Torque control of vehicle, vehicle and computer readable storage medium

Abstract

The embodiment of the invention provides torque control of a vehicle, the vehicle and a computer readable storage medium, and relates to the technical field of vehicles. The method comprises the steps that in response to the fact that the vehicle is in an energy recovery mode, target deceleration is determined based on preset deceleration and a road slope value, and the energy recovery mode is used for converting kinetic energy of the vehicle into electric energy; determining a required braking torque of the vehicle based on the target deceleration and the actual deceleration; a torque control instruction is generated based on the required braking torque and the maximum regenerative braking torque, the maximum regenerative braking torque is the maximum value of the regenerative braking torque provided by the motor, and the regenerative braking torque is the reverse torque generated by the motor when the vehicle decelerates; and controlling the output torque of the motor or the friction brake based on the torque control instruction. The technical problem that the energy recovery performance of a sliding energy recovery system in the prior art is unstable under different slope conditions is solved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to a torque control system for a vehicle, a vehicle, and a computer-readable storage medium. Background Technology

[0002] The rise of new energy vehicles has driven the development of energy recovery technology, especially coasting energy recovery technology. Coasting energy recovery technology can convert the vehicle's kinetic energy into electrical energy and store it in the battery during the coasting phase when the vehicle does not need to accelerate or brake urgently, which significantly improves the vehicle's energy efficiency and driving range, and has become one of the key means of energy conservation and emission reduction for new energy vehicles.

[0003] Currently, traditional coasting energy recovery systems offer fixed energy recovery levels, each corresponding to different braking forces or decelerations. However, this design reveals significant limitations when facing complex road conditions, especially inclines. During uphill and downhill driving, the gradient effect under gravity directly impacts the vehicle's natural coasting behavior, thus interfering with the preset energy recovery effect. Specifically, when going uphill, even if the driver intends a smooth coasting experience, the vehicle may decelerate too quickly due to the additional gravitational force, causing a jerking sensation. Conversely, when going downhill, the same preset recovery level may result in insufficient braking force, causing the vehicle to accelerate and coast, reducing energy recovery efficiency and increasing safety hazards.

[0004] There is currently no good solution to the above problems. Summary of the Invention

[0005] This application provides a torque control system for a vehicle, a vehicle, and a computer-readable storage medium to at least solve the technical problem of unstable energy recovery performance in coasting energy recovery systems under different slope conditions in related technologies.

[0006] According to one aspect of the embodiments of this application, a torque control method for a vehicle is provided, comprising: in response to the vehicle being in an energy recovery mode, determining a target deceleration based on a preset deceleration and a road slope value, wherein the energy recovery mode is used to convert the kinetic energy of the vehicle into electrical energy, and the road slope value is the slope value of the road where the vehicle is located; determining the required braking torque of the vehicle based on the target deceleration and the actual deceleration, wherein the actual deceleration is used to represent the rate at which the vehicle decelerates during driving; generating a torque control command based on the required braking torque and the maximum regenerative braking torque, wherein the maximum regenerative braking torque is the maximum value of the regenerative braking torque provided by the motor, and the regenerative braking torque is the reverse torque generated by the motor when the vehicle decelerates; and controlling the output torque of the motor or a friction brake based on the torque control command.

[0007] Furthermore, the method also includes: acquiring vehicle state data, wherein the state data includes at least the accelerator pedal opening and brake pedal opening; in response to the accelerator pedal opening being less than a first opening threshold and the brake pedal opening being less than a second opening threshold, determining that the vehicle is in a coasting state, and controlling the vehicle to enter an energy recovery mode, wherein the coasting state is a state in which the vehicle is moving forward by inertia.

[0008] Furthermore, determining the target deceleration based on the preset deceleration and road slope value includes: determining the acceleration component based on the road slope value and gravitational acceleration; and performing slope correction on the preset deceleration based on the acceleration component and correction coefficient to obtain the target deceleration, wherein the correction coefficient is used to adjust the correction strength of the slope on the target deceleration.

[0009] Furthermore, determining the vehicle's required braking torque based on the target deceleration and the actual deceleration includes: obtaining the vehicle's current actual deceleration; determining the deceleration deviation between the target deceleration and the actual deceleration; and adjusting the deceleration deviation using a closed-loop controller to obtain the required braking torque.

[0010] Furthermore, obtaining the vehicle's current actual deceleration includes: determining the actual deceleration based on the vehicle's longitudinal acceleration; or, differentiating the vehicle's speed to obtain the actual deceleration.

[0011] Furthermore, generating a torque control command based on the demand braking torque and the maximum regenerative braking torque includes: in response to the demand braking torque being less than or equal to the maximum regenerative braking torque, generating a first torque control command based on the demand braking torque, wherein the first torque control command is used to control the motor to output the demand braking torque.

[0012] Furthermore, generating a torque control command based on the demand braking torque and the maximum regenerative braking torque includes: in response to the demand braking torque being greater than the maximum regenerative braking torque, generating a second torque control command based on the maximum regenerative braking torque, wherein the second torque control command is used to control the motor to output the maximum regenerative braking torque; determining the torque deviation between the demand braking torque and the maximum regenerative braking torque; and generating a third torque control command based on the torque deviation, wherein the third torque control command is used to control the torque deviation of the friction brake output.

[0013] Furthermore, the method also includes: controlling the vehicle to exit the energy recovery mode in response to the accelerator pedal opening being greater than or equal to a first opening threshold, or the brake pedal opening being greater than or equal to a second opening threshold, or the vehicle speed being less than a preset vehicle speed threshold.

