Energy recovery cooperative control method and device, terminal and storage medium

Abstract

The invention discloses an energy recovery cooperative control method and device, a terminal and a storage medium in the technical field of energy management of new energy automobiles, and aims to solve the problem that functions of cruise control and braking energy recovery cannot be fused in a complex and changeable road environment in the prior art. The method comprises the steps that the distance between a main vehicle and a front vehicle is obtained, the distance is compared with a preset range, and a main vehicle mode is confirmed according to a comparison result; working parameters of the main vehicle and the front vehicle are obtained, and output vehicle speeds of the main vehicle on different roads are calculated according to the main vehicle mode and the working parameters of the main vehicle and the front vehicle; according to the output vehicle speeds of the main vehicle on different roads, braking force distribution is conducted, and recovery braking torque is obtained; the mode of the main vehicle can be automatically determined according to the distance between the main vehicle and the front vehicle, the output vehicle speeds of the main vehicle on different roads are calculated, meanwhile, braking energy recovery work can be conducted based on the output vehicle speeds, and the functions of output vehicle speed confirmation and braking energy recovery are integrated.

Description

TECHNICAL FIELD

[0001] The present application relates to an energy recovery cooperative control method, device, terminal and storage medium, belonging to the technical field of new energy vehicle energy management. BACKGROUND

[0002] With the increasingly mature technology of advanced driver assistance system (ADAS), the constant speed cruise control system has been widely used, but China is vast in territory and the terrain is variable, among which there are more mountains and hills, and the undulating road will cause the constant speed cruise vehicle to change the torque rapidly in order to maintain the vehicle speed, resulting in increased energy consumption. The new energy vehicle can charge the power battery system while meeting the demand of certain braking intensity through the brake energy recovery function, increasing the vehicle's cruising range.

[0003] The existing constant speed cruise and brake energy recovery of new energy vehicles cannot be combined in complex and variable road environments, resulting in the need for driver intervention during the constant speed cruise process, increasing the energy consumption during driving and affecting the actual use effect of the vehicle. SUMMARY

[0004] The purpose of the present application is to overcome the shortcomings in the prior art, provide an energy recovery cooperative control method, device, terminal and storage medium, which can automatically determine the host vehicle mode according to the distance between the host vehicle and the front vehicle, and calculate the output speed of the host vehicle on different roads, and can perform brake energy recovery work based on the output speed, combining the functions of output speed confirmation and brake energy recovery, without the need for driver intervention, avoiding the increase of energy consumption and ensuring the actual use effect of the vehicle.

[0005] To solve the above technical problems, the present application is realized by the following technical scheme:

[0006] In a first aspect, the present application provides an energy recovery cooperative control method, comprising the following steps:

[0007] Obtain the distance between the host vehicle and the front vehicle, compare the distance with the preset range, and determine the host vehicle mode according to the comparison result;

[0008] Obtain the working parameters of the host vehicle and the front vehicle, calculate the output speed of the host vehicle on different roads according to the host vehicle mode and the working parameters of the host vehicle and the front vehicle;

[0009] According to the output speed of the host vehicle on different roads, the brake force is distributed, and the recovery brake torque is obtained.

[0010] Further, the distance between the host vehicle and the front vehicle is obtained, the distance is compared with the preset range, and the host vehicle mode is determined according to the comparison result, and the specific expression is as follows:

[0011] ;

[0012] In the formula: is the main vehicle mode; is the distance between the main vehicle and the front vehicle; is the minimum following distance of the main vehicle and the front vehicle; is the maximum following distance of the main vehicle and the front vehicle; is the minimum distance when the main vehicle and the front vehicle stop by braking; is the preset distance of non-dangerous target.

[0013] Further, the output vehicle speed of the main vehicle on different roads is calculated according to the main vehicle mode and the working parameters of the main vehicle and the front vehicle, specifically including:

[0014] The output vehicle speed includes a first output vehicle speed and a second output vehicle speed;

[0015] When the main vehicle mode is the predictive cruise mode, the working parameters include the road slope of a certain road section in front of the main vehicle, the road slope of the certain road section is reconstructed, and the first output vehicle speed of the main vehicle on different roads is calculated;

[0016] When the main vehicle mode is the following mode, the second output vehicle speed of the main vehicle on different roads is calculated based on the adaptive cruise expected vehicle distance model of the road slope in front;

[0017] When the main vehicle mode is the alarm mode, the main vehicle alarms and reduces the vehicle speed or performs emergency braking.

