavior factor α8;

[0102] Wherein, 0 < α i < α i+1 , i = 1, 2…8, α ∈ [0, 1].

[0103] In the embodiment of the application, the first driving behavior factor α1 to the eighth driving behavior factor α8 increase in turn, representing the vehicle from the sports mode to the economic mode. In the implementation, the driving behavior factor value range is [0, 1], that is. Specifically, the first driving behavior factor α1 can be calibrated as a smaller value, for example, α1 = 0.1.

[0104] When the vehicle speed level is high, the opening degree of the accelerator pedal is large, and the pedal frequency is high, it indicates that the current coasting recovery torque is too high and exceeds the expectation, and the driver needs to frequently step on the accelerator to accelerate, therefore, for this case, the coasting energy recovery strength needs to be reduced, so that the vehicle can coast at a high speed, and the driver's action of stepping on the accelerator is reduced, and the current driving demand is adapted; on the contrary, when the vehicle speed level is low, and the opening degree of the accelerator pedal is small and the pedal frequency is low, it indicates that the current coasting recovery torque is low, and the driver does not need to frequently step on the accelerator to accelerate, therefore, for this case, the coasting energy recovery strength needs to be improved, so that the vehicle can actively decelerate and recover energy.

[0105] In a specific embodiment, the vehicle entering the coasting condition is determined according to the driving behavior factor and the driving speed, the accelerator opening degree and the brake pedal opening degree of the vehicle, comprising:

[0106] The minimum recovery speed threshold is determined according to the driving behavior factor, and the minimum recovery speed threshold is in a positive correlation with the driving behavior factor;

[0107] When the accelerator opening degree is 0, the brake pedal opening degree is 0, and the driving speed of the vehicle is greater than the minimum recovery speed threshold, it is determined that the vehicle enters the coasting recovery condition.

[0108] In the embodiment of the application, the minimum recovery speed threshold for determining whether the vehicle enters the coasting condition is determined according to the driving behavior factor, which is different from the preset value directly determined according to the driving speed of the vehicle in the prior art, and can meet the driving demand of the user and improve the driving experience.

[0109] In the implementation, the corresponding relationship table of the driving behavior factor and the minimum recovery speed threshold is established through calibration, and each driving factor corresponds to a minimum recovery speed threshold. Specifically, the minimum recovery speed threshold is in a positive correlation with the driving behavior factor, that is, the numerical value of the minimum recovery speed threshold corresponding to the first driving behavior factor alpha 1 to the eighth driving behavior factor alpha 8 is also sequentially increased. When determining whether the vehicle enters the coasting condition, the minimum recovery speed threshold corresponding to the current driving behavior factor can be determined by looking up the table.

[0110] In a specific embodiment, the power compensation coefficient is determined according to the current battery remaining power, comprising:

[0111] The current battery remaining power is defined as SOC, the first power threshold is SOC low , the second power threshold is SOC high , SOC low <SOC high ;

[0112] If SOC > SOC high Power compensation coefficient k SOC For k high ;

[0113] If SOC low <SOC<SOC high Power compensation coefficient k SOC For k medium ;

[0114] If SOC < SOC low Power compensation coefficient k SOC For k low ;

[0115] Where, k high <k medium <k low .

[0116] In this embodiment of the invention, the first power threshold is SOC. low Second power threshold SOC high The remaining battery capacity (SOC) is categorized into different levels, with SOC > SOC. high At this time, it is a high-power operating condition; SOC low <SOC<SOC high At this time, it is the medium power condition; SOC < SOC low At this time, it is a low-power operating condition. Then, the energy recovery compensation coefficient k is set according to the classified power level. SOC The higher the remaining battery charge, the less energy can be recovered, and the lower the corresponding energy recovery intensity should be to avoid overcharging and ensure the safety and efficiency of the battery during the energy recovery process.

[0117] It should be noted that the first battery threshold is SOC (State of Charge). low The second power threshold is SOC high The energy recovery compensation coefficient is determined through calibration. It is calibrated based on vehicle speed and battery performance (primarily considering the motor's recovery efficiency range and battery charging efficiency). The motor efficiency and battery efficiency are obtained from tables using the motor and battery characteristic curves, respectively.

[0118] In one specific embodiment, determining the slope compensation coefficient based on the current road slope includes:

[0119] Define the current road gradient as PCT, and the first gradient threshold as PCT. low The second slope threshold is PCT high PCT low <PCT high ;

[0120] If PCT > PCT high, the slope compensation coefficient δ PCT is δ high ;

[0121] If PCT low <PCT<PCT high , the slope compensation coefficient δ PCT is δ medium ;

[0122] If PCT<PCT low , the slope compensation coefficient δ PCT is δ low ;

[0123] Wherein, δ high >δ medium >δ low .

