Energy recovery control method, device, equipment, medium and program product

Abstract

The embodiment of the invention provides an energy recovery control method and device, equipment, a medium and a program product, and relates to the technical field of automobiles. After the instantaneous recovery power of a power battery, the instantaneous maximum power generation torque of a driving motor, the real-time energy recovery power of the vehicle and the real-time motor torque of the vehicle are obtained, the upper limit of the energy recovery power is dynamically calculated on the basis of the instantaneous recovery power and the real-time energy recovery power, and the upper limit of the energy recovery power is calculated on the basis of the instantaneous maximum power generation torque and the real-time motor torque. Dynamically calculating the maximum power generation torque upper limit; then, the maximum recovery torque of the vehicle is adjusted according to the energy recovery power upper limit and the maximum power generation torque upper limit; finally, the maximum recovery torque of the vehicle is sent to the cooperative regenerative braking system. According to the method, the instantaneous recovery power and the instantaneous maximum power generation torque are introduced, the upper limit of the energy recovery power and the upper limit of the maximum power generation torque are dynamically adjusted, and the problem that the energy recovery efficiency is reduced when the performance of a power battery or a driving motor is limited is solved.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and in particular to an energy recovery control method, device, equipment, medium, and program product. Background Technology

[0002] In the field of new energy vehicles, regenerative braking systems are a key technology for improving vehicle range and energy efficiency. During braking, the vehicle converts kinetic energy into electrical energy via the drive motor and stores it in the battery, thereby reducing the frequency of use and energy loss of mechanical brakes.

[0003] However, in existing technologies, the regenerative braking capacity of a system is limited by the upper limit of the charging power of the battery and the upper limit of the generating torque of the drive motor. For example, the acceptable charging power of the battery will decrease significantly when it is fully charged or in a low-temperature environment; and the maximum generating torque of the drive motor will decrease as the speed increases when it is in a constant power operating range at high speed.

[0004] At this point, if the traditional control strategy based on 30-second peak power or torque is still adopted, it will result in insufficient energy recovery capability, forcing the co-regenerative braking system to increase mechanical braking force to ensure braking performance, thereby sacrificing energy recovery efficiency and increasing the vehicle's energy consumption. Summary of the Invention

[0005] This application provides an energy recovery control method, device, equipment, medium, and program product, which is used to fully utilize the instantaneously recoverable power or torque resources by dynamically adjusting the upper limit of energy recovery power and power generation torque in scenarios where the performance of power batteries or drive motors is limited, thereby improving energy recovery efficiency and reducing vehicle energy consumption without sacrificing braking performance.

[0006] In a first aspect, embodiments of this application provide an energy recovery control method applied to a vehicle, the vehicle including a power battery and a drive motor, the method comprising:

[0007] The instantaneous regenerative power of the power battery, the instantaneous maximum generating torque of the drive motor, the real-time energy recovery power of the vehicle, and the real-time motor torque of the vehicle are obtained; the instantaneous regenerative power refers to the maximum charging power that the power battery can accept within a first duration; the instantaneous maximum generating torque refers to the maximum generating torque that the drive motor can output within the first duration.

[0008] Based on the instantaneous recovery power and the real-time energy recovery power, the upper limit of energy recovery power is dynamically calculated; the upper limit of energy recovery power is variable.

[0009] Based on the instantaneous maximum power generation torque and the real-time motor torque, the upper limit of the maximum power generation torque is dynamically calculated; the upper limit of the maximum power generation torque is variable.

[0010] The maximum recovery torque of the vehicle is adjusted according to the upper limit of the energy recovery power and the upper limit of the maximum power generation torque;

[0011] The maximum regenerative torque of the vehicle is sent to the cooperative regenerative braking system.

[0012] In one possible implementation, the step of dynamically calculating the upper limit of energy recovery power based on the instantaneous recovery power and the real-time energy recovery power includes:

[0013] When the real-time energy recovery power is greater than or equal to the second duration recovery power, the real-time energy recovery power is integrally calculated, and the first integral value of the excess portion is accumulated; wherein, the second duration is greater than the first duration; and, if the first integral value reaches a first preset threshold, the upper limit of the energy recovery power is gradually transitioned from the instantaneous recovery power to the second duration recovery power according to a first preset power transition rate.

[0014] If the real-time energy recovery power is less than the second duration recovery power and the duration exceeds the first preset time, then the upper limit of the energy recovery power is gradually transitioned from the second duration recovery power to the instantaneous recovery power according to the second preset power transition rate.

[0015] In one possible implementation, the step of dynamically calculating the upper limit of the maximum power generation torque based on the instantaneous maximum power generation torque and the real-time motor torque includes:

[0016] When the real-time motor torque is greater than or equal to the second time-limited maximum generating torque, the real-time motor torque is integrally calculated, and the second integral value of the excess portion is accumulated; and if the second integral value reaches the second preset threshold, the upper limit of the maximum generating torque is gradually transitioned from the instantaneous maximum generating torque to the second time-limited maximum generating torque according to the first preset torque transition rate.

[0017] If the real-time motor torque is less than the second duration maximum generating torque and the duration exceeds the second preset time, then the upper limit of the maximum generating torque is gradually transitioned from the second duration maximum generating torque to the instantaneous maximum generating torque according to the second preset torque transition rate.

[0018] In one possible implementation, the first preset threshold is variable; it decreases when the power battery is near full charge and / or the temperature of the power battery is below a temperature threshold, and increases when the power battery is far from full charge and / or the temperature of the power battery is above the temperature threshold; and / or,

[0019] The second preset threshold is variable. When the power battery is close to full charge and / or the temperature of the power battery is below the temperature threshold, the second preset threshold is decreased. When the power battery is far from full charge and / or the temperature of the power battery is above the temperature threshold, the second preset threshold is increased.

[0020] In one possible implementation, during the integration calculation of the real-time energy recovery power, if the duration of vehicle braking is shorter than a third preset time, a first integration window is used for integration calculation; if the duration of vehicle braking is longer than the third preset time, a second integration window is used for integration calculation; the duration of the second integration window is longer than the duration of the first integration window; and / or,

[0021] During the integration calculation of the real-time motor torque, if the duration of vehicle braking is shorter than the third preset time, a third integration window is used for integration calculation; if the duration of vehicle braking is longer than the third preset time, a fourth integration window is used for integration calculation; the duration of the fourth integration window is longer than the duration of the third integration window.

[0022] In one possible implementation, the first preset power transition rate is variable, wherein the value of the first preset power transition rate when the first integral value is lower than a third preset threshold is greater than the value of the first preset power transition rate when the first integral value is greater than the third preset threshold but less than the first preset threshold, wherein the third preset threshold is less than the first preset threshold; and / or,

[0023] The first preset torque transition rate is variable. The value of the first preset torque transition rate when the second integral value is lower than the fourth preset threshold is greater than the value of the first preset torque transition rate when the second integral value is greater than the fourth preset threshold and less than the second preset threshold. The fourth preset threshold is less than the second preset threshold.

[0024] In one possible implementation, adjusting the vehicle's maximum recovery torque based on the energy recovery power limit and the maximum power generation torque limit includes:

[0025] The maximum recovered torque of the vehicle is adjusted based on the minimum value of the upper limit of the energy recovery power and the minimum value of the upper limit of the maximum generated torque.

[0026] Secondly, embodiments of this application provide an energy recovery control device applied to a vehicle, the vehicle including a power battery and a drive motor, the device comprising:

[0027] The acquisition module is used to acquire the instantaneous regenerative power of the power battery, the instantaneous maximum generating torque of the drive motor, the real-time energy recovery power of the vehicle, and the real-time motor torque of the vehicle; the instantaneous regenerative power refers to the maximum charging power that the power battery can accept within a first duration; the instantaneous maximum generating torque refers to the maximum generating torque that the drive motor can output within the first duration;

[0028] The calculation module is used to dynamically calculate the upper limit of energy recovery power based on the instantaneous recovery power and the real-time energy recovery power; the upper limit of energy recovery power is variable.