[0014] According to another aspect of the embodiments of this application, a torque control device for a vehicle is also provided, comprising: a first determining module, configured to determine a target deceleration based on a preset deceleration and a road slope value in response to the vehicle being in an energy recovery mode, wherein the energy recovery mode is used to convert the kinetic energy of the vehicle into electrical energy, and the road slope value is the slope value of the road where the vehicle is located; a second determining module, configured to determine the required braking torque of the vehicle based on the target deceleration and the actual deceleration, wherein the actual deceleration is used to represent the rate at which the vehicle decelerates during driving; a generating module, configured to generate a torque control command based on the required braking torque and the maximum regenerative braking torque, wherein the maximum regenerative braking torque is the maximum value of the regenerative braking torque provided by the motor, and the regenerative braking torque is the reverse torque generated by the motor when the vehicle decelerates; and a control module, configured to control the output torque of the motor or friction brake based on the torque control command.

[0015] According to another aspect of the embodiments of this application, a vehicle is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0016] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0017] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0018] In this embodiment, firstly, in response to the vehicle being in energy recovery mode, a target deceleration is determined based on a preset deceleration and a road slope value. The energy recovery mode converts the vehicle's kinetic energy into electrical energy, and the road slope value is the gradient of the road where the vehicle is located. Then, the required braking torque of the vehicle is determined based on the target deceleration and the actual deceleration, where the actual deceleration represents the rate at which the vehicle decelerates during driving. Next, a torque control command is generated based on the required braking torque and the maximum regenerative braking torque, where the maximum regenerative braking torque is the maximum value of the regenerative braking torque provided by the motor, and the regenerative braking torque is the reverse torque generated by the motor when the vehicle decelerates. Finally, the output torque of the motor or friction brake is controlled based on the torque control command. This achieves intelligent regulation of energy recovery, resulting in stable and efficient energy recovery, and thus solves the technical problem of unstable energy recovery performance in coasting energy recovery systems under different slope conditions in related technologies. Attached Figure Description

[0019] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0020] Figure 1 This is a flowchart of a torque control method for a vehicle according to one embodiment of this application;

[0021] Figure 2 This is a structural block diagram of a gliding energy recovery system according to one embodiment of this application;

[0022] Figure 3 This is a structural block diagram of a vehicle torque control device according to one embodiment of this application. Detailed Implementation

[0023] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0024] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0025] With the popularization of new energy vehicles, coasting energy recovery technology has become one of the key technologies for improving vehicle range. Coasting energy recovery refers to the use of the vehicle's inertia to drive the motor to generate electricity while the vehicle is coasting (not accelerating or braking), converting kinetic energy into electrical energy stored in the battery, and simultaneously generating braking force.

[0026] Traditional coasting energy recovery systems typically offer several fixed energy recovery intensity levels (such as "high," "medium," and "low"), each corresponding to a fixed braking force or deceleration. However, this open-loop control method has a significant drawback: it does not consider the influence of road gradient.

[0027] On flat roads, the set recovery level may produce the expected deceleration. However, on uphill sections, due to the resistance of gravity, the actual deceleration will be greater than expected, causing the vehicle to decelerate too quickly, creating a "jerk" sensation, affecting comfort, and potentially resulting in loss of kinetic energy due to premature deceleration. Furthermore, on downhill sections, gravity will push the vehicle to accelerate, making the fixed recovery braking force insufficient to maintain the target deceleration, causing the vehicle to slide faster and faster, reducing energy recovery efficiency, and posing safety hazards.

[0028] Therefore, there is an urgent need for a control scheme that can adapt to changes in road slope and achieve stable, smooth, and efficient energy recovery. This application provides an intelligent coasting energy recovery method and system that can dynamically correct the target deceleration based on real-time slope information and achieve precise following through closed-loop control, thereby improving energy recovery efficiency, driving smoothness, and safety.

[0029] According to an embodiment of this application, a method embodiment for torque control of a vehicle is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0030] This embodiment provides a torque control method for a vehicle. Figure 1 This is a flowchart of a vehicle torque control method according to one embodiment of this application, such as... Figure 1 As shown, the process includes the following steps:

[0031] Step S11: In response to the vehicle being in energy recovery mode, a target deceleration is determined based on a preset deceleration and a road slope value. The energy recovery mode is used to convert the vehicle's kinetic energy into electrical energy, and the road slope value is the slope value of the road where the vehicle is located.

[0032] In this embodiment, the energy recovery mode is used to convert the vehicle's kinetic energy into electrical energy. This energy recovery mode is a widely used technology in new energy vehicles, primarily aimed at improving the vehicle's energy efficiency. When a vehicle decelerates or coasts, traditional gasoline vehicles typically dissipate kinetic energy as heat. New energy vehicles, however, utilize the energy recovery mode to convert this kinetic energy into electrical energy using the electric motor in the drive system, which is then stored in the battery for powering subsequent vehicle driving or other onboard electrical systems. The energy recovery mode not only helps extend the vehicle's driving range but also reduces energy consumption and emissions, making it one of the key technologies for energy conservation, emission reduction, and improved energy efficiency in new energy vehicles.

[0033] Preset deceleration refers to the deceleration target set in advance by the driver or vehicle control system, denoted as atarget_base, which reflects the degree of vehicle deceleration that the driver hopes to achieve during coasting energy recovery.

[0034] The road gradient is the slope of the road where the vehicle is located, denoted as θ. In other words, the road gradient refers to the inclination of the road where the vehicle is located, usually expressed as an angle or percentage, and is an important environmental factor affecting the vehicle's coasting deceleration.

[0035] The target deceleration, denoted as atarget_comp, is a modified target deceleration. It represents the deceleration the system expects the vehicle to achieve in energy recovery mode, guiding the generation of braking torque. The target deceleration is a dynamically adjusted value, incorporating the driver's preset target deceleration and the influence of the current road gradient on deceleration.

