A new energy heavy truck predictive braking and energy recovery method and system

Abstract

The application discloses a new energy heavy truck predictive braking and energy recovery method and system, and the method comprises the following steps: acquiring front road information; determining whether the front road is a coasting deceleration energy recovery working condition according to the front road information; if yes, reducing the driving torque and increasing the regenerative braking torque; monitoring the tire slip ratio in real time during braking; when the tire slip ratio exceeds a set threshold, reducing the regenerative braking torque and increasing the wheel EMB braking torque. The application solves the contradiction between the braking safety and the braking energy recovery efficiency of the heavy truck on a long downhill, and realizes smooth, safe and efficient energy recovery.

Description

Technical Field

[0001] This invention belongs to the field of intelligent control technology for new energy commercial vehicles, and particularly relates to a predictive braking and energy recovery method and system for new energy heavy trucks. Background Technology

[0002] New energy electric heavy-duty trucks have a large curb weight, with a full load weight of up to 49 tons. Their braking safety and energy recovery face the following challenges: 1. Risk of brake fade due to heat: Under long downhill conditions, traditional friction braking is prone to overheating and brake failure; 2. Existing regenerative braking has limited power recovery and largely depends on the driver's pedal depth, making it impossible to predict in advance; 3. Low energy recovery efficiency: Existing strategies are mostly passive recovery, meaning that it only starts after the driver presses the brake pedal. For heavy-duty trucks, due to their large mass inertia, this delayed recovery wastes a large amount of recoverable kinetic energy; 4. Existing AEB systems and regenerative braking systems operate independently, which can easily lead to sudden intervention, poor vehicle stability, or strong shock when switching between regenerative and mechanical braking in rain, snow, and mining environments. Summary of the Invention

[0003] The purpose of this invention is to overcome the shortcomings of the prior art and provide a predictive braking and energy recovery method and system for new energy heavy trucks, so as to achieve predictive braking and smooth, safe and efficient energy recovery.

[0004] To solve the above-mentioned technical problems, the present invention is implemented using the following solution: This invention provides a predictive braking and energy recovery method for new energy heavy-duty trucks, comprising: Obtain information about the road ahead; Determine whether the road ahead is in a coasting deceleration and energy recovery condition based on the road information ahead: if so, reduce the drive torque and increase the regenerative braking torque; During braking, tire slip ratio is monitored in real time: when the tire slip ratio exceeds a set threshold, the regenerative braking torque is reduced and the wheel EMB braking torque is increased.

[0005] Furthermore, the road information ahead is obtained through high-precision maps, vehicle radar / cameras, and vehicle-to-everything (V2X) communication. This road information includes the slope and curvature of the road ahead, the location of intersections and toll booths, and the traffic lights and countdown information ahead. The conditions for coasting deceleration and energy recovery include the presence of long downhill slopes, toll booths, or red lights. The system determines whether the road ahead is suitable for coasting deceleration and energy recovery, including: determining the presence of long downhill slopes based on the road slope and curvature; determining the presence of toll booths based on the location of intersections and toll booths; and determining the presence of red lights based on the traffic lights and countdown information ahead.

[0006] Furthermore, reducing drive torque and increasing regenerative braking torque includes: The reduction in driving torque is equal to the current driving torque, and the rate of reduction is no greater than the driving torque gradient limit. Increase in regenerative braking torque ΔT regen : ΔT regen = T regen,des - T regen,prev The rate of increase shall not exceed the limit of the regenerative braking torque gradient. Among them, the target regenerative braking torque T regen,des : T regen,des = max( min( |T brake,req |, T motor,gen,max(n) , T batt,ch,max ), 0 ) T regen,prev To regenerate the braking torque from the previous moment, T motor,gen,max(n) Current motor speed n Maximum generating torque; Battery maximum allowable charging torque conversion value T batt,ch,max : T batt,ch,max = (P ch,max × 9550 / n) × n gen In the formula, P ch,max Maximum charging power for the battery. or gen For transmission efficiency; First total demand braking torque T brake,req : T brake,req = a des × m veh × R wheel In the formula, m veh For the actual weight of the whole vehicle, R wheel The tire's rolling radius; Target deceleration a des : a des = min(0, K p ·(v cur - v ref ) + K i ·∫(v cur - v ref ) dt + a grade + a curve + a obs ) In the formula, v cur Current vehicle speed v ref For reference speed; Slope compensation a grade : a grade = g sinθ In the formula, i For slope, a curve The target deceleration caused by road curvature. a obs The deceleration caused by maintaining a safe distance from the vehicle in front / obstacle.