[0018] Further, the road slope of the certain road section in front of the main vehicle is reconstructed, and the first output vehicle speed of the main vehicle on different roads is calculated, specifically including:

[0019] The working parameters include the road slope of a certain road section in front of the main vehicle, and the road is reclassified according to each road slope, and the specific expression is as follows:

[0020] ;

[0021] In the formula, M is the road classification; is the vehicle uphill threshold angle; is the vehicle downhill threshold angle; X is a segmented road set, A+B+C=X, A, B, and C are segmented roads divided according to the slope threshold; i is the segmented road marker corresponding to A, j is the segmented road marker corresponding to B, and p is the segmented road marker corresponding to C; is the segmented road distance of A, is the segmented road distance of B, is the segmented road distance of C; is the segmented road slope of A, Let B be the slope of the road segment. Slope of road segment C;

[0022] Merge consecutive roads of the same type and reconstruct the road segment gradients of segments A, B, and C. The specific expression is as follows:

[0023] ;

[0024] In the formula: The slope of the reconstructed road segment is represented by L, which includes i, j, and k. n corresponds to the upper boundary of the road segment, and m corresponds to the lower boundary of the road segment. This indicates the vertical height of the corresponding road segment;

[0025] The boundary function is set, and the specific expression is as follows:

[0026] ;

[0027] In the formula: k is the current road, As variables, The range is [0, N], where N is the upper bound, indicating the termination position of the summation; For the motor in Road segment torque; The minimum allowable torque for the system; This represents the maximum allowable torque of the system. The main vehicle is Road segment acceleration; The minimum allowable acceleration for the system; This represents the maximum allowable acceleration of the system. The main vehicle is Speed ​​limits on road sections; The minimum speed allowed by the system; The maximum speed allowed by the system;

[0028] Based on the reconstructed slope, the objective function is to maximize the motor efficiency when transferring the vehicle from road segment k to road segment k+1. The first output speed of the main vehicle on different roads is then obtained, as shown in the following expression:

[0029] ;

[0030] In the formula: Let f be the motor efficiency function; f is the piecewise motor efficiency. for The gradient of a section of road; The main vehicle is The first output speed of the road segment.

[0031] Furthermore, the adaptive cruise expected vehicle spacing model based on operating parameters and the slope of the road ahead calculates the second output speed of the main vehicle on different roads, specifically including:

[0032] The operating parameters include the road slope at the position of the preceding vehicle, the set inter-vehicle time interval, the real-time distance between the main vehicle and the preceding vehicle, and the speed of the preceding vehicle;

[0033] The specific expression for the desired vehicle spacing is as follows:

[0034] ;

[0035] ;

[0036] In the formula; The speed of the vehicle in front; The minimum distance between the main vehicle and the vehicle in front when braking to a stop; To set the vehicle spacing offset; The slope of the road at the position of the vehicle in front; and These are the slope adaptation coefficients for uphill and downhill slopes, respectively; To set the workshop time interval;

[0037] Get the speed of the vehicle in front while the main vehicle is following. And the distance between the main vehicle and the vehicle in front. ,control equal to the expected vehicle spacing Get the speed of the main vehicle .

[0038] ;

[0039] ;

[0040] Calculate the main vehicle at Second output speed of the road section The specific expression is as follows:

[0041] .

[0042] Furthermore, the method of distributing braking force according to the vehicle's output speed on different roads specifically includes:

[0043] Based on the vehicle's output speed on different roads, the front and rear axle loads after axle load transfer are obtained, as shown in the following expressions:

[0044] ;

[0045] ;

[0046] Where: v is the output speed of the main vehicle on different roads, including the first output speed or the second output speed; Rear axle load; Front axle load; For the overall quality of the automobile; This refers to the wheelbase; It is the acceleration due to gravity; This is the distance from the center of mass to the front axle; This is the distance from the center of mass to the rear axle; The height of the center of mass; To slow down the vehicle;

[0047] The ideal distribution of braking force between the front axle and the rear axle is as follows:

[0048] ;

[0049] In the formula: For rear axle braking force; For front axle braking force;

[0050] To ensure braking distance, the front axle braking force and the rear axle braking force must satisfy the following formula:

[0051] ;

[0052] Obtain the braking intensity, compare the braking intensity with the stage range, and calculate the front axle braking force and rear axle braking force based on the comparison result. Specifically, this includes:

[0053] The scope of the stage includes a first scope, a second scope, a third scope, and a fourth scope;

[0054] like Then the braking intensity at this time Within the first range, the specific expression is as follows:

[0055] ;

[0056] ;

[0057] In the formula: The first slope;

[0058] like Then the braking intensity at this time It falls within the second range, and the specific expression is as follows:

[0059] ;

[0060] like Then the braking intensity at this time It falls within the third range, and the specific expression is as follows:

[0061] ;

[0062] ;

[0063] In the formula: The second slope;

[0064] when Then the braking intensity at this time In the fourth range, both the front and rear axles use friction braking only, as shown in the following expression:

[0065] ;

[0066] In the formula: For the desired braking force of the whole vehicle, For brake pedal opening, The desired braking force for the front axle brake actuator; The desired braking force for the rear axle brake actuator; is the coefficient of friction.