[0029] The calculation module is also used to dynamically calculate the upper limit of the maximum power generation torque based on the instantaneous maximum power generation torque and the real-time motor torque; the upper limit of the maximum power generation torque is variable;

[0030] An adjustment module is used to adjust the maximum recovery torque of the vehicle based on the upper limit of the energy recovery power and the upper limit of the maximum power generation torque;

[0031] The transmitting module is used to transmit the maximum regenerative torque of the vehicle to the cooperative regenerative braking system.

[0032] In one possible implementation, the device further includes a transition module;

[0033] The transition module is used to perform an integral calculation on the real-time energy recovery power when the real-time energy recovery power is greater than or equal to the second duration recovery power, and accumulate a first integral value of the excess portion; wherein the second duration is greater than the first duration; and if the first integral value reaches a first preset threshold, the upper limit of the energy recovery power is gradually transitioned from the instantaneous recovery power to the second duration recovery power according to a first preset power transition rate.

[0034] The transition module is further configured to, when the real-time energy recovery power is less than the second duration recovery power and the duration exceeds the first preset time, gradually transition the upper limit of the energy recovery power from the second duration recovery power to the instantaneous recovery power according to the second preset power transition rate.

[0035] In one possible implementation, the transition module is further configured to perform an integral calculation on the real-time motor torque when the real-time motor torque is greater than or equal to the second duration maximum generating torque, and accumulate the second integral value of the excess portion; and if the second integral value reaches a second preset threshold, then gradually transition the upper limit of the maximum generating torque from the instantaneous maximum generating torque to the second duration maximum generating torque according to a first preset torque transition rate.

[0036] The transition module is further configured to, when the real-time motor torque is less than the second duration maximum power generation torque and the duration exceeds the second preset time, gradually transition the upper limit of the maximum power generation torque from the second duration maximum power generation torque to the instantaneous maximum power generation torque according to the second preset torque transition rate.

[0037] In one possible implementation, the device further includes: a reduction module;

[0038] The reduction module is configured to reduce the first preset threshold when the power battery is close to full charge and / or the temperature of the power battery is below a temperature critical value.

[0039] The device further includes: a lifting module;

[0040] The raising module is configured to raise the first preset threshold when the power battery is far from being fully charged and / or the temperature of the power battery is greater than the temperature critical value; and / or,

[0041] The reduction module is also used to reduce the second preset threshold when the power battery is close to full charge and / or the temperature of the power battery is below the temperature critical value.

[0042] The lifting module is also used to raise the second preset threshold when the power battery is far from being fully charged and / or the temperature of the power battery is greater than the temperature critical value.

[0043] In one possible implementation, the calculation module is specifically used to perform integral calculation of the real-time energy recovery power using a first integral window when the duration of vehicle braking is shorter than a third preset time, and a second integral window when the duration of vehicle braking is longer than the third preset time; the duration of the second integral window is longer than the duration of the first integral window; and / or,

[0044] The calculation module is specifically used to perform integral calculation on the real-time motor torque. When the duration of vehicle braking is shorter than the third preset time, a third integral window is used for integral calculation. When the duration of vehicle braking is longer than the third preset time, a fourth integral window is used for integral calculation. The duration of the fourth integral window is longer than the duration of the third integral window.

[0045] In one possible implementation, the first preset power transition rate is variable, wherein the value of the first preset power transition rate when the first integral value is lower than a third preset threshold is greater than the value of the first preset power transition rate when the first integral value is greater than the third preset threshold but less than the first preset threshold, wherein the third preset threshold is less than the first preset threshold; and / or,

[0046] The first preset torque transition rate is variable. The value of the first preset torque transition rate when the second integral value is lower than the fourth preset threshold is greater than the value of the first preset torque transition rate when the second integral value is greater than the fourth preset threshold and less than the second preset threshold. The fourth preset threshold is less than the second preset threshold.

[0047] In one possible implementation, the device further includes: an adjustment module;

[0048] The adjustment module is used to adjust the maximum recovered torque of the vehicle based on the minimum value of the upper limit of the energy recovery power and the minimum value of the upper limit of the maximum generated torque.

[0049] Thirdly, embodiments of this application provide an electronic device, including: a memory and a processor; the memory stores computer-executable instructions; the processor executes the computer-executable instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0050] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0051] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0052] The energy recovery control method, apparatus, device, medium, and program products provided in this application, after obtaining the instantaneous recovery power of the power battery, the instantaneous maximum generating torque of the drive motor, the real-time energy recovery power of the vehicle, and the real-time motor torque of the vehicle, first dynamically calculate the upper limit of the energy recovery power based on the instantaneous recovery power and the real-time energy recovery power, and then dynamically calculate the upper limit of the maximum generating torque based on the instantaneous maximum generating torque and the real-time motor torque; next, adjust the maximum recovery torque of the vehicle according to the upper limit of the energy recovery power and the upper limit of the maximum generating torque; finally, send the maximum recovery torque of the vehicle to the cooperative regenerative braking system. This method, by introducing instantaneous recovery power and instantaneous maximum generating torque, and dynamically adjusting the upper limits of the energy recovery power and the maximum generating torque, solves the problem of decreased energy recovery efficiency when the performance of the power battery or drive motor is limited, thereby improving the overall vehicle energy efficiency. Attached Figure Description

[0053] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0054] Figure 1 Flowchart of the energy recovery control method provided in the embodiments of this application Figure 1 ;

[0055] Figure 2 Flowchart of the energy recovery control method provided in the embodiments of this application Figure 2 ;

[0056] Figure 3 This is a schematic diagram of the structure of the energy recovery control device provided in the embodiments of this application;

[0057] Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0058] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0059] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0060] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, storage, use, processing, transmission, provision, disclosure, and application of the relevant data all comply with the relevant laws, regulations, and standards of the relevant countries and regions, have taken necessary confidentiality measures, do not violate public order and good morals, and provide corresponding operation access points for users to choose to authorize or refuse.

[0061] Furthermore, the technical solution involved in this application, which involves big data analysis of user information (including but not limited to personal biometrics, identity data, consumption data, asset data, electronic terminal operation data, etc.) and the use of artificial intelligence technology for automated decision-making, and makes decisions that have a significant impact on personal rights based on the results of automated decision-making, provides users with corresponding operation entry points for users to choose to agree to or reject the results of automated decision-making; if the user chooses to reject, the process will proceed to the expert decision-making process.

[0062] In this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" or "for example" in this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0063] In the embodiments of this application, the use of terms such as "first" and "second" is to distinguish between identical or similar items that have essentially the same function and effect. For example, "first electronic device" and "second electronic device" are merely used to distinguish different electronic devices and do not limit their order of execution. Those skilled in the art will understand that the terms "first" and "second" do not limit the quantity or execution order, and that "first" and "second" do not necessarily imply that they are different.

[0064] In this application embodiment, "at least one" refers to one or more, and "more than one" refers to two or more. "And / or" describes the relationship between associated objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following associated objects have an "or" relationship.

[0065] The following is an explanation of some terms used in the embodiments of this application:

[0066] Regenerative Braking System (RBS) is one of the core energy-saving technologies for new energy vehicles (pure electric vehicles, hybrid electric vehicles, etc.). Its working principle is to switch the drive motor to generator mode during vehicle braking or coasting, using the kinetic energy of the wheels to drive the motor to generate electricity, and then storing the generated electrical energy in the power battery. This reduces the vehicle's reliance on mechanical braking, reduces energy loss during braking, and ultimately achieves the goal of increasing the vehicle's driving range and improving energy efficiency.