[0007] Furthermore, when the tire slip ratio exceeds a set threshold, the regenerative braking torque is reduced and the wheel EMB braking torque is increased, including: Regenerative braking torque reduction ΔT regen,reduction : ΔT regen,reduction = T regen,des - T regen,adj The increase in wheel EMB braking torque is equal to the decrease in regenerative braking torque. Among them, the target regenerative braking torque T regen,des : T regen,des = min( T brake,req ’, T motor,gen,max , T batt,ch,max) In the formula, T motor,gen,max(n) Current motor speed n Maximum generating torque; Battery maximum allowable charging torque conversion value T batt,ch,max : T batt,ch,max = (P ch,max × 9550 / n) × n gen In the formula, P ch,max Maximum charging power for the battery. or gen For transmission efficiency; Second total demand braking torque T brake,req ’ : T brake,req ' = min( a req × m veh × R wheel , T brake,max ) In the formula, a req = f(β) This represents the pedal-deceleration mapping, where β is the brake pedal opening. m veh For the actual weight of the whole vehicle, R wheel The tire's rolling radius, T brake,max This is the maximum braking torque; Adjust regenerative braking torque T regen,adj : T regen,adj = T regen,des × k In the formula, if the tire slip ratio l ≤ First set threshold l th1 linear reduction k = 1, if the first set threshold l th1 Tire slip ratio l ≤ Second set threshold lth2 linear reduction k = 1 - (λ - λ th1 ) / (λ th2 - l th1 ) If the tire slip ratio l Second set threshold l th2 linear reduction k = 0.

[0008] Furthermore, the increase in regenerative braking torque is linear and gradient-like.

[0009] Furthermore, it also includes: During braking, the EMB temperature and battery SOC are monitored in real time: when the EMB temperature exceeds the third set threshold or the battery SOC exceeds the fourth set threshold, the hydraulic retarder is forcibly activated to assist braking and the driver is alerted.

[0010] This invention also provides a predictive braking and energy recovery system for new energy heavy-duty trucks, comprising: The road condition and data processing unit is connected to high-precision maps, vehicle radar / cameras and vehicle-to-everything (V2X) communication. It is used to receive and process road information ahead, calculate and output the theoretical recovery torque curve without braking intervention based on the predictive cruise algorithm and regenerative braking management strategy, and monitor tire slip ratio, EMB temperature and battery SOC in real time during braking and output braking and energy recovery control commands based on the monitoring results. The braking and energy recovery execution system is connected in communication with the road condition and data processing unit to receive and respond to the theoretical recovery torque curve under no braking intervention and braking and energy recovery control commands to execute vehicle braking and energy recovery.

[0011] Furthermore, the braking and energy recovery execution system adopts a distributed drive-by-wire system, including a motor controller, an electronic control module (EMB) unit, and a braking control unit. The motor controller is used to control the regenerative braking torque, the EMB is configured on the wheels, and the braking control unit is communicatively connected to the road condition and data processing unit.

[0012] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the steps of the above-mentioned predictive braking and energy recovery method for new energy heavy trucks.