[0036] As can be seen, when the vehicle enters the energy recovery mode, the coasting energy recovery system of this application calculates a corrected target deceleration based on the driver's preset or system default target deceleration (i.e., preset deceleration) and combined with the real-time collected road slope value. This correction aims to eliminate deceleration fluctuations caused by slope changes by taking into account the influence of gravity under different slopes, so that the vehicle can smoothly convert kinetic energy into electrical energy when coasting.

[0037] Therefore, through slope correction, the coasting energy recovery system of this application can ensure that the vehicle does not experience unexpected acceleration or deceleration when going uphill, avoiding a jerky feeling and thus improving driving comfort. Furthermore, when going downhill, the corrected target deceleration can effectively prevent the risk of vehicle acceleration loss of control, ensuring driving safety. In addition, the corrected target deceleration is closer to the vehicle's optimal deceleration under actual slope conditions, helping to maximize energy recovery and improve vehicle range. Therefore, this application enables the vehicle to maintain a stable and predictable deceleration at any slope, avoiding both unexpected excessive deceleration when going uphill and preventing acceleration loss of control when going downhill, thereby improving energy recovery efficiency and enhancing driving smoothness and safety.

[0038] Step S12: Determine the required braking torque of the vehicle based on the target deceleration and the actual deceleration, wherein the actual deceleration is used to represent the rate at which the vehicle decelerates during driving.

[0039] In this embodiment, actual deceleration is used to represent the rate at which the vehicle decelerates during driving, denoted as aactual. Actual deceleration is the real-time deceleration of the vehicle during actual driving due to various external forces (such as friction, air resistance, and gradient). Actual deceleration is an important parameter for real-time monitoring and feedback by the system, used to compare with the target deceleration to evaluate the effectiveness of the current control strategy.

[0040] Demand braking torque refers to the total braking torque required for the vehicle to achieve the target deceleration, denoted as Ttotal_req. Demand braking torque can include the regenerative braking torque of the electric motor and the braking torque of the friction brake, and is a direct output of the energy recovery control algorithm.

[0041] As can be seen, the coasting energy recovery system of this application continuously monitors the vehicle's actual deceleration and compares it with the target deceleration. For example, if the actual deceleration is lower than the target deceleration, the system will use a closed-loop control algorithm, such as proportional-integral-derivative (PID) control, to determine the amount of braking torque that needs to be increased to achieve the target deceleration. The key to closed-loop control is real-time adjustment to ensure that the vehicle can accurately follow the target deceleration curve and achieve stable coasting.

[0042] Therefore, through closed-loop control, the closed-loop control strategy of this application can adjust the braking torque in real time, ensuring a precise match between the vehicle's actual deceleration and the target deceleration, thereby avoiding excessive or insufficient deceleration and achieving a smoother driving experience. Furthermore, by dynamically optimizing the braking torque, this application can ensure sufficient recovery of vehicle kinetic energy and conversion into electrical energy under various driving conditions (including uphill and downhill), thereby improving the driving range and energy efficiency of new energy vehicles. In addition, this application does not rely on a fixed braking force level, but adjusts according to real-time road conditions and vehicle status, significantly enhancing the flexibility of the energy recovery control system and its adaptability to complex road conditions.

[0043] Step S13: Generate torque control command based on demand braking torque and maximum regenerative braking torque, wherein the maximum regenerative braking torque is the maximum value of the regenerative braking torque provided by the motor, and the regenerative braking torque is the reverse torque generated by the motor when the vehicle decelerates.

[0044] In this embodiment, the maximum regenerative braking torque is the maximum value of the regenerative braking torque provided by the motor, denoted as Tregen_max. The regenerative braking torque is the reverse torque generated by the motor when the vehicle decelerates. In other words, the maximum regenerative braking torque is the maximum reverse torque that the motor can provide in energy recovery mode, used to limit the upper limit of regenerative braking and ensure the safe operation of the motor and battery system. The value of the regenerative braking torque is limited by the power of the motor, the state of charge of the battery, and the vehicle's operating conditions.

[0045] The torque control command is generated by the coasting energy recovery system and is used to directly control the electric motor and the friction braking system. The torque control command specifies the regenerative braking torque that the electric motor should provide and the supplementary braking torque that the friction braking system should provide, ensuring that the vehicle can safely and smoothly reach the target deceleration.

[0046] As can be seen, the coasting energy recovery system of this application can determine how to distribute braking force based on the required braking torque and the maximum regenerative braking torque that the electric motor can provide. For example, if the required braking torque is less than or equal to the maximum regenerative braking torque, all braking force will be provided by the electric motor. If the required braking torque is greater than the maximum regenerative braking torque, the electric motor provides its maximum value, and the remaining torque requirement will be compensated by the friction brake.

[0047] Therefore, the torque distribution strategy of this application ensures the efficient utilization of the electric motor and maximizes the energy recovery of the system. At the same time, with the assistance of the friction brake, it ensures that the vehicle can obtain sufficient braking force when needed, avoids the limitations of the energy recovery system performance, and enhances the system's adaptability and safety.

[0048] Step S14: Control the output torque of the motor or friction brake based on the torque control command.

[0049] In this embodiment, the output torque is the torque actually acting on the vehicle wheel axle, which can be generated by the motor alone, or by the motor and the friction brake, and is used to control the acceleration and deceleration of the vehicle.

[0050] As can be seen, the coasting energy recovery system of this application adjusts the output torque of the electric motor and the friction brake according to the torque control command. Specifically, the electric motor provides regenerative braking torque according to the corresponding torque control command to recover energy, while the friction brake provides friction braking torque according to the corresponding torque control command to compensate for the insufficient torque of the electric motor and ensure that the vehicle reaches the target deceleration.

[0051] Therefore, this application achieves precise control of vehicle deceleration, ensuring high efficiency of energy recovery, and at the same time, improves driving safety and comfort during coasting through dynamic compensation of friction braking force.