[0067] Cooperative Regenerative Brake Systems (CRBS) are an advanced technology developed based on traditional Brake Energy Recovery Systems (RBS). Utilizing a brake-by-wire architecture and intelligent allocation algorithms, CRBS achieves dynamic coordination between electric motor braking (energy recovery) and mechanical-hydraulic braking. During vehicle braking, the system precisely allocates the braking force ratio between the two braking methods based on real-time operating conditions such as the battery's state of charge (SOC), drive motor performance limits, and braking intensity. This maximizes energy recovery potential while ensuring braking safety and stability, further reducing overall vehicle energy consumption and improving the comprehensive energy efficiency of new energy vehicles.

[0068] A Battery Management System (BMS) is an electronic system that integrates data acquisition, status monitoring, safety protection, energy management, and equalization control. It is mainly used to monitor the core parameters of the power battery in real time (including voltage, current, temperature, state of charge (SOC), state of health (SOH), etc.), and to achieve intelligent control of the battery charging and discharging process, energy equalization between individual cells, and early warning and protection against faults such as overcharging, over-discharging, over-temperature, and short circuits through precise algorithms. Ultimately, it ensures the safe and stable operation of the power battery, extends battery life, and optimizes battery energy utilization.

[0069] The State of Charge (SOC) is a core parameter for measuring the current remaining capacity of a power battery. It refers to the percentage of the actual output capacity of the battery under specific operating conditions such as temperature and charge / discharge rate, compared to the rated capacity of the battery when fully charged.

[0070] The Motor Control Unit (MCU) is the core control component of the electric drive system in new energy vehicles. By receiving drive or braking commands from the vehicle controller (VCU) and combining them with real-time operating parameters of the motor (such as speed, torque, and temperature), it precisely controls the on and off states of the inverter's power switching devices, thereby changing the frequency, amplitude, and phase of the current input to the drive motor. This enables the switching control of motor start-up, speed regulation, forward and reverse rotation, and braking energy recovery modes. Simultaneously, this component integrates fault monitoring and protection functions such as overcurrent, overvoltage, and overheating, enabling timely power output cutoff under abnormal motor operating conditions, ensuring the operational safety and stability of the electric drive system and the entire vehicle.

[0071] In the field of new energy vehicles, RBS (Rapid Braking System) is a key technology for improving vehicle range and energy efficiency. During braking, the vehicle converts kinetic energy into electrical energy through the drive motor and stores it in the battery, thereby reducing the frequency of use of mechanical brakes and energy loss.

[0072] In existing technologies, the recycling capacity of RBS is limited by the upper limit of the charging power of the power battery and the upper limit of the generating torque of the drive motor. The recycling power of the power battery is usually limited to the peak power of 30 seconds, and the generating torque of the drive motor is limited to the peak torque of 30 seconds.

[0073] When the power battery's recovery power is limited due to factors such as full charge or low temperature, the system needs to increase mechanical braking force through CRBS to maintain braking performance. However, at this time, the energy recovery efficiency drops significantly. Similarly, when the vehicle brakes at high speed, the drive motor is in the constant power range, and its maximum generating torque is limited, resulting in insufficient energy recovery capacity. In conjunction with CRBS, mechanical braking force is increased to ensure braking performance, thereby sacrificing energy recovery efficiency and increasing the vehicle's overall energy consumption.

[0074] Therefore, the urgent problem to be solved is how to make full use of the instantaneous recoverable power or torque resources by dynamically adjusting the upper limit of energy recovery power and power generation torque when the performance of the power battery or drive motor is limited, so as to improve energy recovery efficiency and reduce vehicle energy consumption without sacrificing braking performance.

[0075] To address the aforementioned issues, this application provides an energy recovery control method. First, it acquires the instantaneous recovery power of the power battery, the instantaneous maximum generating torque of the drive motor, the real-time energy recovery power of the vehicle, and the real-time motor torque of the vehicle. Then, based on the instantaneous and real-time recovery power, it dynamically calculates the upper limit of the energy recovery power, and based on the instantaneous maximum generating torque and the real-time motor torque, it dynamically calculates the upper limit of the maximum generating torque. Next, it adjusts the maximum recovery torque of the vehicle according to the upper limits of the energy recovery power and the maximum generating torque. Finally, it sends the maximum recovery torque of the vehicle to the cooperative regenerative braking system. This method can fully utilize the instantaneously recoverable power or torque resources by dynamically adjusting the upper limits of the energy recovery power and generating torque when the performance of the power battery or drive motor is limited, thereby improving energy recovery efficiency and reducing overall vehicle energy consumption without sacrificing braking performance.

[0076] The technical solutions of this application will be described in detail below with reference to specific embodiments. The specific embodiments described below can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of this application will be described below with reference to the accompanying drawings.

[0077] Figure 1 This is a flowchart illustrating the energy recovery control method provided in an embodiment of this application, applied to a vehicle, which includes a power battery and a drive motor. Figure 1 As shown, the method includes:

[0078] S101. Obtain the instantaneous regenerative power of the power battery, the instantaneous maximum generating torque of the drive motor, the real-time energy recovery power of the vehicle, and the real-time motor torque of the vehicle; the instantaneous regenerative power refers to the maximum charging power that the power battery can accept within a first duration; the instantaneous maximum generating torque refers to the maximum generating torque that the drive motor can output within a first duration.

[0079] As is understandable, a power battery refers to a rechargeable energy storage device used to store energy in a vehicle. Power batteries can be, for example, lithium-ion batteries or nickel-metal hydride batteries. Performance parameters of a power battery include, but are not limited to, regenerative braking power and state of charge (SOC).

[0080] Instantaneous regenerative braking power refers to the maximum charging power that a power battery can accept within a first time period, measured in kilowatts (kW). This first time period can be, for example, 10 seconds. Instantaneous regenerative braking power can be obtained, for example, through the battery management system. For instance, if the battery management system provides a 10-second regenerative braking power value of 80 kW during vehicle braking, then the instantaneous regenerative braking power can be determined to be 80 kW.

[0081] A drive motor is an electric motor used to drive a vehicle and also has the function of generating electricity. The performance parameters of a drive motor include, but are not limited to, generating torque and speed. For example, in a braking scenario, the drive motor outputs a maximum generating torque of 300 Nm over the current 10 seconds via the motor controller.

[0082] The instantaneous maximum generated torque refers to the maximum generated torque that the drive motor can output within a first time period, measured in Newton-meters (Nm). This first time period can be, for example, 10 seconds. The instantaneous maximum generated torque can be obtained through the motor controller. For instance, if the vehicle is traveling at 120 km / h and the generated torque value obtained by the motor controller over 10 seconds is 300 Nm, then the instantaneous maximum generated torque can be determined to be 300 Nm.

[0083] Real-time energy recovery power refers to the actual charging power that the power battery can accept at the current moment, measured in kilowatts (kW). This power value changes dynamically in real time depending on factors such as vehicle operating conditions and battery status. Real-time energy recovery power can be obtained, for example, through real-time monitoring by the battery management system. For instance, if the battery management system displays an energy recovery power of 60kW when the vehicle is braking downhill at a certain speed, then the real-time energy recovery power can be determined to be 60kW.

[0084] Real-time motor torque refers to the actual torque output by the drive motor at the current moment, measured in Newton-meters (Nm). This torque value changes dynamically in real time depending on factors such as vehicle driving status and driving operations. Real-time motor torque can be obtained, for example, through real-time monitoring by the motor controller. For instance, when a vehicle is traveling at a constant speed of 80 km / h on a straight road, and the driver lightly presses the accelerator pedal, if the motor controller displays a current motor torque value of 150 Nm, then the real-time motor torque can be determined to be 150 Nm.