[0013] The present invention also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the above-described predictive braking and energy recovery method for new energy heavy trucks. Beneficial effects

[0014] This invention features a predictive coasting recovery mode: when a long downhill slope, toll station, or red light is detected ahead, the system automatically reduces the drive torque in advance and linearly increases the regenerative braking torque, allowing the vehicle to coast and decelerate using "electric braking" to maximize energy recovery and avoid using friction braking; a dynamic distribution mode: during braking, the system monitors tire slip ratio and road surface adhesion coefficient in real time. When the slip ratio exceeds a threshold, the system automatically reduces the regenerative braking torque and simultaneously increases the corresponding wheel EMB braking torque, ensuring that braking stability takes priority over energy recovery; and thermal management linkage: the system monitors the EMB caliper temperature and battery SOC (state of charge) in real time. When the battery SOC is too high to recover energy, or the EMB temperature exceeds a threshold, the system forcibly activates the hydraulic retarder as auxiliary braking and alerts the driver; resolving the contradiction between braking safety and braking energy recovery efficiency for heavy trucks on long downhill slopes, achieving smooth, safe, and efficient energy recovery.

[0015] The regenerative braking torque of this invention increases linearly in a gradient manner, rather than in the step-like response that depends on the driver's pedal depth in traditional strategies, thus eliminating the feeling of jerking.

[0016] Unlike passenger vehicles that mainly rely on cameras / radar for real-time perception, this invention introduces high-precision maps to obtain geometric information such as the slope and curvature of the road ahead, and combines V2I technology to obtain the phase of traffic lights to achieve beyond-line-of-sight prediction. Since the routes of heavy trucks are relatively fixed (ports, mining areas, trunk logistics), the pre-embedded cost of high-precision maps can be effectively amortized. Attached Figure Description

[0017] Figure 1 This is a framework diagram of a predictive braking and energy recovery system for a new energy heavy truck provided in Embodiment 1 of the present invention; Figure 2 This is a flowchart of a predictive braking and energy recovery method for a new energy heavy truck provided in Embodiment 2 of the present invention. Detailed Implementation

[0018] The present invention will be further described below with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present invention, and should not be used to limit the scope of protection of the present invention. Example 1

[0019] This embodiment provides a predictive braking and energy recovery system for a new energy heavy-duty truck, including: a road condition and data processing unit, connected to a high-precision map, vehicle radar / camera, and vehicle network communication, for receiving and processing road information ahead, calculating and outputting the theoretical recovery torque curve under no braking intervention based on predictive cruise algorithm and regenerative braking management strategy, and monitoring tire slip ratio, EMB temperature, and battery SOC in real time during braking and outputting braking and energy recovery control commands based on the monitoring results; a braking and energy recovery execution system, connected to the road condition and data processing unit, for receiving and responding to the theoretical recovery torque curve under no braking intervention and the braking and energy recovery control commands to execute vehicle braking and energy recovery; the braking and energy recovery execution system adopts a distributed drive-by-wire system, including a motor controller, an electronic control EMB unit, and a braking control unit. The motor controller is used to control the regenerative braking torque, the electronic control EMB is configured on the wheels, and the braking control unit is connected to the road condition and data processing unit.

[0020] Specifically, such as Figure 1 As shown, the road condition and data processing unit ECU1 has the following functions: acquiring road slope, curvature, intersection and toll station location information within a preset distance (e.g., 2km) ahead of the vehicle; identifying the relative distance and speed of vehicles, pedestrians and obstacles ahead; receiving traffic light phase and countdown information ahead; integrating predictive cruise control (PCC) algorithm and regenerative braking management strategy; and calculating the theoretical regenerative torque curve that allows the vehicle to maintain a safe speed without braking intervention by using coasting and regenerative braking, based on the slope sequence provided by the high-precision map. The distributed brake-by-wire and energy recovery execution system includes: a motor controller that controls the regenerative braking torque; an electromechanical brake (EMB) unit: four wheels are independently equipped with EMB calipers, supporting millisecond-level wheel-end braking force distribution; and a brake control unit ECU2: receiving commands from ECU1 and dynamically distributing braking force according to the principle of "regenerative braking priority, EMB compensation".