[0067] Furthermore, the acquisition of the regenerative braking torque specifically includes:

[0068] When the braking intensity is within the first, second, and third ranges, the expression for the regenerative braking torque is as follows:

[0069] ;

[0070] ;

[0071] like ,but , ;

[0072] like ,but , ;

[0073] like ,but , ;

[0074] In the formula: Represents a tuple. To recover braking torque, The front axle is compressed by the air compression torque; The rear axle air compression torque is r; the tire rolling radius is r. This refers to the motor torque; This refers to the gear ratio of the transmission. The transmission ratio of the main reducer.

[0075] In a second aspect, the present invention provides an energy recovery coordinated control device, comprising:

[0076] Mode Confirmation Module: Obtains the distance between the main vehicle and the vehicle in front, compares the distance with a preset range, and confirms the main vehicle mode based on the comparison result;

[0077] Calculation module: Obtains the operating parameters of the master vehicle and the preceding vehicle, and calculates the output speed of the master vehicle on different roads based on the master vehicle mode and the operating parameters of the master vehicle and the preceding vehicle;

[0078] Distribution module: Distributes braking force according to the output speed of the main vehicle on different roads, and obtains the regenerative braking torque.

[0079] Thirdly, the present invention provides a terminal, including a processor and a storage medium;

[0080] The storage medium is used to store instructions;

[0081] The processor is configured to operate according to the instructions to perform the steps of the method according to the first aspect.

[0082] Fourthly, a computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the steps of the method described in the first aspect.

[0083] Compared with the prior art, the beneficial effects achieved by the present invention are as follows:

[0084] This energy recovery collaborative control method can automatically determine the master vehicle mode based on the distance between the master vehicle and the vehicle in front, and calculate the output speed of the master vehicle on different roads. At the same time, it can perform braking energy recovery based on the output speed. It integrates the functions of output speed confirmation and braking energy recovery, without the need for driver intervention, avoiding increased energy consumption and ensuring the actual use effect of the car. Attached Figure Description

[0085] Figure 1 This is a schematic flowchart of an energy recovery collaborative control method provided according to an embodiment of the present invention;

[0086] Figure 2 This is a schematic diagram of the distance between the main vehicle and the preceding vehicle according to an embodiment of the present invention;

[0087] Figure 3 This is a schematic diagram of road slope reconstruction according to an embodiment of the present invention;

[0088] Figure 4 This is a flowchart illustrating the upper and lower layer controllers provided according to an embodiment of the present invention;

[0089] Figure 5 This is a schematic diagram of the ECE braking regulations provided according to an embodiment of the present invention. Detailed Implementation

[0090] The technical solution of the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the embodiments of the present invention and the specific features in the embodiments are detailed descriptions of the technical solution of the present invention, rather than limitations thereof. In the absence of conflict, the embodiments of the present invention and the technical features in the embodiments can be combined with each other.

[0091] The term "and / or" simply describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. Additionally, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0092] Example 1:

[0093] like Figure 1 As shown, this invention provides an energy recovery coordinated control method for coordinating adaptive cruise control and braking energy recovery, comprising the following steps:

[0094] Obtain the distance between the main vehicle and the vehicle in front, compare the distance with a preset range, and confirm the main vehicle mode based on the comparison result;

[0095] Obtain the operating parameters of the master vehicle and the preceding vehicle, and calculate the output speed of the master vehicle on different roads based on the master vehicle mode and the operating parameters of the master vehicle and the preceding vehicle;

[0096] The braking force is distributed according to the vehicle's output speed on different roads, and the regenerative braking torque is obtained.

[0097] like Figure 4 As shown, in this embodiment, the tiered control energy management method for a 4×2 pure electric tractor includes the following specific steps:

[0098] The upper-level controller acquires the necessary parameters for the algorithm, including map data, radar data, and driver's driving intentions. It segments the road through the road network reconstruction algorithm to reduce the number of iterations and reduce the computational pressure on the system. It judges the relative motion state relationship between the two vehicles, selects the appropriate cruise mode, calculates the expected acceleration of the main vehicle, and enables the main vehicle to drive in a more economical and comfortable manner while ensuring a safe distance between vehicles.

[0099] The lower-level controller takes the desired acceleration as input and outputs the motor torque. Unlike traditional cruise control systems, the PACC system directly controls the motor torque without going through other controllers such as the VCU, in order to ensure that the driver can have complete control of the vehicle at any time to the greatest extent. This reduces intermediate transmission devices and improves the system's response speed and accuracy.