[0085] The instantaneous regenerative power of the power battery can clearly define the maximum acceptable charging power of the power battery at the current moment, avoiding safety issues such as battery overcharging or damage caused by power overload; the instantaneous maximum generating torque of the drive motor can clearly define the maximum generating torque value that the motor can output within a specific short period of time, thereby ensuring that the motor always operates within a safe and reasonable range during operation, preventing damage to the motor due to excessive torque; the real-time energy recovery power can reflect the amount of energy that the vehicle is currently recovering in real time; and the real-time motor torque can reflect the actual torque output of the motor in real time.

[0086] Therefore, by obtaining the instantaneous regenerative power of the power battery, the instantaneous maximum generating torque of the drive motor, the real-time energy regenerative power of the vehicle, and the real-time motor torque of the vehicle, data support can be provided for the formulation of subsequent vehicle energy management strategies.

[0087] S102. Based on instantaneous recovery power and real-time energy recovery power, dynamically calculate the upper limit of energy recovery power; the upper limit of energy recovery power is variable.

[0088] Understandably, the upper limit of energy recovery power refers to the maximum limit of energy recovery power dynamically calculated based on the instantaneous recovery capability of the power battery. For example, in short-term braking scenarios, the upper limit of energy recovery power gradually transitions from the recovery power of 10 seconds (e.g., 80kW) to the recovery power of 30 seconds (e.g., 50kW).

[0089] First, the instantaneous regenerative braking power of a power battery reflects its maximum acceptable charging capacity over a short period of time. If the regenerative braking power exceeds this limit, it may lead to overcharging, damaging the battery's performance and lifespan.

[0090] Secondly, the real-time energy recovery power reflects the actual energy recovery status of the vehicle at present, and this value is affected by various factors such as vehicle speed, braking intensity, and road conditions.

[0091] Therefore, by combining instantaneous recovery power and real-time energy recovery power for dynamic calculation, we can more accurately grasp the reasonable range of energy recovery power that the battery can withstand under the current conditions.

[0092] S103. Based on the instantaneous maximum generating torque and the real-time motor torque, the upper limit of the maximum generating torque is dynamically calculated; the upper limit of the maximum generating torque is variable.

[0093] The maximum generated torque limit refers to the highest limit value of the generated torque dynamically calculated based on the instantaneous generated torque capacity of the drive motor. For example, in short-term braking scenarios, the maximum generated torque limit gradually transitions from the maximum generated torque over 10 seconds (e.g., 300 Nm) to the maximum generated torque over 30 seconds (e.g., 200 Nm).

[0094] First, the instantaneous maximum generating torque of the drive motor reflects the maximum generating torque capacity the motor can withstand in a short period of time. If the generating torque exceeds this value, the motor may experience mechanical failure due to overload, such as rotor breakage or bearing damage, or it may lead to a decline in motor performance, such as reduced efficiency or increased heat generation.

[0095] Secondly, real-time motor torque can reflect the current actual working state of the motor, and this value is affected by a variety of factors such as vehicle speed, driving operation, and load.

[0096] Therefore, by combining the instantaneous maximum generating torque and the real-time motor torque for dynamic calculation, we can more accurately grasp the maximum generating torque range that the motor can safely withstand under the current conditions.

[0097] S104. Adjust the vehicle's maximum recovery torque based on the upper limit of energy recovery power and the upper limit of maximum power generation torque.

[0098] Understandably, the maximum regenerative torque of a vehicle refers to the highest energy recovery torque that a vehicle can achieve under braking conditions, which is determined by both the upper limit of energy recovery power and the upper limit of maximum power generation torque. For example, the maximum regenerative torque of a vehicle = min(torque corresponding to the upper limit of energy recovery power, upper limit of maximum power generation torque).

[0099] First, the upper limit of energy recovery power is closely related to the safety and performance of the power battery. If the maximum recovery torque is set too high, causing the energy recovery power to exceed this limit, the power battery may be damaged due to overcharging, affecting its service life and performance stability.

[0100] Secondly, the maximum regenerative torque limit is closely related to the safety and performance of the drive motor. If the maximum regenerative torque is set too high, the drive motor may be subjected to torque exceeding its capacity, causing problems such as motor overheating, accelerated mechanical wear, and even motor failure.

[0101] Therefore, by comprehensively considering the upper limit of energy recovery power and the upper limit of maximum power generation torque, a suitable maximum recovery torque can be determined, so that the vehicle can make full use of braking energy during the energy recovery process, while ensuring the safety of the power battery and drive motor, thus achieving the best balance between vehicle energy utilization efficiency and component safety.

[0102] S105, Send the vehicle's maximum regenerative torque to the cooperative regenerative braking system.

[0103] Understandably, a regenerative braking system is a system that combines energy recovery braking with mechanical braking, and can distribute braking force according to the vehicle's maximum regenerative torque during vehicle braking.

[0104] Therefore, after determining the vehicle's maximum regenerative torque, this maximum regenerative torque needs to be sent to the co-regenerative braking system so that the system can control the vehicle's braking process based on this torque value, thereby maximizing the recovery of the vehicle's braking energy while ensuring braking safety.

[0105] The energy recovery control method provided in this application first obtains the instantaneous recovery power of the power battery, the instantaneous maximum generating torque of the drive motor, the real-time energy recovery power of the vehicle, and the real-time motor torque of the vehicle. Then, based on the instantaneous and real-time recovery power, the upper limit of the energy recovery power is dynamically calculated, and based on the instantaneous maximum generating torque and the real-time motor torque, the upper limit of the maximum generating torque is dynamically calculated. Next, the maximum recovery torque of the vehicle is adjusted according to the upper limit of the energy recovery power and the upper limit of the maximum generating torque. Finally, the maximum recovery torque of the vehicle is sent to the cooperative regenerative braking system. This method, by obtaining the instantaneous recovery power of the power battery and the instantaneous maximum generating torque of the drive motor in real time, can accurately match the maximum recovery capacity of the power battery and the drive motor within a short period (e.g., 10 seconds), avoiding the underestimation of energy recovery capacity due to over-reliance on the 30-second peak parameter. During the dynamic calculation of the upper limit of the energy recovery power and the upper limit of the maximum generating torque, the integral transition mechanism ensures a smooth transition of recovery power and generating torque by accumulating the excess and gradually adjusting the upper limit, reducing fluctuations in mechanical braking demand caused by over-utilization of instantaneous capacity. Ultimately, by sending the dynamically adjusted maximum regenerative torque of the vehicle to the CRBS, the system can achieve intelligent distribution of energy recovery and mechanical braking, avoiding the impact of sudden changes in braking force on driving smoothness.

[0106] Figure 2 The flow chart of the energy recovery control method provided in this embodiment Figure 2 .like Figure 2 As shown. This embodiment is... Figure 1 Based on the embodiments, the implementation process of the energy recovery control method is described in detail. The energy recovery control method provided in this embodiment includes:

[0107] S201. Obtain the instantaneous regenerative power of the power battery, the instantaneous maximum generating torque of the drive motor, the real-time energy recovery power of the vehicle, and the real-time motor torque of the vehicle; the instantaneous regenerative power refers to the maximum charging power that the power battery can accept within a first duration; the instantaneous maximum generating torque refers to the maximum generating torque that the drive motor can output within a first duration.

[0108] As is understood, the explanation of step S201 can be found in the explanation of the above embodiments, and will not be repeated here.

[0109] S202. When the real-time energy recovery power is greater than or equal to the second duration recovery power, the real-time energy recovery power is integrated and the first integral value of the excess is accumulated; wherein the second duration is greater than the first duration; and if the first integral value reaches the first preset threshold, the upper limit of energy recovery power is gradually transitioned from the instantaneous recovery power to the second duration recovery power according to the first preset power transition rate.