[0021] The predictive braking and energy recovery system for new energy heavy trucks described in this embodiment differs from passenger vehicles, which mainly rely on cameras / radar for real-time perception. It introduces high-precision maps to obtain geometric information such as the slope and curvature of the road ahead, and combines V2I technology to obtain the phase of traffic lights to achieve beyond-line-of-sight prediction. Since the driving routes of heavy trucks are relatively fixed (ports, mining areas, trunk logistics), the pre-embedded cost of high-precision maps can be effectively amortized. Example 2

[0022] like Figure 2As shown, this embodiment provides a predictive braking and energy recovery method for a new energy heavy-duty truck, including: acquiring road information ahead; determining whether the road ahead is a coasting deceleration and energy recovery condition based on the road information ahead: if so, reducing the driving torque and increasing the regenerative braking torque; if not, executing the normal driving mode; monitoring the tire slip ratio in real time during braking: when the tire slip ratio exceeds a set threshold, executing the dynamic distribution mode: reducing the regenerative braking torque and increasing the wheel EMB braking torque, otherwise maintaining regenerative braking as the main mode; monitoring the EMB temperature and battery SOC in real time during braking: when the EMB temperature exceeds a third set threshold or the battery SOC exceeds a fourth set threshold, forcibly activating the hydraulic retarder to assist braking and reminding the driver, otherwise continuing to brake / coast in the current mode.

[0023] Furthermore, the road information ahead is obtained through high-precision maps, vehicle radar / cameras, and vehicle-to-everything (V2X) communication. This road information includes the slope and curvature of the road ahead, the location information of intersections and toll stations, the relative distances and speeds of vehicles, pedestrians, and obstacles ahead, and the traffic light and countdown information ahead. The coasting deceleration energy recovery conditions include the presence of long downhill slopes, toll stations, or red lights. Based on the road information ahead, it is determined whether the road ahead is a coasting deceleration energy recovery condition, including: determining whether there is a long downhill slope based on the road slope and curvature; determining whether there is a toll station based on the location information of intersections and toll stations; and determining whether there is a red light based on the traffic light and countdown information ahead.

[0024] The regenerative braking torque increases linearly in a gradient manner, reducing the driving torque and increasing the regenerative braking torque, as detailed below: 1.1 Determine the target deceleration a des (m / s²), output by the predictive cruise algorithm based on road information ahead, common forms: a des = min(0, K p ·(v cur - v ref ) + K i ·∫(v cur - v ref ) dt + a grade + a curve + a obs ) in, v cur Current vehicle speedv ref Reference speed (such as speed limit, economical speed). a grade = g sinθ Gradient compensation (negative for downhill slopes, i.e., braking demand). a curve The target deceleration caused by road curvature (generally taken as -0.1 to -0.2 m / s²), and the radius of curvature of the curve ahead. R And lateral acceleration is generated: a curve = -v cur ² / R · the , or For safety factor, 0 < or <1, a obs : Deceleration caused by safe distance from the vehicle in front / obstacle (e.g., ACC model); Example: A heavy truck is descending a 3° slope at 80 km / h. The speed limit is 80 km / h, and no deceleration is required. However, the gravitational component of the slope, a_grade = 9.8 × sin(3°) ≈ -0.51 m / s². To maintain the vehicle speed, a braking force of 0.51 m / s² is needed.

[0025] 1.2 Calculate the total required braking torque under coasting conditions T_brake,req (N·m) T brake,req = a des × m veh × R wheel in, m veh Actual vehicle weight (including cargo), unit: kg R wheel Tire rolling radius, in meters (m); Example: m veh = 40000 kg, R wheel = 0.55 m, a des = -0.51 m / s²→ T brake,req = (-0.51)×40000×0.55 = -11220 N·m (the negative sign indicates the braking direction) 1.3. Reduction in drive torque During coasting, the accelerator pedal opening is 0. If the current drive torque is... T drive,cur (Positive value), then: ΔT drive = T drive,cur - 0 = T drive,cur The rate of descent is typically limited by the torque gradient limit. dT / dt max (e.g., 2000 N·m / s) to avoid impact. In actual control, the drive torque is reduced to 0 using a ramp function.