[0100] This invention proposes a hierarchical control method for energy management of new energy vehicles. The upper-level controller realizes the strategy switching of the predictive cruise control (PACC) system by sensing the surrounding environmental signals and the driver's driving intentions. The lower-level controller accurately controls the motion state of the main vehicle based on the vehicle's longitudinal dynamics control theory and the motor MAP diagram. At the same time, based on the road network environment and the safe distance of the variable expected vehicle spacing, it considers the front and rear axle braking force distribution results after axle load transfer and performs maximum braking energy recovery. This can be optimized based on the adaptive cruise control strategy.

[0101] like Figure 2 As shown in one embodiment, the step of obtaining the distance between the main vehicle and the vehicle in front, comparing the distance with a preset range, and confirming the main vehicle mode based on the comparison result is specifically expressed as follows:

[0102] ;

[0103] In the formula: Main vehicle mode; The distance between the main vehicle and the vehicle in front; The minimum following distance between the main vehicle and the vehicle in front; The maximum following distance between the main vehicle and the vehicle in front; The minimum distance between the main vehicle and the vehicle in front when braking to a stop; The preset distance to non-dangerous targets is optional. It is 200 meters.

[0104] Specifically, the system switches between different driver modes based on the relative distance between the driver vehicle and the vehicle in front. When the distance between vehicles is less than the minimum following distance, the system will issue an alarm. When the relative distance is greater than the maximum following distance or there is no dangerous target (the relative distance is set to 200 m), the driver vehicle is not in danger of collision. To ensure timeliness and economy, the system enters the predictive cruise mode.

[0105] In one embodiment, calculating the output speed of the main vehicle on different roads based on the main vehicle mode and the operating parameters of the main vehicle and the preceding vehicle specifically includes:

[0106] The output vehicle speed includes a first output vehicle speed and a second output vehicle speed.

[0107] When the main vehicle mode is predictive cruise mode, the operating parameters include the road gradient of the main vehicle on a certain road segment ahead. The road gradient of the certain road segment ahead is reconstructed, and the first output speed of the main vehicle on different roads is calculated.

[0108] When the main vehicle mode is following mode, the adaptive cruise expected vehicle distance model is calculated based on the working parameters and the slope of the road ahead to calculate the second output speed of the main vehicle on different roads.

[0109] When the main vehicle mode is alarm mode, the main vehicle will issue an alarm and reduce its speed or perform emergency braking. Specifically, based on JT / T1242-2019 (People's Republic of China Transportation Industry Standard), the distance to the collision time is obtained. When the distance to the collision time is greater than or equal to 3 seconds, the vehicle speed is reduced; when the distance to the collision time is less than 3 seconds, emergency braking is performed.

[0110] like Figure 3 As shown in one embodiment, the step of obtaining the road gradient of the main vehicle on a certain road segment ahead, reconstructing the road gradient of the certain road segment ahead, and calculating the first output speed of the main vehicle on different roads specifically includes:

[0111] The gradient of the road ahead (2 km) is reconstructed. Under the premise of ensuring vehicle and driver safety, the control algorithm simulates the most reasonable driving behavior. Based on the gradient information after road network reconstruction, the optimal torque output and gear position on the road ahead are determined, controlling the motor to operate within its high-efficiency range and adjusting the vehicle speed, thus achieving optimal control based on the road network reconstruction ahead. The predictive cruise algorithm calculates a target speed and determines the motor torque for that road segment before going uphill, accelerating the vehicle beforehand while minimizing gear shifts. When approaching a downhill section, the gradient of the road ahead is predicted. If the predicted gradient is too high, the vehicle reduces the accelerator pedal opening to slow down, reducing overall vehicle output power, minimizing unnecessary braking on downhill sections, and optimizing overall vehicle energy consumption.

[0112] Obtain the road gradient of the main vehicle over a certain road segment ahead (2km in this example), and reclassify the roads according to the gradient of each segment. The specific expression is as follows:

[0113] ;

[0114] In the formula, M represents the road classification; The threshold angle for vehicle uphill driving; Let X be the downhill threshold angle for vehicles; let X be the set of road segments, A+B+C=X, where A, B, and C are road segments divided according to the slope threshold; i is the road segment label corresponding to A, j is the road segment label corresponding to B, and p is the road segment label corresponding to C. Let A be the segmented road distance. Let B be the segmented road distance. Let C be the segmented road distance; Let A be the slope of the road segment. Let B be the slope of the road segment. Slope of road segment C;

[0115] Merge consecutive roads of the same type and reconstruct the road segment gradients of segments A, B, and C. The specific expression is as follows:

[0116] ;

[0117] In the formula: The slope of the reconstructed road segment is represented by L, which includes i, j, and k. n corresponds to the upper boundary of the road segment, and m corresponds to the lower boundary of the road segment. This indicates the vertical height of the corresponding road segment;

[0118] The boundary function is set, and the specific expression is as follows:

[0119] ;

[0120] In the formula: k is the current road, As variables, The range is [0, N], where N is the upper bound, indicating the termination position of the summation; For the motor in Road segment torque; The minimum allowable torque for the system; This represents the maximum allowable torque of the system. The main vehicle is Road segment acceleration; The minimum allowable acceleration for the system; This represents the maximum allowable acceleration of the system. The main vehicle is Speed ​​limits on road sections; The minimum speed allowed by the system; The maximum speed allowed by the system;

[0121] Based on the reconstructed slope, the objective function is to maximize the motor efficiency when transferring the vehicle from road segment k to road segment k+1. The first output speed of the main vehicle on different roads is then obtained, as shown in the following expression:

[0122] ;

[0123] In the formula: Let f be the motor efficiency function; f is the piecewise motor efficiency. for The gradient of a section of road; The main vehicle is The first output speed of the road segment; optionally, choose N=2 to solve for the optimal speed sequence. , Based on the reconstructed road type, the vehicle's driving mode is selected.

[0124] In one embodiment, the adaptive cruise desired vehicle spacing model based on operating parameters and the slope of the road ahead calculates the second output vehicle speed of the main vehicle on different roads, specifically including:

[0125] The operating parameters include the road slope at the position of the preceding vehicle, the set inter-vehicle time interval, the real-time distance between the main vehicle and the preceding vehicle, and the speed of the preceding vehicle;

[0126] Appropriate vehicle spacing control allows for smooth mode switching. Adaptive vehicle spacing is a variable based on the desired vehicle spacing, which is related to the status of the vehicle in front and the slope ahead. When going uphill, the vehicle in front decelerates, causing the distance between the two vehicles to decrease. The system anticipates the future deceleration behavior of the lead vehicle and allows the desired vehicle spacing to decrease, so that the lead vehicle can avoid the risk of collision while accumulating more kinetic energy to go uphill. When going downhill, the desired vehicle spacing increases, and the lead vehicle can reduce torque and speed in advance to avoid unnecessary braking and reduce energy consumption.

[0127] The desired vehicle spacing is calculated using the following expression:

[0128] ;

[0129] ;

[0130] In the formula; The speed of the vehicle in front; The minimum distance between the main vehicle and the vehicle in front when braking to a stop; To set the vehicle spacing offset; The slope of the road at the position of the vehicle in front; and These are the slope adaptation coefficients for uphill and downhill slopes, respectively; To set the workshop time interval;

[0131] At this point, it is possible to... and And to update, and The specific expression is:

[0132] ;

[0133] In the formula, and These are the maximum following distances. and The buffer zone.

[0134] The predictive adaptive range control algorithm considers the road ahead and plans the vehicle speed in the future based on different road type classifications to ensure driving safety and improve economy. Based on the economic speed, a second output speed is designed that considers both economy and safety. The smaller value between the speed of the vehicle in front and the predictive economic speed is selected as the second output speed to prevent the vehicle from accelerating too much when following the vehicle in front, which would cause unnecessary energy waste.

[0135] The speed of the vehicle in front is directly obtained by the main vehicle using millimeter-wave radar during the following process. And the distance between the main vehicle and the vehicle in front. ,control Infinitely close to the desired vehicle spacing Under extreme conditions, equal to the expected vehicle spacing This yields the vehicle speed (i.e., the predictable economic speed). .

[0136] ;

[0137] ;

[0138] ;

[0139] Calculate the main vehicle at Second output speed of the road section The specific expression is as follows:

[0140] The main vehicle first approaches the desired vehicle spacing, and the torque of the main vehicle is controlled to maintain the relative distance and relative speed between the two vehicles.

[0141] This invention enables variable speed and torque control of the main vehicle, effectively ensuring safety while improving driving comfort; it can control the vehicle's acceleration and deceleration behavior in advance, effectively control the vehicle's longitudinal automatic driving, and effectively reduce the vehicle's energy consumption.

[0142] In one embodiment, the longitudinal dynamics equation of the vehicle is:

[0143]

[0144]

[0145]

[0146] In the formula: As the driving force; For rolling resistance; For slope resistance; For air resistance; To increase resistance; This refers to the motor torque; This refers to the gear ratio of the transmission. The transmission ratio of the main reducer; R is the transmission efficiency of the vehicle's drivetrain; r is the tire rolling radius. Where: is the mass of the vehicle; g is the acceleration due to gravity; f is the coefficient of friction; α is the road slope; A is the frontal area; ρ is the air density; u is the vehicle speed; v is the vehicle velocity; t is time. This is the conversion factor for the rotational mass of a vehicle.