[0052] In summary, this application presents a complete adaptive control scheme, encompassing road condition perception (slope correction), target setting (target deceleration), closed-loop control (demand braking torque), and execution (torque command output). This application not only considers the impact of road slope on vehicle coasting deceleration but also adjusts the braking torque in real time through closed-loop control technology, ensuring the precision and efficiency of the energy recovery process. Furthermore, the dynamic distribution of torque effectively enhances driving smoothness and safety. This significantly improves the energy recovery performance of new energy vehicles, providing users with a more comfortable and safer driving experience, while also further expanding the driving range and economic benefits of new energy vehicles.

[0053] Therefore, this application constructs an intelligent, adaptive coasting energy recovery system. This system can dynamically adjust the target deceleration and braking torque based on real-time slope information and vehicle status, ensuring the stability and efficiency of energy recovery under different slope conditions. Specifically, firstly, the target deceleration is adjusted according to the slope to enhance system adaptability. Then, closed-loop control ensures that the actual deceleration closely follows the corrected target, improving control accuracy. Finally, braking torque is flexibly allocated according to motor capacity and requirements, ensuring both efficient energy recovery and maintaining driving safety, thus achieving stable, efficient, and comfortable coasting energy recovery for new energy vehicles.

[0054] The steps outlined in this application first determine a target deceleration based on a preset deceleration and road gradient, assuming the vehicle is in energy recovery mode. The energy recovery mode converts the vehicle's kinetic energy into electrical energy, and the road gradient is the slope of the road where the vehicle is located. Then, the required braking torque is determined based on the target deceleration and the actual deceleration, where the actual deceleration represents the rate at which the vehicle decelerates. Next, a torque control command is generated based on the required braking torque and the maximum regenerative braking torque, where the maximum regenerative braking torque is the maximum value of the regenerative braking torque provided by the motor, and the regenerative braking torque is the reverse torque generated by the motor during vehicle deceleration. Finally, the output torque of the motor or friction brake is controlled based on the torque control command. This achieves intelligent regulation of energy recovery, resulting in stable and efficient energy recovery, and solves the technical problem of unstable energy recovery performance in coasting energy recovery systems under different gradient conditions in related technologies.

[0055] Optionally, the method may further include the following execution steps:

[0056] Step S101: Obtain vehicle status data, wherein the status data includes at least the accelerator pedal opening and the brake pedal opening.

[0057] Step S102: In response to the accelerator pedal opening being less than a first opening threshold and the brake pedal opening being less than a second opening threshold, it is determined that the vehicle is in a coasting state, and the vehicle is controlled to enter the energy recovery mode, wherein the coasting state is the state in which the vehicle is moving forward by inertia.

[0058] In this embodiment of the application, vehicle status data will also be acquired, and the vehicle will be judged whether it is in a coasting state based on the status data, thereby determining whether to control the vehicle to enter the energy recovery mode.

[0059] Status data refers to various parameters and information that reflect the current operating status of the vehicle, including but not limited to vehicle speed, wheel speed, battery status, motor temperature, accelerator pedal opening, and brake pedal opening.

[0060] Accelerator pedal opening refers to the degree to which the driver presses the accelerator pedal, usually expressed as a percentage. The greater the accelerator pedal opening, the more power the driver expects from the vehicle.

[0061] Brake pedal opening refers to the degree to which the driver presses the brake pedal, also expressed as a percentage. The greater the brake pedal opening, the stronger the vehicle's braking force.

[0062] If the accelerator pedal opening is less than the first opening threshold and the brake pedal opening is less than the second opening threshold, the vehicle is determined to be in a coasting state, and the vehicle is controlled to enter the energy recovery mode. The coasting state is the state in which the vehicle moves forward by inertia.

[0063] The first opening threshold is a standard value for the accelerator pedal opening set by the system. When the accelerator pedal opening is lower than the first opening threshold, the system considers that the vehicle is no longer accelerating and may be in a coasting or decelerating state.

[0064] The second opening threshold is the standard value of brake pedal opening set by the system. When the brake pedal opening is lower than the second opening threshold, the system considers that the vehicle is not in an emergency braking state and can safely enter the energy recovery mode.

[0065] As can be seen, the coasting energy recovery system of this application collects vehicle operating parameters in real time, especially monitoring the opening of the accelerator and brake pedals. These two data points are key indicators for determining whether the vehicle is in a coasting state, because in a coasting state, the driver typically does not actively accelerate or brake. When the system detects that the accelerator pedal opening is below a first opening threshold and the brake pedal opening is below a second opening threshold, the system will determine that the vehicle is in a coasting state. In this state, the vehicle mainly moves forward by inertia, without any active power input or output. Subsequently, the system will automatically control the vehicle to enter energy recovery mode, utilizing the vehicle's kinetic energy for electrical energy conversion and storage.

[0066] Therefore, by precisely monitoring the opening of the two pedals, the system can accurately determine when the vehicle enters a coasting state, avoiding misjudgments or delays in entering the energy recovery mode. Once the coasting state is identified, the energy recovery mode is immediately activated, making full use of every coasting moment to improve energy recovery efficiency. In addition, the automated energy recovery activation reduces the driver's workload, making the driving process smoother and more comfortable.

[0067] Optionally, in step S11, determining the target deceleration based on the preset deceleration and road slope value may include the following steps:

[0068] Step S111: Determine the acceleration components based on the road slope value and gravitational acceleration.

[0069] Step S112: Based on the acceleration component and the correction coefficient, the preset deceleration is corrected by slope to obtain the target deceleration, wherein the correction coefficient is used to adjust the correction intensity of the slope on the target deceleration.

[0070] In this embodiment of the application, when determining the target deceleration based on the preset deceleration and road slope value, the acceleration component can be determined based on the road slope value and gravitational acceleration.