[0026] 1.4 Increase in regenerative braking torque Target regenerative torque T regen,des Take the minimum value between the required total braking torque and the physical upper limit: T regen,des = max( min( |T brake,req |, T motor,gen,max(n) , T batt,ch,max ), 0 ) in, T motor,gen,max(n) Current motor speed n Maximum generating torque (refer to table, unit N·m). T batt,ch,max : Converted value of maximum allowable charging torque of battery T batt,ch,max = (P ch,max × 9550 / n) × n gen Or simplified to: T batt,ch,max = (P ch,max × 9.55) / n (kW→N·m), then multiply by the transmission efficiency.

[0027] If the regenerative torque at the previous moment was T regen,prev The increase in this period is: ΔT regen = T regen,des - T regen,prev It is also subject to the rate of ascent limit (e.g., 1000 N·m / s).

[0028] Example continued: Current n=1200 rpm, peak motor power generation 2800 N·m; battery SOC=70%, P ch,max =300kW→ T batt,ch,max = 300×9550 / 1200 ≈ 2387 N·m→ T regen,des = min(11220, 2800, 2387) = 2387 N·m; if the regenerative torque was 0 before, then increase by 2387 N·m.

[0029] At this point, the braking demand is 11220 N·m, of which only 2387 N·m is provided by regenerative energy, and the remaining 8833 N·m is supplemented by EMB (but EMB is usually not actively added during coasting conditions unless the vehicle speed cannot be maintained).

[0030] During braking, tire slip ratio is monitored in real time: when the tire slip ratio exceeds a set threshold, a dynamic distribution mode is executed: regenerative braking torque is reduced and wheel EMB braking torque is increased; otherwise, regenerative braking is maintained as the primary method, as detailed below: 2.1 Calculate the total required braking torque when the brake pedal is depressed. According to the brake pedal opening β (0~1) or deceleration request a req : T brake,req = min( a req × m veh × R wheel , T brake,max ) in, a req = f(β) For pedal-deceleration mapping (non-linear).

[0031] 2.2 Regenerative Torque Distribution (Basic) Regenerative braking should be used preferentially: T regen,des = min( T brake,req , T motor,gen,max , T batt,ch,max ) Increase: ΔT regen = Tregen,des - T regen,prev 2.3 EMB Braking Torque T EMB,des = T brake,req - T regen,des EMB torque is controlled by brake cylinder pressure.

[0032] 2.4 Slip ratio control intervention (anti-lock braking) When the tire slip ratio λ exceeds the first threshold λ_th1 (e.g., 0.12), the regenerative torque begins to decrease.

[0033] Calculate the slip ratio: λ = (v cur - ω·R wheel ) / max(v, e) (Usually the drive wheel) in, v cur Current vehicle speed (m / s, calculated from non-drive wheels or inertial navigation). oh Wheel speed (rad / s) Calculate the regenerative torque derating factor k = ①1, if l ≤ l th1 ; ②1 - ( l - l th1 ) / ( l th2 - l th1 ),like l th1 < l ≤ l th2 ; ③0, if l > l th2 ; in, l th1 First set threshold (e.g., 0.12). l th2 The second set threshold (e.g., 0.20, which completely disables regenerative braking).