[0110] Understandably, the second duration of regenerative braking refers to the maximum charging power that the battery can accept within a second duration. The second duration could be, for example, 30 seconds. The second duration of regenerative braking could be, for example, 30 seconds of regenerative power recovery.

[0111] The first integral value refers to the cumulative value of the portion of real-time energy recovery power exceeding the second duration recovery power, in units of... The first integral value is used to determine whether the energy recovery power limit has been triggered. For example, the first integral value can be determined by (real-time energy recovery power - second-duration recovery power) × integral window length. For instance, if the real-time energy recovery power is 80kW, the second-duration recovery power is 50kW, and the vehicle braking duration is 3 seconds, then the integral window length can be determined to be 5 seconds based on the duration, and the first integral value can be determined to be (80-50)×5=150. .

[0112] The first preset threshold refers to the critical value at which the first integral value triggers the transition of the upper limit of energy recovery power. The first preset threshold can be, for example, a proportional coefficient × instantaneous recovered power × variable time window. For instance, assuming a proportional coefficient of 0.8, a variable time of 10 seconds, and an instantaneous recovered power of 80kW, then the first preset threshold is 0.8 × 80 × 10 = 640. .

[0113] The first preset power transition rate refers to the rate at which the upper limit of energy recovery power transitions from the instantaneous recovery power to the second duration recovery power. For example, the first preset power transition rate is 50 kW / s.

[0114] In the process of dynamically calculating the upper limit of energy recovery power, the difference between the real-time energy recovery power and the recovery power over the second time period is first monitored. When the real-time energy recovery power is greater than or equal to the recovery power over the second time period, it indicates that the charging power currently being received by the power battery has reached or exceeded the stable carrying capacity threshold under the second time period. At this time, integral calculation is initiated, and the first integral value of the excess portion is accumulated. If the first integral value reaches the first preset threshold, the upper limit of energy recovery power is gradually transitioned from the instantaneous recovery power to the recovery power over the second time period through the first preset transition rate. This method can effectively avoid the over-utilization of the instantaneous carrying capacity of the power battery, thereby extending the service life of the power battery.

[0115] In one possible approach, the first preset threshold is variable, and the first preset threshold specifically includes at least one of the following:

[0116] The first method involves lowering a first preset threshold when the power battery is close to full charge and / or the power battery temperature is below a critical temperature value.

[0117] Understandably, "power battery near full charge" means that the power battery's charge level is close to the preset upper limit (such as 95%), and the recovery power needs to be limited to prevent overcharging.

[0118] When the temperature of the power battery is below the critical temperature value, it means that the temperature of the power battery is below the preset value (such as 0°C), and the recovery power needs to be limited to prevent overheating.

[0119] The second method involves raising the first preset threshold when the power battery is far from being fully charged and / or when the temperature of the power battery exceeds a critical temperature value.

[0120] Understandably, "far from full charge" means that the battery's charge level is far from the preset upper limit (such as below 80%), which can improve the efficiency of power recovery.

[0121] A power battery temperature exceeding the critical temperature value means that the power battery temperature is higher than a preset value (such as 40℃), which can improve the efficiency of power recovery utilization.

[0122] The first preset threshold is dynamically adjusted based on the battery's status (such as charge level and temperature). When the battery is near full charge or the temperature is below a critical value, the first preset threshold is lowered to trigger a faster decrease in the upper limit of energy recovery power. When the battery is far from full charge or the temperature is above the critical value, the first preset threshold is raised to extend the utilization time of instantaneous high recovery power. In this way, the control logic can be automatically adjusted according to the actual state of the battery, improving the balance between energy recovery and battery protection.

[0123] In one possible implementation, during the integral calculation of the real-time energy recovery power, the integral calculation can be performed based on the duration of vehicle braking, including:

[0124] The first method involves using a first integral window for integral calculation when the duration of vehicle braking is shorter than a third preset time.

[0125] Understandably, the first integration window refers to the time range for integration calculation. For example, the first integration window could be 5 seconds.

[0126] The duration of vehicle braking can be obtained, for example, through a braking time sensor built into the vehicle.

[0127] For example, assuming the first integration window is 5 seconds, the third preset time is known to be 10 seconds, and the duration of vehicle braking is 5 seconds, then we can first determine that the duration of vehicle braking is shorter than the third preset time, and then use the first integration window for calculation during the integration process.

[0128] The second method involves using a second integral window for integration calculation when the duration of vehicle braking exceeds a third preset time; the duration of the second integral window is longer than that of the first integral window.

[0129] For example, the second integration window refers to the time range for integration calculation. The second integration window could be, for example, 20 seconds.

[0130] For example, assuming the second integration window is 20 seconds, the third preset time is 10 seconds, and the duration of vehicle braking is 25 seconds, then we can first determine that the duration of vehicle braking is greater than the third preset time, and then use the second integration window for calculation during the integration process.

[0131] During the dynamic adjustment of the integral window, the duration of vehicle braking is acquired, and the integral window is dynamically adjusted based on the threshold result of a third preset time. For example, when the duration of vehicle braking is shorter than the third preset time, a short integral window is used to accelerate the integral transition rate and reduce the frequency of mechanical braking intervention; when the duration is longer than the third preset time, an extended integral window is used to extend the utilization time of instantaneous parameters and maximize energy recovery efficiency, thereby ensuring that the dynamic adjustment of the integral window matches the actual braking demand.

[0132] In one possible implementation, the first preset power transition rate is variable, including: the value of the first preset power transition rate when the first integral value is lower than the third preset threshold, and the value of the first preset power transition rate when the first integral value is greater than the third preset threshold and less than the first preset threshold, wherein the third preset threshold is less than the first preset threshold.

[0133] Understandably, the third preset threshold can define the interval in which the first integral value is located. The interval includes: the first interval is the first integral value < the third preset threshold, and the second interval is the third preset threshold < the first integral value < the first preset threshold.

[0134] The first preset power transition rate is a variable that can be adjusted in stages based on the range in which the first integral value falls. When the first integral value is in the first range (i.e., first integral value < third preset threshold), the first preset power transition rate will be set larger, and the power upper limit will be adjusted faster; when the first integral value is in the second range (i.e., third preset threshold < first integral value < first preset threshold), the first preset power transition rate will be set smaller, and the power upper limit will be adjusted more smoothly. Through staged speed adjustment, energy recovery efficiency and system adjustment stability are balanced while ensuring the safety of the power battery.

[0135] S203. If the real-time energy recovery power is less than the second duration recovery power and the duration exceeds the first preset time, the upper limit of the energy recovery power is gradually transitioned from the second duration recovery power to the instantaneous recovery power according to the second preset power transition rate.

[0136] Understandably, the first preset time refers to the minimum time threshold during which the real-time energy recovery power remains below the second preset time, used to trigger a transition. The first preset time could be, for example, 15 seconds.

[0137] The second preset power transition rate refers to the rate at which the upper limit of energy recovery power transitions from the second duration recovery power to the instantaneous recovery power. The second preset power filtering rate can be the same as or different from the first preset power transition rate. For example, the second preset power filtering rate can be 50 kW / s.

[0138] When the real-time energy recovery power is consistently lower than the second duration recovery power, it indicates that the instantaneous load capacity of the power battery has recovered to a safe range. There is no need to strictly limit the energy recovery power anymore. The upper limit of the energy recovery power can be gradually increased to the instantaneous recovery power according to the second preset power transition rate, so as to quickly restore the full utilization of the instantaneous recovery power and avoid the decline in the energy recovery efficiency of the whole vehicle.