[0071] The acceleration component is the gravitational acceleration along the driving direction caused by the slope, denoted as agrade. The acceleration component is used to quantify the effect of the slope on the vehicle's motion, and the calculation formula is agrade=gsin(θ). Where g is the acceleration due to gravity, typically 9.8 m / s², and is a constant. θ is the road slope value, representing the angle of inclination of the road relative to the horizontal plane; a positive value represents an uphill slope, and a negative value represents a downhill slope, and it is obtained through real-time monitoring or estimation.

[0072] As can be seen, the system uses real-time measured or estimated road slope θ and gravitational acceleration g to calculate the acceleration component along the vehicle's direction of travel caused by the slope. Therefore, the calculation of the acceleration component ensures that the control system can accurately understand the specific contribution of the slope to changes in vehicle speed, thus enabling more reasonable deceleration target settings. Furthermore, dynamically calculating the acceleration component helps the system better adapt to changes in road slope, allowing for timely adjustments whether going uphill or downhill, and avoiding deceleration deviations caused by the slope.

[0073] Then, the preset deceleration is corrected for slope based on the acceleration components and the correction coefficient to obtain the target deceleration. The correction coefficient, denoted as K, is used to adjust the strength of the slope's correction to the target deceleration. In other words, the correction coefficient is a parameter used to adjust the weight of the slope's influence, determining the proportion of the acceleration component in the calculation of the target deceleration. The design of the correction coefficient needs to consider vehicle performance, user preferences, and safety, and is typically adjusted between 0 and 1, i.e., 0. <K≤1。

[0074] As can be seen, the system, based on the preset deceleration atarget_base and the previously calculated acceleration component agrade, and combined with the correction coefficient K, corrects the preset deceleration to generate the target deceleration atarget_comp = atarget_comp = atarget_base + Kagrade. The introduction of the correction coefficient K is to adjust the magnitude of the slope's influence on deceleration according to specific circumstances, ensuring that the corrected target deceleration achieves the purpose of energy recovery without sacrificing driving comfort and safety.

[0075] Therefore, through slope correction, the system can intelligently adjust the vehicle's deceleration during coasting, ensuring that energy recovery efficiency remains at a high level regardless of the slope, without affecting the driving experience. Furthermore, the corrected target deceleration is closer to the driver's expectations, avoiding sudden deceleration or acceleration when going uphill or downhill, thus improving vehicle stability and driving comfort.

[0076] Optionally, in step S12, determining the vehicle's required braking torque based on the target deceleration and the actual deceleration may include the following steps:

[0077] Step S121: Obtain the vehicle's current actual deceleration.

[0078] Step S122: Determine the deceleration deviation between the target deceleration and the actual deceleration.

[0079] Step S123: The deceleration deviation is adjusted using a closed-loop controller to obtain the required braking torque.

[0080] In this embodiment of the application, when determining the required braking torque of a vehicle based on the target deceleration and the actual deceleration, the current actual deceleration of the vehicle can be obtained, and then the deceleration deviation between the target deceleration and the actual deceleration can be determined.

[0081] Here, deceleration deviation is the difference between the target deceleration and the actual deceleration, denoted as e. Deceleration deviation represents the gap between the current control state and the desired state, and is calculated using the formula e = atarget_comp - aactual.

[0082] The deceleration deviation is then adjusted using a closed-loop controller to obtain the required braking torque. A closed-loop controller is a control system that adjusts the control output (in this case, the required braking torque) based on feedback information (such as deceleration deviation) to achieve or maintain a set target. Common types include PID controllers and fuzzy PID controllers.

[0083] As can be seen, the closed-loop controller receives the deceleration deviation e as input, calculates it through its internal algorithm, and outputs the required braking torque. This process may involve proportional (P), integral (I), and derivative (D) control strategies to ensure that the output braking torque can respond quickly and accurately to the deviation, making the actual deceleration approach the target deceleration.

[0084] Therefore, the closed-loop controller can make real-time and precise adjustments to deceleration deviations, ensuring rapid response of vehicle braking control and maintaining the target deceleration. Furthermore, by precisely adjusting the braking torque, the system can maximize energy recovery efficiency without sacrificing vehicle stability and safety. In addition, closed-loop control helps reduce vibration and unevenness during coasting energy recovery, improving driving comfort.

[0085] Optionally, in step S121, obtaining the vehicle's current actual deceleration may include the following steps:

[0086] Step S1211: Determine the actual deceleration based on the vehicle's longitudinal acceleration.

[0087] Alternatively, in step S1212, the vehicle speed is differentiated to obtain the actual deceleration.

[0088] In this embodiment of the application, when obtaining the vehicle's current actual deceleration, the vehicle's current actual deceleration can be obtained. The longitudinal acceleration is the acceleration or deceleration of the vehicle along the direction of travel, reflecting the vehicle's acceleration or deceleration state.

[0089] For example, by using a longitudinal acceleration sensor installed on the vehicle, the system can read the vehicle's longitudinal acceleration value in real time. In coasting energy recovery mode, if the longitudinal acceleration is negative, it indicates that the vehicle is decelerating, and the absolute value at this time is the actual deceleration. Thus, the longitudinal acceleration sensor directly measures the dynamic changes of the vehicle, providing relatively accurate deceleration information and a reliable basis for subsequent control decisions.

[0090] Alternatively, the vehicle speed can be differentiated to obtain the actual deceleration. Here, vehicle speed is the speed at which the vehicle travels, usually expressed in units such as km / h or m / s.

[0091] For example, by collecting time-series data of vehicle speed, the system applies a differential operator to calculate the derivative of the vehicle speed over time. If the vehicle speed decreases over time, the derivative is negative, representing the current actual deceleration. Therefore, no additional hardware is required; only existing vehicle speed data is used, reducing system cost and complexity. Furthermore, vehicle speed data is typically relatively stable, and differential processing can effectively filter out noise, providing a more reliable deceleration estimate and enhancing the system's robustness.