[0034] 2.5 Adjusted regenerative torque T regen,adj= T regen,des × k Reduction in regenerative torque: ΔT regen,reduction = T regen,des - T regen,adj 2.6 Add EMB torque compensation To ensure the total braking force remains unchanged, additional EMB torque is required: ΔT EMB,add = ΔT regen,reduction The final EMB request is: T EMB,final = T EMB,des + ΔT EMB,add Example: During braking T brake,req = 5000 N·m, T regen,des = 3000 N·m, T EMB,des = 2000 N·m; Detected l = 0.16, l th1 =0.12, l th2 =0.20→ k = 1 - (0.16-0.12) / (0.20-0.12) = 0.5 → T regen,adj = 3000 × 0.5 = 1500 N·m → Regenerative torque reduced by 1500 N·m → T EMB,final = 2000 +1500 = 3500 N·m.

[0035] The predictive braking and energy recovery method for new energy heavy-duty trucks described in this embodiment has the following modes or functions: (1) Predictive coasting recovery mode: When a long downhill slope, toll station or red light is detected ahead, the system automatically reduces the driving torque in advance and linearly increases the regenerative braking torque, so that the vehicle can coast and decelerate by using "electric braking" to recover energy to the maximum extent and avoid using friction braking.

[0036] (2) Dynamic distribution mode: During braking, the tire slip ratio and road surface adhesion coefficient are monitored in real time. When the slip ratio exceeds the threshold, the system automatically reduces the regenerative braking torque and simultaneously increases the corresponding wheel EMB braking torque to ensure that braking stability takes priority over energy recovery.

[0037] (3) Thermal management linkage: Real-time monitoring of EMB caliper temperature and battery SOC (state of charge). When the battery SOC is too high to be recovered, or the EMB temperature exceeds the threshold, the system forcibly activates the hydraulic retarder as an auxiliary brake and alerts the driver.

[0038] The predictive braking and energy recovery method for new energy heavy trucks described in this embodiment is based on the road gradient sequence ahead. It actively calculates the composite curve of "natural coasting without braking intervention + regenerative braking" and intervenes in advance to control the recovery of driving energy. Moreover, the regenerative braking torque increases linearly in a gradient manner, rather than the step-like response that relies on the driver's pedal depth in the traditional strategy, thus eliminating the sense of jerking. In non-emergency conditions, "regenerative braking takes priority, EMB compensates". When facing emergency or low-friction road surfaces, "regenerative braking is disengaged, EMB takes over". The wheel end slip ratio is monitored in real time. When it exceeds the threshold, the ratio of regenerative torque to EMB braking force is dynamically adjusted within milliseconds to ensure that braking stability takes priority over energy recovery.

[0039] Example 3: Predictive Recovery on Long Downhill Slopes Taking a fully loaded 49-ton new energy heavy truck traveling on a mountain highway as an example: the vehicle is traveling at 80km / h, and the road condition acquisition module learns from the high-precision map that there is a continuous 6% downhill slope 1.5km ahead, with a length of 3km.

[0040] Without intervention from the road conditions and data processing unit (domain controller), the vehicle speed will exceed 95 km / h. Traditional strategies require the driver to frequently apply the brakes. The predictive braking and energy recovery system of the new energy heavy-duty truck automatically exits the drive mode and enters predictive coasting recovery, enabling the motor braking to output torque in a gradient linear manner from -80kW to -150kW, keeping the vehicle at 80-85 km / h downhill. Compared to traditional strategies, friction braking is not used throughout the entire process, approximately 15-20 kWh of electrical energy is recovered, brake pad wear is reduced by 100%, and the driving range is increased by approximately 8%.