[0139] S204. When the real-time motor torque is greater than or equal to the maximum generating torque for the second duration, the real-time motor torque is integrally calculated, and the second integral value of the excess portion is accumulated; and if the second integral value reaches the second preset threshold, the upper limit of the maximum generating torque is gradually transitioned from the instantaneous maximum generating torque to the maximum generating torque for the second duration according to the first preset torque transition rate.

[0140] As is understandable, real-time motor torque refers to the actual torque generated by the drive motor at the current moment, measured in Newton-meters (Nm). Real-time motor torque can be obtained through the motor controller. For example, during high-speed braking, the real-time motor torque is 280 Nm.

[0141] The maximum generating torque for the second duration refers to the maximum generating torque that the drive motor can output within a second duration. The second duration can be, for example, 30 seconds. Therefore, the maximum generating torque for the second duration is the maximum generating torque over 30 seconds.

[0142] The second integral value refers to the cumulative value of the real-time motor torque exceeding the maximum generating torque over the second duration, in units of... The second integral value is used to determine whether the transition to the maximum generated torque limit is triggered. The second integral value can be determined, for example, by multiplying (real-time motor torque - maximum generated torque over the second duration) by the integral window length. For instance, if the real-time motor torque is 280 Nm, the maximum generated torque over the second duration is 250 Nm, and the vehicle braking duration is 10 seconds, then the integral window length can be determined to be 10 seconds based on the duration, and subsequently, the second integral value can be determined to be (280-250)×10=300 Nm / s.

[0143] The second preset threshold refers to the critical value at which the second integral value triggers the transition of the maximum generated torque upper limit. The second preset threshold can be, for example, the proportional coefficient × the maximum generated torque over the second duration × the calibration time. For instance, assuming the proportional coefficient is 0.9, the maximum generated torque over the second duration is 300 Nm, and the calibration time is 10 s, then the second preset threshold is 0.9 × 300 × 10 = 2700 Nm / s.

[0144] The first preset torque transition rate refers to the rate at which the upper limit of the maximum generated torque gradually transitions from the instantaneous maximum generated torque to the second duration maximum generated torque. For example, it can be 10 Nm / s.

[0145] In the process of dynamically calculating the upper limit of the maximum generated torque, the difference between the real-time actual torque of the motor and the maximum generated torque over the second time period is first monitored. When the real-time actual torque of the motor is greater than or equal to the maximum generated torque over the second time period, it indicates that the current output torque of the motor has reached or exceeded the stable operating boundary under the second time period dimension, and the torque upper limit limiting mechanism needs to be activated. At this time, integral calculation is started, and the second integral value of the excess portion is accumulated. If the second integral value reaches the second preset threshold, the upper limit of the maximum generated torque is gradually adjusted from the instantaneous maximum generated torque to the maximum generated torque over the second time period according to the first preset transition rate. This method can prevent the motor from operating under the condition of exceeding the threshold torque for a long time, ensuring the safety and stability of motor operation and extending the service life of the motor.

[0146] In one possible approach, the second preset threshold is variable, and the second preset threshold specifically includes at least one of the following:

[0147] The first method involves lowering the second preset threshold when the power battery is close to full charge and / or the power battery temperature is below the critical temperature value.

[0148] Understandably, "power battery near full charge" means that the power battery's charge level is close to the preset upper limit (such as 95%), and the recovery power needs to be limited to prevent overcharging.

[0149] When the temperature of the power battery is below the critical temperature value, it means that the temperature of the power battery is below the preset value (such as 0°C), and the recovery power needs to be limited to prevent overheating.

[0150] The second method involves raising the second preset threshold when the power battery is far from being fully charged and / or when the temperature of the power battery exceeds the critical temperature value.

[0151] Understandably, "far from full charge" means that the battery's charge level is far from the preset upper limit (such as below 80%), which can improve the efficiency of power recovery.

[0152] A power battery temperature exceeding the critical temperature value means that the power battery temperature is higher than a preset value (such as 40℃), which can improve the efficiency of power recovery utilization.

[0153] By dynamically adjusting a second preset threshold based on the battery status, the system's adaptability to different battery operating conditions is improved. When the battery is near full charge or at low temperatures, lowering the threshold avoids the risks of overcharging or overheating; when the battery is far from full charge or at high temperatures, raising the threshold maximizes energy recovery efficiency. This method automatically optimizes the control logic based on the battery status, avoiding the rigidity of the control strategy caused by a fixed threshold.

[0154] In one possible implementation, during the integral calculation of the real-time motor torque, the integral calculation can be performed based on the duration of vehicle braking, including:

[0155] The first method involves using a third integral window for integral calculation when the duration of vehicle braking is shorter than a third preset time.

[0156] Understandably, the third integration window refers to the time range for integration calculation. For example, the third integration window could be 3 seconds.

[0157] The duration of vehicle braking can be obtained, for example, through the vehicle's built-in braking sensors.

[0158] For example, assuming the third integration window is 10 seconds, the third preset time is known to be 10 seconds, and the duration of vehicle braking is 10 seconds, then we can first determine that the duration of vehicle braking is equal to the third preset time, and then use the third integration window for calculation during the integration process.

[0159] The second method involves using a fourth integral window for integration calculation when the duration of vehicle braking exceeds the third preset time; the duration of the fourth integral window is longer than that of the third integral window.

[0160] Understandably, the fourth integration window is the time range for integration calculation. For example, the fourth integration window could be 20 seconds.

[0161] For example, suppose the fourth integral window is 20 seconds. Given that the third preset time is 10 seconds and the vehicle's braking duration is 25 seconds, we can determine that the vehicle's braking duration is greater than the third preset time. Subsequently, the fourth integral window can be used for calculation during the calculation process.

[0162] During the integration calculation of real-time motor torque, the braking duration of the vehicle can be obtained through a braking time sensor, and the corresponding integration window duration can be matched based on the threshold result of a third preset time. For example, when the vehicle braking duration is shorter than the third preset time, a short-time integration window is used to accelerate the integration transition rate of real-time motor torque and reduce the frequency of mechanical braking intervention; when the braking duration is longer than the third preset time, a long-time integration window is used to extend the effective utilization time of instantaneous generated torque parameters and maximize the energy recovery efficiency of the entire vehicle, thereby ensuring that the dynamic adjustment of the integration window matches the actual braking demand.

[0163] In one possible implementation, the first preset torque transition rate is variable, including: the value of the first preset torque transition rate when the second integral value is lower than the fourth preset threshold, and the value of the first preset torque transition rate when the second integral value is greater than the fourth preset threshold and less than the second preset threshold, wherein the fourth preset threshold is less than the second preset threshold.

[0164] Understandably, the fourth preset threshold can define the interval in which the second integral value is located. The interval includes: the first interval is the second integral value < the fourth preset threshold, and the second interval is the fourth preset threshold < the second integral value < the second preset threshold.

[0165] The first preset torque transition rate is a variable that can be adjusted in stages based on the range in which the second integral value falls. When the second integral value is in the first range (i.e., second integral value < fourth preset threshold), the first preset torque transition rate will be set larger, and the adjustment speed of the maximum power generation torque limit will be faster; when the second integral value is in the second range (i.e., fourth preset threshold < second integral value < second preset threshold), the first preset torque transition rate will be set smaller, and the adjustment speed of the maximum power generation torque limit will be smoother. This method can ensure that the dynamic adjustment of the transition rate matches the integral value stage.

[0166] S205. If the real-time motor torque is less than the maximum generating torque for the second duration and the duration exceeds the second preset time, the upper limit of the maximum generating torque will be gradually transitioned from the maximum generating torque for the second duration to the instantaneous maximum generating torque according to the second preset torque transition rate.

[0167] Understandably, the second preset time refers to the minimum time threshold during which the real-time motor torque remains below the maximum generated torque for the second duration, used to trigger a transition. The second preset time could be, for example, 15 seconds.