[0092] Optionally, in step S13, generating a torque control command based on the demand braking torque and the maximum regenerative braking torque may include the following execution steps:

[0093] Step S131: In response to the demand braking torque being less than or equal to the maximum regenerative braking torque, a first torque control command is generated based on the demand braking torque, wherein the first torque control command is used to control the motor to output the demand braking torque.

[0094] In this embodiment of the application, when generating a torque control command based on the required braking torque and the maximum regenerative braking torque, if the required braking torque is less than or equal to the maximum regenerative braking torque, a first torque control command is generated based on the required braking torque.

[0095] The first torque control command is used to control the motor output to meet the required braking torque. In other words, the first torque control command is a command issued by the system to instruct the electric drive system's motor to output a specific braking torque to meet the current braking torque requirement.

[0096] It can be seen that when the required braking torque is less than or equal to the maximum regenerative braking torque that the electric drive system can provide, the system will only use the regenerative braking function of the motor to meet the vehicle's braking force requirements. At this time, the generated first torque control command is directly directed to the motor, and its value is equal to the required braking torque. That is, the system instructs the motor to output the corresponding regenerative braking torque according to the magnitude of the required braking torque.

[0097] Therefore, when the required braking torque does not exceed the regenerative braking capacity of the motor, the system prioritizes regenerative braking to convert as much mechanical energy as possible into electrical energy and store it in the battery, thereby improving energy recovery efficiency.

[0098] Optionally, in step S13, generating a torque control command based on the demand braking torque and the maximum regenerative braking torque may include the following execution steps:

[0099] Step S132: In response to the demand braking torque being greater than the maximum regenerative braking torque, a second torque control command is generated based on the maximum regenerative braking torque, wherein the second torque control command is used to control the motor to output the maximum regenerative braking torque.

[0100] Step S133: Determine the torque deviation between the required braking torque and the maximum regenerative braking torque.

[0101] Step S134: Generate a third torque control command based on the torque deviation, wherein the third torque control command is used to control the output torque deviation of the friction brake.

[0102] In this embodiment of the application, when generating a torque control command based on the required braking torque and the maximum regenerative braking torque, if the required braking torque is greater than the maximum regenerative braking torque, a second torque control command is generated based on the maximum regenerative braking torque.

[0103] The second torque control command is used to control the motor to output the maximum regenerative braking torque. In other words, the second torque control command is a command received by the motor to instruct the motor to output the maximum regenerative braking torque.

[0104] It can be seen that when the braking torque required calculated by the system exceeds the maximum regenerative braking torque that the motor can provide, the motor will not be able to meet the braking demand on its own. At this time, the system issues a second torque control command, causing the motor to operate at its maximum regenerative braking capacity limit, i.e., the maximum regenerative braking torque, to recover as much energy as possible.

[0105] Next, the torque deviation between the required braking torque and the maximum regenerative braking torque is determined. The torque deviation, denoted as Tfriction_req, is the difference between the required braking torque and the maximum regenerative braking torque, representing the additional braking torque that needs to be supplemented by the friction braking system. The calculation formula is Tfriction_req = Ttotal_req - Tregen_max. The torque deviation reveals the braking force demand that cannot be met by relying solely on regenerative braking from the motor.

[0106] Subsequently, a third torque control command is generated based on the torque deviation. This third torque control command is used to control the output torque deviation of the friction brake. In other words, the third torque control command is a command received by the friction brake to indicate the output torque deviation Tfriction_req value of the friction brake, so as to compensate for the insufficient regenerative braking torque and ensure that the overall deceleration meets the target value.

[0107] As can be seen, the system generates a third torque control command for the friction brake based on the calculated torque deviation, and directs the friction brake to output the corresponding braking torque until the overall required braking torque is met.

[0108] Therefore, through precise calculations, braking torque is allocated to the most suitable braking method (regenerative braking is prioritized, with friction braking supplementing any shortfall), achieving optimal resource allocation. Furthermore, the appropriate intervention of friction braking ensures a smooth transition in vehicle deceleration, avoiding sudden changes in braking force that might occur if solely relying on the electric motor, thus improving driving safety and comfort. In addition, through complementary control of the electric motor and friction braking, the system can smoothly adjust vehicle deceleration, avoiding discomfort during driving and enhancing the driving experience and satisfaction of new energy vehicle users.

[0109] Optionally, the method may further include the following execution steps:

[0110] Step S15: In response to the accelerator pedal opening being greater than or equal to a first opening threshold, or the brake pedal opening being greater than or equal to a second opening threshold, or the vehicle speed being less than a preset vehicle speed threshold, control the vehicle to exit the energy recovery mode.

[0111] In this embodiment, the preset vehicle speed threshold is the minimum vehicle speed set by the system. When the vehicle speed is lower than this value, the system considers that the energy recovery mode is no longer applicable, so as to avoid the control complexity and potential risks in the low-speed state.

[0112] If the accelerator pedal opening is greater than or equal to the first opening threshold, or the brake pedal opening is greater than or equal to the second opening threshold, or the vehicle speed is less than the preset vehicle speed threshold, then the vehicle will be controlled to exit the energy recovery mode.

[0113] As can be seen, the system continuously monitors the driver's accelerator and brake pedal openings, as well as the vehicle's current speed. If the accelerator pedal opening is greater than or equal to a first opening threshold, or the brake pedal opening is greater than or equal to a second opening threshold, or the vehicle speed is lower than a preset speed threshold, the system will determine that the vehicle is no longer suitable for coasting energy recovery and immediately exit the mode. The triggering conditions for the exit mechanism cover both the driver's operational intentions and the vehicle's safe operating boundaries.