[0041] Example 4: Emergency Braking on Low-Friction Road Surfaces A vehicle is traveling on a slippery road surface (coefficient of friction approximately 0.3) when a stationary obstacle suddenly appears ahead. Radar and cameras confirm a time-to-collision (TTC) of less than 2.5 seconds, triggering emergency braking. The new energy heavy-duty truck's predictive braking and energy recovery system calculates the maximum regenerative braking torque, but wheel speed sensors detect that the slip rate of the drive wheels (usually the rear axle) instantaneously exceeds 20%. Within 50ms, the predictive braking and energy recovery system reduces the rear axle regenerative braking torque from -200kW to -30kW, while simultaneously instructing the four EMB calipers to independently build pressure based on the road surface friction coefficient. Because the EMB response speed (approximately 80ms) is much faster than traditional air braking (approximately 400ms), the vehicle comes to a smooth stop without sideslip. Example 4

[0042] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the steps of the predictive braking and energy recovery method for new energy heavy trucks described in Embodiment 2. Example 5

[0043] The present invention also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the predictive braking and energy recovery method for new energy heavy trucks described in Embodiment 2.

[0044] In summary, this invention combines high-precision maps with predictive control, a unique advantage of heavy-duty trucks (relatively fixed driving routes), which differs from the common solutions used in passenger cars and possesses strong novelty. It unifies "preventing brake overheating" and "efficient energy recovery" through algorithms, directly reducing operating costs (brake pad and tire wear) and safety risks. Heavy-duty trucks are transitioning from traditional "air brakes" to "EMB," and this invention proactively deploys this high-response braking architecture. It significantly reduces wear on brake pads and drums, extending the maintenance cycle of the braking system. Simultaneously, efficient energy recovery reduces the frequency of electricity consumption, resulting in a 5%-10% reduction in overall operating costs.

[0045] Those skilled in the art will understand that embodiments of this application can be provided as methods, apparatus, 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.

[0046] 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 one One or more processes and / or boxes Figure one A device that provides the functions specified in one or more boxes.

[0047] 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 one One or more processes and / or boxes Figure one The function specified in one or more boxes.

[0048] 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 one One or more processes and / or boxes Figure one The steps of the function specified in one or more boxes.

[0049] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A predictive braking and energy recovery method for new energy heavy-duty trucks, characterized in that, include: Obtain information about the road ahead; Determine whether the road ahead is in a coasting deceleration and energy recovery condition based on the road information ahead: if so, reduce the drive torque and increase the regenerative braking torque; During braking, tire slip ratio is monitored in real time: when the tire slip ratio exceeds a set threshold, the regenerative braking torque is reduced and the wheel EMB braking torque is increased.

2. The method of claim 1, wherein, Information about the road ahead is obtained through high-precision maps, vehicle radar / cameras, and vehicle-to-everything (V2X) networks. This information includes the slope and curvature of the road ahead, the location of intersections and toll stations, and the traffic lights and countdown information ahead. Coasting deceleration energy recovery conditions include long downhill slopes, toll booths, or red lights; Determine whether the road ahead is in a coasting deceleration and energy recovery mode based on road information, including: determining whether there is a long downhill slope based on the road's gradient and curvature; determining whether there is a toll station based on the location of intersections and toll booths; and determining whether there is a red light based on the traffic lights and countdown information.

3. The method of claim 1, wherein, Reducing drive torque and increasing regenerative braking torque, including: The reduction in driving torque is equal to the current driving torque, and the rate of reduction is no greater than the driving torque gradient limit. Regenerative braking torque increase amount ΔT regen : ΔT regen = T regen,des - T regen,prev The rate of increase shall not exceed the limit of the regenerative braking torque gradient. wherein the target regenerative braking torque T regen,des : T regen,des = max( min( |T brake,req |, T motor,gen,max(n) , T batt,ch,max ), 0 ) T regen,prev To regenerate the braking torque from the previous moment, T motor,gen,max(n) Current motor speed n Maximum generating torque; Battery maximum allowable charging torque conversion value T batt,ch,max : T batt,ch,max = (P ch,max × 9550 / n) × η gen In the formula, P ch,max Maximum charging power for the battery. η gen For transmission efficiency; first total demand braking torque T brake,req : T brake,req = a des × m veh × R wheel wherein m veh is the actual mass of the vehicle, R wheel is the rolling radius of the tire; Target deceleration a des : a des = min(0, K p ·(v cur - v ref ) + K i ·∫(v cur - v ref ) dt + a grade + a curve + a obs ) In the formula, v cur is the current vehicle speed, v ref is the reference vehicle speed; Grade compensation a grade : a grade = g·sinθ In the formula, θ For slope, a curve The target deceleration caused by road curvature. a obs The deceleration caused by maintaining a safe distance from the vehicle in front / obstacle.