[0168] The second preset torque transition rate refers to the rate at which the upper limit of the maximum generated torque transitions from the maximum generated torque over a second duration to the instantaneous maximum generated torque. The second preset torque transition rate can be the same as or different from the first preset torque transition rate. For example, the second preset torque transition rate can be 10 Nm / s.

[0169] When the real-time motor torque is continuously lower than the maximum generated torque for the second time period for more than the second preset time, it indicates that the current operating condition of the motor has returned to the safe range. There is no need to limit the upper limit of the generated torque. The upper limit of the maximum generated torque can be gradually increased to the instantaneous maximum generated torque according to the second preset torque transition rate, so as to fully release the potential of the generated torque of the motor and improve the braking energy recovery efficiency of the whole vehicle.

[0170] S206. Adjust the vehicle's maximum recovery torque based on the minimum value of the upper limit of energy recovery power and the minimum value of the upper limit of maximum power generation torque.

[0171] Understandably, the minimum value of the upper limit of energy recovery power refers to the minimum value among the pre-calibrated upper limits of energy recovery power under all operating conditions of vehicle energy recovery (including different vehicle speeds, battery SOC, ambient temperature, etc.) in order to avoid over-power generation of the motor, overcharging of the battery, or overload of the electrical system.

[0172] The minimum value of the maximum generating torque limit refers to the minimum value among the pre-calibrated allowable upper limits of generating torque under the motor generating mode, taking into account factors such as the mechanical strength of the motor and the load-bearing capacity of the transmission system.

[0173] The maximum regenerative torque of a vehicle refers to the maximum regenerative torque that a vehicle can achieve during braking.

[0174] By calculating the maximum regenerative torque of the vehicle based on the minimum of the upper limit of energy recovery power and the upper limit of maximum power generation torque, the system ensures that the energy recovery efficiency is maximized within the performance limitations of the power battery and drive motor, avoiding the decrease in energy recovery efficiency due to unilateral performance limitations, while ensuring the stability of braking performance.

[0175] For example, assuming the minimum upper limit of energy recovery power is 30kW and the minimum upper limit of maximum generating torque is 90Nm, when the vehicle is traveling at low speed and the motor speed is 3000rpm, first convert the 30kW power limit into a torque limit, i.e., 30×9550 / 3000=95.5Nm. Then take the smaller value of this torque limit and 90Nm, which is 90Nm. Finally, add other constraints such as the current charging capacity of the battery to obtain the final maximum recoverable torque of the vehicle.

[0176] S207, Send the vehicle's maximum regenerative torque to the cooperative regenerative braking system.

[0177] It is understood that the explanation of step S207 can be found in the explanation of the above embodiments, and will not be repeated here.

[0178] The energy recovery control method provided in this application first obtains the instantaneous recovery power of the power battery, the instantaneous maximum generating torque of the drive motor, the real-time energy recovery power of the vehicle, and the real-time motor torque of the vehicle. Then, based on the comparison result of the real-time energy recovery power and the second-time recovery power, the upper limit of the energy recovery power is dynamically adjusted. At the same time, based on the comparison result of the real-time motor torque and the second-time maximum generating torque, the upper limit of the maximum generating torque is dynamically adjusted. Next, based on the minimum value of the upper limit of the energy recovery power and the minimum value of the upper limit of the maximum generating torque, the maximum recovery torque of the vehicle is adjusted. Finally, the maximum recovery torque of the vehicle is sent to the cooperative regenerative braking system.

[0179] This method dynamically matches the instantaneous performance states of the power battery and the drive motor. When the performance of the power battery or the drive motor is limited, it dynamically adjusts the upper limit of the energy recovery power and the generated torque to make full use of the instantaneously recoverable power or torque resources, thereby improving energy recovery efficiency and reducing the overall vehicle energy consumption without sacrificing braking performance.

[0180] Figure 3 This is a schematic diagram of the structure of the energy recovery control device provided in the embodiments of this application, as shown below. Figure 3 As shown, this application embodiment provides an energy recovery control device, the device 300 including:

[0181] The acquisition module 301 is used to acquire the instantaneous regenerative power of the power battery, the instantaneous maximum generating torque of the drive motor, the real-time energy recovery power of the vehicle, and the real-time motor torque of the vehicle; the instantaneous regenerative power refers to the maximum charging power that the power battery can accept within a first duration; the instantaneous maximum generating torque refers to the maximum generating torque that the drive motor can output within a first duration.

[0182] The calculation module 302 is used to dynamically calculate the upper limit of energy recovery power based on instantaneous recovery power and real-time energy recovery power; the upper limit of energy recovery power is variable.

[0183] The calculation module 302 is also used to dynamically calculate the upper limit of the maximum power generation torque based on the instantaneous maximum power generation torque and the real-time motor torque; the upper limit of the maximum power generation torque is variable;

[0184] The adjustment module 303 is used to adjust the maximum recovery torque of the vehicle based on the upper limit of energy recovery power and the upper limit of maximum power generation torque;

[0185] The transmitting module 304 is used to transmit the vehicle's maximum regenerative torque to the cooperative regenerative braking system.

[0186] In one possible implementation, the device further includes a transition module 305;

[0187] The transition module 305 is used to perform an integral calculation on the real-time energy recovery power when the real-time energy recovery power is greater than or equal to the second duration recovery power, and accumulate a first integral value of the excess portion; wherein the second duration is greater than the first duration; and if the first integral value reaches a first preset threshold, the upper limit of the energy recovery power is gradually transitioned from the instantaneous recovery power to the second duration recovery power according to a first preset power transition rate.

[0188] The transition module 305 is also used to gradually transition the upper limit of energy recovery power from the second duration recovery power to the instantaneous recovery power according to the second preset power transition rate when the real-time energy recovery power is less than the second duration recovery power and the duration exceeds the first preset time.

[0189] In one possible implementation, the transition module 305 is further configured to perform an integral calculation on the real-time motor torque when the real-time motor torque is greater than or equal to the second duration maximum generating torque, and accumulate the second integral value of the excess portion; and if the second integral value reaches a second preset threshold, then gradually transition the upper limit of the maximum generating torque from the instantaneous maximum generating torque to the second duration maximum generating torque according to the first preset torque transition rate.

[0190] The transition module 305 is also used to gradually transition the upper limit of the maximum generated torque from the maximum generated torque over the second duration to the instantaneous maximum generated torque according to the second preset torque transition rate when the real-time motor torque is less than the maximum generated torque over the second duration and the duration exceeds the second preset time.

[0191] In one possible implementation, the device further includes: a lowering module 306;

[0192] The reduction module 306 is used to reduce the first preset threshold when the power battery is close to full charge and / or the temperature of the power battery is below the temperature critical value.

[0193] The device also includes: lifting module 307;

[0194] The riser module 307 is configured to raise a first preset threshold when the power battery is far from a fully charged state and / or when the temperature of the power battery exceeds a critical temperature value; and / or,

[0195] The reduction module 306 is also used to reduce the second preset threshold when the power battery is close to full charge and / or the temperature of the power battery is below the temperature critical value.

[0196] The lifting module 307 is also used to raise a second preset threshold when the power battery is far from being fully charged and / or when the temperature of the power battery is greater than a temperature critical value.

[0197] In one possible implementation, the calculation module 302 is specifically used to perform integral calculation of the real-time energy recovery power using a first integral window when the duration of vehicle braking is shorter than a third preset time, and a second integral window when the duration of vehicle braking is longer than the third preset time; the duration of the second integral window is longer than the duration of the first integral window; and / or,

[0198] The calculation module 302 is specifically used to perform integral calculation on the real-time motor torque. When the duration of vehicle braking is shorter than the third preset time, the third integral window is used for integral calculation. When the duration of vehicle braking is longer than the third preset time, the fourth integral window is used for integral calculation. The duration of the fourth integral window is longer than the duration of the third integral window.