[0114] Therefore, the driver can quickly change the vehicle's state through pedal operation without worrying about interference from the energy recovery mode, improving driving flexibility and responsiveness. Furthermore, disengaging the energy recovery mode at low speeds avoids potential control instability issues caused by adjustments in regenerative braking torque during start-up or low-speed driving, ensuring driving safety. In addition, when the driver needs to accelerate or brake, the system quickly disengages the energy recovery mode, avoiding conflicts between energy recovery and acceleration / braking commands, improving driving smoothness and comfort.

[0115] In summary, this application proposes an intelligent coasting energy recovery control method based on slope correction and deceleration closed loop, comprising the following steps:

[0116] Signal acquisition and processing steps: Real-time acquisition of vehicle operating status signals, including but not limited to: vehicle speed, accelerator pedal opening, brake pedal opening, yaw rate, longitudinal acceleration, and the current road slope value estimated from the slope sensor or through the vehicle dynamics model.

[0117] Coasting state determination steps: When it is detected that neither the accelerator pedal nor the brake pedal is pressed (or the pressing depth is less than the threshold), the vehicle is determined to have entered a coasting state, and the intelligent coasting energy recovery function is activated.

[0118] Steps for obtaining target deceleration and slope correction:

[0119] (1) Obtain the driver's preset or system default target base deceleration atarget_base.

[0120] (2)Calculate the acceleration component caused by the slope agrade = gsin(θ) based on the current road slope value θ and the gravitational acceleration g.

[0121] (3)Perform slope correction on the base target deceleration according to the acceleration component to obtain the comprehensive target deceleration atarget_comp. atarget_comp = atarget_base + Kagrade. Here, K is the correction coefficient, which can be adjusted according to the control strategy (usually 0 < K ≤ 1) and is used to adjust the weight of the slope influence.

[0122] Steps of deceleration closed-loop control:

[0123] (1)Calculate the actual deceleration aactual of the vehicle according to the signal of the vehicle longitudinal acceleration sensor or the differential value of the vehicle speed.

[0124] (2)Compare the comprehensive target deceleration atarget_comp with the actual deceleration aactual to obtain the deceleration deviation e = atarget_comp - aactual.

[0125] (3)Input the deviation e into the closed-loop controller (such as a PID controller, a fuzzy PID controller, etc.), and the output of the controller is the required total braking torque Ttotal_req.

[0126] Steps of torque distribution and execution:

[0127] (1)First, the driving motor provides the regenerative braking torque Tregen, and its maximum value is limited by factors such as the external characteristics of the motor and the battery charging ability.

[0128] (2)If the required total braking torque Ttotal_req is less than or equal to the maximum regenerative braking torque Tregen_max that the motor can provide, it is all provided by the motor.

[0129] (3)If the required total braking torque Ttotal_req is greater than Tregen_max, the motor provides Tregen_max, and the insufficient part Tfriction_req = Ttotal_req - Tregen_max is compensated by the vehicle's friction braking system.

[0130] Step of judging the exit condition: When it is detected that the driver steps on the accelerator pedal or the brake pedal, or the vehicle speed is lower than the set threshold, exit the intelligent coasting energy recovery mode.

[0131] It can be seen that compared with the traditional solution, the beneficial effects of this application at least include the following points:

[0132] Beneficial effects (1): Improved energy recovery efficiency. When going downhill, the overall braking force is automatically increased through slope correction to maintain the target deceleration, preventing the vehicle from accelerating and sliding, extending the energy recovery time, and recovering more energy.

[0133] Beneficial effect (2): Optimize driving smoothness. When going uphill, the overall braking force is automatically reduced by slope correction, which compensates for the additional deceleration caused by gravity, so that the vehicle deceleration is consistent with the driver's expectations, eliminating the sense of jerking and greatly improving comfort.

[0134] Beneficial effect (3): Enhanced safety. It can maintain a stable target deceleration under various slopes, avoiding the risk of unexpectedly decelerating too quickly when going uphill or accelerating out of control when going downhill.

[0135] Beneficial effect (4): High adaptability. This application does not rely on a fixed recovery level and can adapt to roads of any slope, providing drivers with a consistent and predictable gliding experience.

[0136] This application also proposes a gliding energy recovery system. Figure 2 This is a structural block diagram of a coasting energy recovery system according to one embodiment of this application. The torque control method for the vehicle described above can be used in this coasting energy recovery system. The coasting energy recovery system includes a sensor group 201, a central control unit 202 (e.g., a vehicle control unit (VCU) or domain controller), an electric drive system 203, and a friction braking system 204. The sensor group 201 sends the collected signals (vehicle speed v, acceleration a, gradient θ, etc.) to the central control unit 202, which then executes the torque control method for the vehicle. Specifically, the control flow of the central control unit 202 is as follows:

[0137] Step S1: Obtain vehicle status data.

[0138] Step S2: Continuously monitor the vehicle status.

[0139] Step S3: Determine if the vehicle has entered a gliding state (e.g., both pedals are released). If so, proceed to S4.

[0140] Step S4: The system reads the basic target deceleration atarget_base set by the driver or preset by the system (e.g., corresponding to the "medium" recovery level).

[0141] At the same time, execute step S5 to obtain the current road slope θ.

[0142] Step S6, perform slope correction calculation: comprehensive target deceleration atarget_comp = atarget_base + K g sin(θ). For example, when going downhill, θ < 0, agrade is negative, and a greater braking force is needed to prevent the vehicle from accelerating, where agrade = K. g sin(θ), therefore atarget_comp will calculate a value larger than atarget_base.

[0143] Step S7, read the actual deceleration aactual.

[0144] Step S8: Perform deceleration closed-loop control. Taking a PID controller as an example, its output demand for total braking torque Ttotal_req = Kp e+Ki edt+Kd de / dt, where the deceleration deviation e = atarget_comp - aactual.