[0124] In the embodiment of the application, the first slope threshold is PCT low , and the second slope threshold is PCT high , the road slope PCT is classified, PCT>PCT high , it is a large slope working condition; PCT low <PCT<PCT high , it is a downhill working condition; PCT<PCT low , it is a flat road or uphill working condition. Then, the slope compensation coefficient δ PCT is set according to the classified slope grade. The greater the road slope is, the greater the available potential energy is, and the stronger the energy recovery intensity should be, and the greater the slope compensation coefficient is, which is beneficial to improve the energy recovery efficiency, and is consistent with the driving habit, thereby being beneficial to improve the driving experience.

[0125] The embodiment of the application also provides a self-adaptive adjustment coasting energy recovery control system, the system comprises:

[0126] A driving behavior recognition module is used to recognize the driving behavior according to the vehicle speed, the throttle opening and the throttle opening change rate, so as to determine the driving behavior factor;

[0127] A working condition judgment module is used to judge whether the vehicle enters the coasting working condition according to the driving behavior factor and the vehicle speed, the throttle opening and the brake pedal opening;

[0128] A parameter determination module is used to determine the basic coasting recovery torque according to the current vehicle speed, to determine the electric quantity compensation coefficient according to the current battery residual electric quantity, and to determine the slope compensation coefficient according to the current road slope, if the vehicle enters the coasting working condition determined by the coasting working condition judgment module;

[0129] a recovery torque calculation module, which corrects the basic coasting recovery torque according to the driving behavior factor, the power compensation coefficient and the gradient compensation coefficient to obtain a final coasting recovery torque,

[0130] a control module, which controls the driving motor to perform coasting energy recovery at the final coasting recovery torque to convert kinetic energy of the vehicle into electric energy.

[0131] The adaptive coasting energy recovery control system of the embodiments of the present application is used to implement the coasting energy recovery control method of the foregoing embodiments and has the same technical effects.

[0132] Those skilled in the art can understand that all or part of the processes of the foregoing embodiments can be completed by a computer program instructing relevant hardware, and the program can be stored in a computer readable storage medium. The computer readable storage medium is a disk, an optical disk, a read-only memory or a random access memory, etc.

[0133] The above description is merely preferred specific embodiments of the present application, but the protection scope of the present application is not limited thereto, and any person skilled in the art can easily think of changes or replacements within the technical scope disclosed by the present application, which should be covered within the protection scope of the present application.

Claims

1. A method of adaptive coasting energy recovery control, characterized by, The method comprises: determining a driving behavior factor according to the vehicle speed, the accelerator opening degree and the accelerator opening degree change rate; judging whether the vehicle enters a coasting working condition according to the driving behavior factor and the vehicle speed, the accelerator opening degree and the brake pedal opening degree; if the vehicle enters the coasting working condition, determining a basic coasting recovery torque according to the current vehicle speed, determining an electric quantity compensation coefficient according to the current battery residual capacity and determining a slope compensation coefficient according to the current road slope; correcting the basic coasting recovery torque according to the driving behavior factor, the electric quantity compensation coefficient and the slope compensation coefficient to obtain a final coasting recovery torque, and recovering the coasting energy with the final coasting recovery torque.

2. The method of claim 1, wherein, The calculation formula of the final coasting recovery torque is: Trq = Trq base x a x k SOC x d PCT ; In the formula, Trq is the final coastdown recovery torque, Trq base is the base coastdown recovery torque, a is a driving behavior factor, k SOC is an electric quantity compensation coefficient, δ PCT is a slope compensation coefficient.

3. The method according to claim 1 or 2, characterized in that, The determination of the driving behavior factor according to the vehicle speed, the accelerator opening degree and the accelerator opening degree change rate comprises: calculating a weighted average vehicle speed of the vehicle within a predetermined distance D kilometers at the initial stage of travel based on the travel speed of the vehicle The calculation formula is: In the formula, V i is the average vehicle speed for the i-th unit distance, k i is the weight of the average vehicle speed for the i-th unit distance; The weighted average accelerator opening degree of the vehicle within the preset distance D kilometers at the initial stage of travel is calculated according to the accelerator opening degree of the vehicle The calculation formula is: In the formula, P i is the average accelerator opening of the i-th unit distance, q i is the weight of the average accelerator of the i-th unit distance; The weighted accelerator opening rate of the vehicle in the first D kilometers of travel is calculated from the rate of change of the accelerator opening of the vehicle The calculation formula is: where ΔP i is the throttle opening rate of change for the i-th unit distance, λ i is the weight of the throttle opening rate of change for the i-th unit distance; According to the weighted average vehicle speed The weighted average accelerator opening And the weighted accelerator opening rate of change A driving behavior judgment is made to determine a driving behavior factor α.