[0147] The required torque of the vehicle is calculated by using the vehicle's inverse longitudinal dynamics model. The motor is controlled to operate at the calculated torque, so that the system travels according to the calculated speed sequence, reducing fuel consumption and ensuring vehicle safety. The desired acceleration is the bridge connecting the upper and lower controllers. Drive and regenerative braking control are designed in the lower controller to achieve the desired acceleration. The regenerative braking control can coordinate the motor torque and the air pressure braking torque.

[0148] In one embodiment, the method of distributing braking force according to the output speed of the main vehicle on different roads specifically includes:

[0149] Based on the vehicle's output speed on different roads, the front and rear axle loads after axle load transfer are obtained, as shown in the following expressions:

[0150] ;

[0151] ;

[0152] Where: v is the output speed of the main vehicle on different roads, including the first output speed or the second output speed; Rear axle load; Front axle load; For the overall quality of the automobile; This refers to the wheelbase; It is the acceleration due to gravity; This is the distance from the center of mass to the front axle; This is the distance from the center of mass to the rear axle; The height of the center of mass; To slow down the vehicle;

[0153] When both the front and rear wheels lock up simultaneously, the road surface adhesion conditions can be fully utilized; under these circumstances, the ideal distribution of braking force between the front and rear axles is as follows:

[0154] ;

[0155] In the formula: For rear axle braking force; For front axle braking force;

[0156] To ensure directional stability and braking efficiency, the Economic Commission for Europe (ECE) braking regulations require the following braking strength for all vehicles with a coefficient of friction between 0.2 and 0.8:

[0157] ;

[0158] ;

[0159] like Figure 5 As shown, based on the ECE braking regulations, the equation that meets the lower boundary can be derived:

[0160] ;

[0161] First, the desired braking intensity is calculated based on the desired acceleration value, and the maximum torque that the motor can provide is obtained from a table based on the motor's real-time speed and available power. Second, the braking forces of the front and rear axles are determined based on the proposed braking strategy and road restrictions. Finally, the regenerative braking torque of the motor and the pneumatic compression torque of the front and rear axles are calculated. To ensure braking distance, the braking forces of the front and rear axles satisfy the following formula:

[0162] ;

[0163] Obtain the braking intensity, compare the braking intensity with the stage range, and calculate the front axle braking force and rear axle braking force based on the comparison result. Specifically, this includes:

[0164] The scope of the stage includes a first scope, a second scope, a third scope, and a fourth scope;

[0165] like Then the braking intensity at this time Within the first range, the specific expression is as follows:

[0166] ;

[0167] ;

[0168] In the formula: This is the first slope, i.e., the slope of line segment OE;

[0169] like Then the braking intensity at this time It falls within the second range, and the specific expression is as follows:

[0170] ;

[0171] like Then the braking intensity at this time It falls within the third range, and the specific expression is as follows:

[0172] ;

[0173] ;

[0174] In the formula: This is the second slope, i.e., the slope of line segment CB;

[0175] when Then the braking intensity at this time In the fourth range, when the braking intensity exceeds 0.5, it is considered emergency braking. At this time, regenerative braking is discontinued, and only friction braking is used on the front and rear axles to ensure vehicle braking safety under these conditions. Then, to prevent wheel lock-up, the braking force applied to the brake actuator is expressed as follows:

[0176] ;

[0177] In the formula: For the desired braking force of the whole vehicle, For brake pedal opening, The desired braking force for the front axle brake actuator; The desired braking force for the rear axle brake actuator; The coefficient of friction;

[0178] To maximize the recovery of braking energy, the motor always operates at its maximum regenerative braking capacity within the vehicle's desired braking torque range. If the motor's maximum regenerative braking capacity can meet the vehicle's desired braking torque, the front and rear axle air pressure torque (friction braking) is 0. If the motor's maximum regenerative braking capacity cannot meet the vehicle's desired braking torque, the shortfall is compensated by the brake air pressure system. Therefore, the braking torque vector can be obtained in the lower-level controller. The acquisition of the regenerated braking torque specifically includes:

[0179] When the braking intensity is within the first, second, and third ranges, the expression for the regenerative braking torque is as follows:

[0180] ;

[0181] ;

[0182] like ,but , ;

[0183] like ,but , ;

[0184] like ,but , ;

[0185] In the formula: Represents a tuple. To recover braking torque, The front axle is compressed by the air compression torque; The rear axle air compression torque is r; the tire rolling radius is r. This refers to the motor torque; This refers to the gear ratio of the transmission. The transmission ratio of the main reducer.

[0186] This invention can automatically determine the master vehicle mode based on the distance between the master vehicle and the vehicle in front, and calculate the output speed of the master vehicle on different roads. At the same time, it can perform braking energy recovery based on the output speed. It integrates the functions of output speed confirmation and braking energy recovery, without the need for driver intervention, avoiding increased energy consumption and ensuring the actual use effect of the car.