[0199] In one possible implementation, the first preset power transition rate is variable, wherein the value of the first preset power transition rate when the first integral value is lower than the third preset threshold is greater than the value of the first preset power transition rate when the first integral value is greater than the third preset threshold but less than the first preset threshold, and the third preset threshold is less than the first preset threshold; and / or,

[0200] The first preset torque transition rate is variable. The value of the first preset torque transition rate when the second integral value is lower than the fourth preset threshold is greater than the value of the first preset torque transition rate when the second integral value is greater than the fourth preset threshold and less than the second preset threshold. The fourth preset threshold is less than the second preset threshold.

[0201] In one possible implementation, the device further includes: an adjustment module 308;

[0202] The adjustment module 308 is used to adjust the maximum recovery torque of the vehicle based on the minimum value of the upper limit of energy recovery power and the minimum value of the upper limit of maximum power generation torque.

[0203] The energy recovery control device provided in this application embodiment can be used to execute the technical solution of the energy recovery control method in any of the above embodiments of this application. Its implementation principle and technical effect are similar, and will not be described again in this embodiment.

[0204] Figure 4 A schematic diagram of the structure of the electronic device provided in this application. Figure 4 As shown, the electronic device 400 provided in this embodiment includes at least one processor 401 and a memory 402. Optionally, the device 400 further includes a communication component 403. The processor 401, memory 402, and communication component 403 are connected via a bus 404.

[0205] In a specific implementation, at least one processor 401 executes computer execution instructions stored in memory 402, causing at least one processor 401 to perform the above-described method.

[0206] The specific implementation process of processor 401 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0207] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0208] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0209] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0210] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0211] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0212] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0213] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0214] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0215] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0216] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0217] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0218] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0219] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. An energy recovery control method, characterized in that, Applied to a vehicle, the vehicle including a power battery and a drive motor, the method includes: The instantaneous regenerative power of the power battery, the instantaneous maximum generating torque of the drive motor, the real-time energy recovery power of the vehicle, and the real-time motor torque of the vehicle are obtained; the instantaneous regenerative power refers to the maximum charging power that the power battery can accept within a first duration; the instantaneous maximum generating torque refers to the maximum generating torque that the drive motor can output within the first duration. Based on the instantaneous recovery power and the real-time energy recovery power, the upper limit of energy recovery power is dynamically calculated; the upper limit of energy recovery power is variable. Based on the instantaneous maximum power generation torque and the real-time motor torque, the upper limit of the maximum power generation torque is dynamically calculated; the upper limit of the maximum power generation torque is variable. The maximum recovery torque of the vehicle is adjusted according to the upper limit of the energy recovery power and the upper limit of the maximum power generation torque; The maximum regenerative torque of the vehicle is sent to the cooperative regenerative braking system.

2. The method according to claim 1, characterized in that, The dynamic calculation of the upper limit of energy recovery power based on the instantaneous recovery power and the real-time energy recovery power includes: When the real-time energy recovery power is greater than or equal to the second duration recovery power, the real-time energy recovery power is integrally calculated, and the first integral value of the excess portion is accumulated; wherein, the second duration is greater than the first duration; and, if the first integral value reaches a first preset threshold, the upper limit of the energy recovery power is gradually transitioned from the instantaneous recovery power to the second duration recovery power according to a first preset power transition rate. If the real-time energy recovery power is less than the second duration recovery power and the duration exceeds the first preset time, then the upper limit of the energy recovery power is gradually transitioned from the second duration recovery power to the instantaneous recovery power according to the second preset power transition rate.

3. The method according to claim 2, characterized in that, The step of dynamically calculating the upper limit of the maximum power generation torque based on the instantaneous maximum power generation torque and the real-time motor torque includes: When the real-time motor torque is greater than or equal to the second time-limited maximum generating torque, the real-time motor torque is integrally calculated, and the second integral value of the excess portion is accumulated; and if the second integral value reaches the second preset threshold, the upper limit of the maximum generating torque is gradually transitioned from the instantaneous maximum generating torque to the second time-limited maximum generating torque according to the first preset torque transition rate. If the real-time motor torque is less than the second duration maximum generating torque and the duration exceeds the second preset time, then the upper limit of the maximum generating torque is gradually transitioned from the second duration maximum generating torque to the instantaneous maximum generating torque according to the second preset torque transition rate.

4. The method according to claim 3, characterized in that, The first preset threshold is variable. When the power battery is close to full charge and / or the temperature of the power battery is below the temperature critical value, the first preset threshold is reduced. When the power battery is far from full charge and / or the temperature of the power battery is above the temperature critical value, the first preset threshold is increased. And / or, The second preset threshold is variable. When the power battery is close to full charge and / or the temperature of the power battery is below the temperature threshold, the second preset threshold is decreased. When the power battery is far from full charge and / or the temperature of the power battery is above the temperature threshold, the second preset threshold is increased.

5. The method according to claim 3 or 4, characterized in that, During the integration calculation of the real-time energy recovery power, if the duration of vehicle braking is shorter than a third preset time, a first integration window is used for integration calculation; if the duration of vehicle braking is longer than the third preset time, a second integration window is used for integration calculation; the duration of the second integration window is longer than the duration of the first integration window. And / or, During the integration calculation of the real-time motor torque, if the duration of vehicle braking is shorter than the third preset time, a third integration window is used for integration calculation; if the duration of vehicle braking is longer than the third preset time, a fourth integration window is used for integration calculation; the duration of the fourth integration window is longer than the duration of the third integration window.

6. The method according to claim 3 or 4, characterized in that, The first preset power transition rate is variable. The value of the first preset power transition rate when the first integral value is lower than the third preset threshold is greater than the value of the first preset power transition rate when the first integral value is greater than the third preset threshold and less than the first preset threshold. The third preset threshold is less than the first preset threshold. And / or, The first preset torque transition rate is variable. The value of the first preset torque transition rate when the second integral value is lower than the fourth preset threshold is greater than the value of the first preset torque transition rate when the second integral value is greater than the fourth preset threshold and less than the second preset threshold. The fourth preset threshold is less than the second preset threshold.

7. The method according to any one of claims 1-4, characterized in that, The step of adjusting the maximum recovery torque of the vehicle based on the upper limit of energy recovery power and the upper limit of maximum power generation torque includes: The maximum recovered torque of the vehicle is adjusted based on the minimum value of the upper limit of the energy recovery power and the minimum value of the upper limit of the maximum generated torque.

8. An energy recovery control device, characterized in that, Applied to a vehicle, the vehicle including a power battery and a drive motor, the method includes: The acquisition module is used to acquire the instantaneous regenerative power of the power battery, the instantaneous maximum generating torque of the drive motor, the real-time energy recovery power of the vehicle, and the real-time motor torque of the vehicle; the instantaneous regenerative power refers to the maximum charging power that the power battery can accept within a first duration; the instantaneous maximum generating torque refers to the maximum generating torque that the drive motor can output within the first duration; The calculation module is used to dynamically calculate the upper limit of energy recovery power based on the instantaneous recovery power and the real-time energy recovery power; the upper limit of energy recovery power is variable. The calculation module is also used to dynamically calculate the upper limit of the maximum power generation torque based on the instantaneous maximum power generation torque and the real-time motor torque; the upper limit of the maximum power generation torque is variable; An adjustment module is used to adjust the maximum recovery torque of the vehicle based on the upper limit of the energy recovery power and the upper limit of the maximum power generation torque; The transmitting module is used to transmit the maximum regenerative torque of the vehicle to the cooperative regenerative braking system.

9. An electronic device, characterized in that, include: Memory and processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-7.

11. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method according to any one of claims 1-7.

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