4. The method of claim 3, wherein, said weighted average vehicle speed said weighted average accelerator opening and said weighted rate of change of accelerator opening determining a driving behavior factor a, comprising: When ≥ a vehicle speed threshold value, ≥ an accelerator opening threshold value, and ≥ an accelerator opening rate of change threshold value, the driving behavior factor α is a first driving behavior factor α1. When ≥ a vehicle speed threshold value, ≥ an accelerator opening threshold value, and < a change rate threshold value of the accelerator opening, the driving behavior factor α is a second driving behavior factor α2. When ≥ a vehicle speed threshold value, < an accelerator opening degree threshold value, and ≥ an accelerator opening degree change rate threshold value, the driving behavior factor α is a third driving behavior factor α3. When ≥ a vehicle speed threshold value, < an accelerator opening degree threshold value, and < an accelerator opening degree change rate threshold value, the driving behavior factor α is a fourth driving behavior factor β4. When < Speed threshold, ≥ Accelerator opening threshold, and ≥ Accelerator opening rate threshold, the driving behavior factor a is a fifth driving behavior factor a5. When < vehicle speed threshold, ≥ accelerator opening threshold, and < accelerator opening rate of change threshold, the driving behavior factor a is a sixth driving behavior factor a6; When < speed threshold, < accelerator opening threshold, and ≥ accelerator opening rate threshold, the driving behavior factor a is a seventh driving behavior factor a7. When < vehicle speed threshold value, < accelerator opening threshold value, and < accelerator opening rate threshold value, the driving behavior factor a is the eighth driving behavior factor a8. wherein α i < α i+1 , i = 1, 2,..., 8, α i ∈ [0, 1].

5. The method of claim 3, wherein, The determination of the driving behavior factor according to the vehicle speed, the accelerator opening degree and the accelerator opening degree change rate further comprises: the weighted average vehicle speed is a default value when the distance traveled by the vehicle is less than D kilometers the weighted average accelerator opening and the weighted rate of change of accelerator opening are default values.

6. The method of claim 3, wherein, wherein, k i <k i+1 q i <q i+1 λ i <λ i+1 i = 1, 2,... (D - 1).

7. The method according to any one of claims 1 to 6, characterized in that, The judgment of whether the vehicle enters the coasting working condition according to the driving behavior factor and the vehicle speed, the accelerator opening degree and the brake pedal opening degree comprises: determining a minimum recovery vehicle speed threshold according to the driving behavior factor; the minimum recovery vehicle speed threshold is in positive correlation with the driving behavior factor; when the accelerator opening degree is 0, the brake pedal opening degree is 0 and the vehicle speed is greater than the minimum recovery vehicle speed threshold, determining that the vehicle enters the coasting recovery working condition.

8. The method according to any one of claims 1-6, characterized in that, The determination of the electric quantity compensation coefficient according to the current battery residual capacity comprises: wherein the current battery remaining power is defined as SOC, the first power threshold is SOC low , and the second power threshold is SOC high , and SOC low < SOC high ; if SOC > SOC high , the energy recovery compensation coefficient k SOC is k high ; If SOC low <SOC<SOC high , the energy recovery compensation coefficient k SOC is k medium ; if SOC < SOC low , the energy recovery compensation coefficient k SOC is k low ; wherein k high < k medium < k low .

9. The method according to any one of claims 1-6, characterized in that, The determination of the slope compensation coefficient according to the current road slope comprises: defining a current road grade as PCT, a first grade threshold as PCT low , a second grade threshold as PCT high , PCT low < PCT high ; If PCT > PCT high , the energy recovery compensation factor δ PCT is δ high ; If PCT low PCT high , the energy recovery compensation factor δ PCT is δ medium ; If PCT < PCT low , the energy recovery compensation factor δ PCT is δ low ; wherein δ high > δ medium > δ low .

10. A coasting energy recovery control system with adaptive adjustment, characterized by, The system comprises: a driving behavior recognition module for determining a driving behavior factor according to the vehicle speed, the accelerator opening degree and the accelerator opening degree change rate; a working condition judgment module for judging whether the vehicle enters a coasting working condition according to the driving behavior factor and the vehicle speed, the accelerator opening degree and the brake pedal opening degree; a parameter determination module for determining a basic coasting recovery torque according to the current vehicle speed, determining an electric quantity compensation coefficient according to the current battery residual capacity and determining a slope compensation coefficient according to the current road slope if the coasting working condition judgment module determines that the vehicle enters the coasting working condition; a recovery torque calculation module for correcting the basic coasting recovery torque according to the driving behavior factor, the electric quantity compensation coefficient and the slope compensation coefficient to obtain a final coasting recovery torque, a control module for controlling the driving motor to recover the coasting energy with the final coasting recovery torque to convert the kinetic energy of the vehicle into the electric energy.

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