[0187] This invention enables vehicles to respond quickly and accurately to the torque demand of the entire vehicle and accurately control the motion state of the main vehicle. Based on the road network environment ahead and the safe distance of variable expected vehicle spacing, and considering the front and rear axle braking force distribution results after axle load transfer, it performs maximum braking energy recovery, effectively ensuring safety while improving driving comfort, and reducing vehicle energy consumption while effectively increasing driving range.

[0188] Example 2:

[0189] This invention provides an energy recovery coordinated control device, comprising:

[0190] Mode Confirmation Module: Obtains the distance between the main vehicle and the vehicle in front, compares the distance with a preset range, and confirms the main vehicle mode based on the comparison result;

[0191] Calculation module: Obtains the operating parameters of the master vehicle and the preceding vehicle, and calculates the output speed of the master vehicle on different roads based on the master vehicle mode and the operating parameters of the master vehicle and the preceding vehicle;

[0192] Distribution module: Distributes braking force according to the output speed of the main vehicle on different roads, and obtains the regenerative braking torque.

[0193] Example 3:

[0194] This invention also provides a terminal, including a processor and a storage medium;

[0195] The storage medium is used to store instructions;

[0196] The processor is configured to operate according to the instructions to execute the steps of the method described in Embodiment 1.

[0197] Example 4:

[0198] This invention also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the method described in Embodiment 1.

[0199] Since the storage medium provided in this embodiment of the invention can execute the method provided in Embodiment 1 of the invention, it has the corresponding functional modules and beneficial effects for executing the method.

[0200] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0201] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0202] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0203] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0204] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for coordinated control of energy recovery, characterized in that, Includes the following steps: Obtain the distance between the main vehicle and the vehicle in front, compare the distance with a preset range, and confirm the main vehicle mode based on the comparison result; Obtain the operating parameters of the master vehicle and the preceding vehicle, and calculate the output speed of the master vehicle on different roads based on the master vehicle mode and the operating parameters of the master vehicle and the preceding vehicle; The braking force is distributed according to the vehicle's output speed on different roads, and the regenerative braking torque is obtained.

2. The energy recovery coordinated control method according to claim 1, characterized in that, The process involves obtaining the distance between the main vehicle and the vehicle in front, comparing the distance with a preset range, and confirming the main vehicle mode based on the comparison result. The specific expression is as follows: ； In the formula: Main vehicle mode; The distance between the main vehicle and the vehicle in front; The minimum following distance between the main vehicle and the vehicle in front; The maximum following distance between the main vehicle and the vehicle in front; The minimum distance between the main vehicle and the vehicle in front when braking to a stop; This is the preset distance to a non-dangerous target.

3. The energy recovery coordinated control method according to claim 2, characterized in that, The calculation of the output speed of the main vehicle on different roads based on the main vehicle mode and the operating parameters of the main vehicle and the preceding vehicle specifically includes: The output vehicle speed includes a first output vehicle speed and a second output vehicle speed. When the main vehicle mode is predictive cruise mode, the operating parameters include the road gradient of the main vehicle on a certain road segment ahead. The road gradient of the certain road segment ahead is reconstructed, and the first output speed of the main vehicle on different roads is calculated. When the main vehicle mode is following mode, the adaptive cruise expected vehicle distance model is based on the working parameters and the slope of the road ahead to calculate the second output speed of the main vehicle on different roads. When the master vehicle mode is in alarm mode, the master vehicle will issue an alarm and reduce its speed or apply emergency braking.

4. The energy recovery coordinated control method according to claim 3, characterized in that, The process of reconstructing the road gradient for a certain section ahead and calculating the first output speed of the main vehicle on different roads specifically includes: The operating parameters include the road gradient of the main vehicle on a certain road segment ahead. The roads are reclassified based on the gradient of each segment, as shown in the following expression: ； In the formula, M represents the road classification; The threshold angle for vehicle uphill driving; Let X be the downhill threshold angle for vehicles; let X be the set of road segments, A+B+C=X, where A, B, and C are road segments divided according to the slope threshold; i is the road segment label corresponding to A, j is the road segment label corresponding to B, and p is the road segment label corresponding to C. Let A be the segmented road distance. Let B be the segmented road distance. Let C be the segmented road distance; Let A be the slope of the road segment. Let B be the slope of the road segment. Slope of road segment C; Merge consecutive roads of the same type and reconstruct the road segment gradients of segments A, B, and C. The specific expression is as follows: ； In the formula: The slope of the reconstructed road segment is represented by L, which includes i, j, and k. n corresponds to the upper boundary of the road segment, and m corresponds to the lower boundary of the road segment. This indicates the vertical height of the corresponding road segment; The boundary function is set, and the specific expression is as follows: ； In the formula: k is the current road, As variables, The range is [0, N], where N is the upper bound, indicating the termination position of the summation; For the motor in Road segment torque; The minimum allowable torque for the system; This represents the maximum allowable torque of the system. Main vehicle in Road segment acceleration; The minimum allowable acceleration for the system; This represents the maximum allowable acceleration of the system. The main vehicle is Speed ​​limits on road sections; The minimum speed allowed by the system; The maximum speed allowed by the system; Based on the reconstructed slope, the objective function is to maximize the motor efficiency when transferring the vehicle from road segment k to road segment k+1. The first output speed of the main vehicle on different roads is then obtained, as shown in the following expression: ； In the formula: Let f be the motor efficiency function; f is the piecewise motor efficiency. for The gradient of a section of road; The main vehicle is The first output speed of the road segment.