4. The method of claim 1, wherein, When the tire slip ratio exceeds a set threshold, the regenerative braking torque is reduced and the wheel EMB braking torque is increased, including: Regenerative braking torque reduction amount ΔT regen,reduction : ΔT regen,reduction = T regen,des - T regen,adj The increase in wheel EMB braking torque is equal to the decrease in regenerative braking torque. Among them, the target regenerative braking torque T regen,des : T regen,des = min( T brake,req ’, T motor,gen,max , T batt,ch,max ) In the formula, T motor,gen,max(n) Current motor speed n Maximum generating torque; Battery allows maximum charge torque conversion value T batt,ch,max : T batt,ch,max = (P ch,max × 9550 / n) × η gen wherein P ch,max Pbat,max is the maximum charging power of the battery, η gen Pmot is the transmission efficiency; second total demand braking torque T brake,req ’ : T brake,req ' = min( a req × m veh × R wheel , T brake,max ) wherein a req = f(β) β is the brake pedal opening for the pedal-deceleration map, m veh M is the actual mass of the vehicle, R wheel R is the rolling radius of the tire, T brake,max M is the maximum braking torque; Adjusting regenerative braking torque T regen,adj : T regen,adj = T regen,des × k In the formula, if the tire slip ratio λ ≤ First set threshold λ th1 linear reduction k = 1, if the first set threshold λ th1 Tire slip ratio λ ≤ Second set threshold λ th2 linear reduction k = 1 - (λ - λ th1 ) / (λ th2 - λ th1 ) If the tire slip ratio λ Second set threshold λ th2 linear reduction k = 0.

5. The predictive braking and energy recovery method for new energy heavy-duty trucks according to claim 1, characterized in that, The increase in regenerative braking torque is linear and gradual.

6. The predictive braking and energy recovery method for new energy heavy-duty trucks according to claim 1, characterized in that, Also includes: During braking, the EMB temperature and battery SOC are monitored in real time: when the EMB temperature exceeds the third set threshold or the battery SOC exceeds the fourth set threshold, the hydraulic retarder is forcibly activated to assist braking and the driver is alerted.

7. A new energy heavy truck's predictability braking and energy recovery system, characterized in that, include: The road condition and data processing unit is connected to high-precision maps, vehicle radar / cameras and vehicle-to-everything (V2X) communication. It is used to receive and process road information ahead, calculate and output the theoretical recovery torque curve without braking intervention based on the predictive cruise algorithm and regenerative braking management strategy, and monitor tire slip ratio, EMB temperature and battery SOC in real time during braking and output braking and energy recovery control commands based on the monitoring results. The braking and energy recovery execution system is connected in communication with the road condition and data processing unit to receive and respond to the theoretical recovery torque curve under no braking intervention and braking and energy recovery control commands to execute vehicle braking and energy recovery.

8. The new energy heavy truck's predictability braking and energy recovery system according to claim 7, characterized in that, The braking and energy recovery execution system adopts a distributed drive-by-wire system, including a motor controller, an electronic control module (EMB) unit, and a braking control unit. The motor controller is used to control the regenerative braking torque, the EMB is located at the wheels, and the braking control unit is connected to the road condition and data processing unit.

9. An electronic device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, The processor implements the steps of the new energy heavy truck predictive braking and energy recovery method in any one of claims 1 to 6 when executing the program.

10. A computer readable storage medium having stored thereon a computer program, characterized in that The computer program implements the steps of the new energy heavy truck predictive braking and energy recovery method in any one of claims 1 to 6 when executed by the processor.

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