[0145] Step S9: Perform torque distribution. Further, first execute step S10 to determine if Ttotal_req is less than or equal to the maximum regenerative braking torque Tregen_max. If yes, execute step S11, where the entire regenerative braking is performed by the motor. If not, execute step S12, where the motor provides the maximum regenerative torque Tregen_max, and the remaining portion, Tfriction_req = Ttotal_req - Tregen_max, is provided by the friction braking system.

[0146] Therefore, the system repeatedly executes steps S5 to S12 until the exit condition is met in step S13 (such as pressing the pedal), and then executes step S14 to end the current gliding recovery.

[0147] 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, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0148] According to an embodiment of this application, a torque control device for a vehicle is provided. It should be noted that the device can be used to execute the torque control method for the vehicle described above.

[0149] Figure 3 This is a structural block diagram of a vehicle torque control device according to one embodiment of this application, such as... Figure 3As shown, taking a vehicle torque control device 300 as an example, the device includes: a first determining module 301, used to determine a target deceleration based on a preset deceleration and a road slope value in response to the vehicle being in energy recovery mode, wherein the energy recovery mode is used to convert the vehicle's kinetic energy into electrical energy, and the road slope value is the slope value of the road where the vehicle is located; a second determining module 302, used to determine the vehicle's required braking torque based on the target deceleration and the actual deceleration, wherein the actual deceleration is used to represent the rate at which the vehicle decelerates during driving; a generating module 303, used to generate a torque control command based on the required braking torque and the maximum regenerative braking torque, wherein the maximum regenerative braking torque is the maximum value of the regenerative braking torque provided by the motor, and the regenerative braking torque is the reverse torque generated by the motor when the vehicle decelerates; and a control module 304, used to control the output torque of the motor or friction brake based on the torque control command.

[0150] Embodiments of this application also provide a vehicle, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods described in various embodiments of this application when it runs.

[0151] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0152] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0153] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0154] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0155] 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 units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0156] Furthermore, the functional units in the various embodiments of this application 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. The integrated unit can be implemented in hardware or as a software functional unit.

[0157] If the integrated unit 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 application, in essence, or the part that contributes to the prior art, or all or 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 described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0158] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A torque control method for a vehicle, characterized in that, The method includes: In response to the vehicle being in energy recovery mode, a target deceleration is determined based on a preset deceleration and a road gradient value, wherein the energy recovery mode is used to convert the kinetic energy of the vehicle into electrical energy, and the road gradient value is the gradient value of the road where the vehicle is located. The required braking torque of the vehicle is determined based on the target deceleration and the actual deceleration, wherein the actual deceleration is used to represent the rate at which the vehicle decelerates during driving; Based on the required braking torque and the maximum regenerative braking torque, a torque control command is generated, wherein the maximum regenerative braking torque is the maximum value of the regenerative braking torque provided by the motor, and the regenerative braking torque is the reverse torque generated by the motor when the vehicle decelerates; The output torque of the motor or friction brake is controlled based on the torque control command.

2. The method according to claim 1, characterized in that, The method further includes: Acquire vehicle status data, wherein the status data includes at least the accelerator pedal opening and the brake pedal opening of the vehicle; In response to the accelerator pedal opening being less than a first opening threshold and the brake pedal opening being less than a second opening threshold, it is determined that the vehicle is in a coasting state, and the vehicle is controlled to enter the energy recovery mode, wherein the coasting state is the state in which the vehicle is moving forward by inertia.

3. The method according to claim 1, characterized in that, The determination of the target deceleration based on the preset deceleration and road slope value includes: Based on the road slope value and gravitational acceleration, the acceleration components are determined; The preset deceleration is corrected for slope based on the acceleration component and the correction coefficient to obtain the target deceleration, wherein the correction coefficient is used to adjust the correction intensity of the slope on the target deceleration.

4. The method according to claim 1, characterized in that, Determining the required braking torque of the vehicle based on the target deceleration and the actual deceleration includes: Obtain the current actual deceleration of the vehicle; Determine the deceleration deviation between the target deceleration and the actual deceleration; The required braking torque is obtained by adjusting the deceleration deviation using a closed-loop controller.

5. The method according to claim 4, characterized in that, The process of obtaining the vehicle's current actual deceleration includes: The actual deceleration is determined based on the vehicle's longitudinal acceleration; or, The actual deceleration is obtained by differentiating the vehicle speed.

6. The method according to claim 1, characterized in that, The torque generation control command based on the required braking torque and the maximum regenerative braking torque includes: In response to the demand braking torque being less than or equal to the maximum regenerative braking torque, a first torque control command is generated based on the demand braking torque, wherein the first torque control command is used to control the motor to output the demand braking torque.

7. The method according to claim 1, characterized in that, The torque generation control command based on the required braking torque and the maximum regenerative braking torque includes: In response to the demand braking torque being greater than the maximum regenerative braking torque, a second torque control command is generated based on the maximum regenerative braking torque, wherein the second torque control command is used to control the motor to output the maximum regenerative braking torque; Determine the torque deviation between the required braking torque and the maximum regenerative braking torque; A third torque control command is generated based on the torque deviation, wherein the third torque control command is used to control the friction brake to output the torque deviation.

8. The method according to any one of claims 1-7, characterized in that, The method further includes: In response to the accelerator pedal opening being greater than or equal to a first opening threshold, or the brake pedal opening being greater than or equal to a second opening threshold, or the vehicle speed being less than a preset vehicle speed threshold, the vehicle is controlled to exit the energy recovery mode.

9. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, executes the torque control method for a vehicle as described in any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, wherein the computer program is configured to execute the torque control method for a vehicle as described in any one of claims 1 to 8 when run on a computer or processor.

Images