5. The energy recovery coordinated control method according to claim 4, characterized in that, The adaptive cruise desired vehicle spacing model based on operating parameters and the slope of the road ahead calculates the second output speed of the main vehicle on different roads, specifically including: The operating parameters include the road slope at the position of the preceding vehicle, the set inter-vehicle time interval, the real-time distance between the main vehicle and the preceding vehicle, and the speed of the preceding vehicle; The specific expression for the desired vehicle spacing is as follows: ； ； In the formula; The speed of the vehicle in front; The minimum distance between the main vehicle and the vehicle in front when braking to a stop; To set the vehicle spacing offset; The slope of the road at the position of the vehicle in front; and These are the slope adaptation coefficients for uphill and downhill slopes, respectively; To set the workshop time interval; Get the speed of the vehicle in front while the main vehicle is following. And the distance between the main vehicle and the vehicle in front. ,control equal to the expected vehicle spacing The speed of the main vehicle is obtained. . ； ； Calculate the main vehicle at Second output speed of the road section The specific expression is as follows: 。 6. The energy recovery coordinated control method according to claim 3, characterized in that, The method of distributing braking force according to the vehicle's output speed on different roads specifically includes: Based on the vehicle's output speed on different roads, the front and rear axle loads after axle load transfer are obtained, as shown in the following expressions: ； ； Where: v is the output speed of the main vehicle on different roads, including the first output speed or the second output speed; Rear axle load; Front axle load; For the overall quality of the automobile; Wheelbase; It is the acceleration due to gravity; This is the distance from the center of mass to the front axle; This is the distance from the center of mass to the rear axle; The height of the center of mass; To slow down the vehicle; The ideal distribution of braking force between the front axle and the rear axle is as follows: ； In the formula: For rear axle braking force; For front axle braking force; To ensure braking distance, the front axle braking force and the rear axle braking force must satisfy the following formula: ； Obtain the braking intensity, compare the braking intensity with the stage range, and calculate the front axle braking force and rear axle braking force based on the comparison result. Specifically, this includes: The scope of the stage includes a first scope, a second scope, a third scope, and a fourth scope; like Then the braking intensity at this time Within the first range, the specific expression is as follows: ； ； In the formula: The first slope; like Then the braking intensity at this time It falls within the second range, and the specific expression is as follows: ； like Then the braking intensity at this time It falls within the third range, and the specific expression is as follows: ； ； In the formula: The second slope; when Then the braking intensity at this time In the fourth range, both the front and rear axles use friction braking only, as shown in the following expression: ； In the formula: For the desired braking force of the whole vehicle, For brake pedal opening, The desired braking force for the front axle brake actuator; The desired braking force for the rear axle brake actuator; is the coefficient of friction.

7. The energy recovery coordinated control method according to claim 6, characterized in that, The acquisition of the regenerative braking torque specifically includes: When the braking intensity is within the first, second, and third ranges, the expression for the regenerative braking torque is as follows: ； ； like ,but , ; like ,but , ; like ,but , ; In the formula: Represents a tuple. To recover braking torque, For front axle air compression torque; The rear axle air compression torque is r; the tire rolling radius is r. This refers to the motor torque; This refers to the gear ratio of the transmission. The transmission ratio of the main reducer.

8. An energy recovery collaborative control device, characterized in that, include: Mode Confirmation Module: Obtains the distance between the main vehicle and the vehicle in front, compares the distance with a preset range, and confirms the main vehicle mode based on the comparison result; Calculation module: Obtains the operating parameters of the master vehicle and the preceding vehicle, and calculates the output speed of the master vehicle on different roads based on the master vehicle mode and the operating parameters of the master vehicle and the preceding vehicle; Distribution module: Distributes braking force according to the output speed of the main vehicle on different roads, and obtains the regenerative braking torque.

9. A terminal, characterized in that, Including processor and storage media; The storage medium is used to store instructions; The processor is configured to operate according to the instructions to perform the steps of the method according to any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the program implements the steps of the method according to any one of claims 1 to 7.

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