Energy recovery method and apparatus for new energy vehicle, and electronic device

Abstract

The present invention relates to an energy recovery method and apparatus for a new energy vehicle, and an electronic device. The method comprises: on the basis of an actual road friction coefficient ahead, calculating the maximum braking force of an axle connected to a motor; determining whether a driver steps on a brake pedal or not, if yes, calculating the current vehicle desired braking torque on the basis of the depth of the brake pedal, and if not, entering a coasting state; when it is determined that the vehicle desired braking torque is smaller than the maximum braking force, at least implementing the vehicle desired braking torque by a motor drag torque; and when it is determined that the vehicle desired braking torque is greater than or equal to the maximum braking force, calculating a motor drag torque excluding the braking force required for ABS adjustment, using the motor drag torque as a basic braking force, and at least implementing the vehicle desired braking torque by the basic braking force and a supplementary braking force.

Description

Energy recovery method, device and electronic equipment for new energy vehicles Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to an energy recovery method, device and electronic equipment for a new energy vehicle. Background Art

[0002] The current energy recovery system (motor back-drag torque) of electric commercial vehicles mainly includes two parts: coasting energy recovery and braking energy recovery.

[0003] Coasting energy recovery occurs when the vehicle control unit (VCU) detects the driver's throttle reduction and then requests a specific back-tow torque from the drive motor based on a specific strategy, such as a fixed back-tow torque or, based on the current load and a fixed deceleration target. The driver can adjust the torque level using the deceleration lever to meet the user's needs.

[0004] There are two types of brake energy regeneration: series and parallel. With series brake energy regeneration, when the brake system controller detects a certain brake pedal depth, it prioritizes air braking with a deceleration target of a. Then, when the motor reports the absolute value of the currently permitted back-drag torque, |Fd|, > 0, the brake system controller requests back-drag torque from the motor and simultaneously reduces the air brake ratio to ensure deceleration stability. With parallel brake energy regeneration, the brake pedal depth corresponds to the brake actuation pressure, with the braking force being F2. When the motor reports the absolute value of the currently permitted back-drag torque, |Fd|, > 0, the VCU, using a specific strategy, requests back-drag torque F1 from the motor. The total braking force F is now F2 + F1. Furthermore, when ABS or ESC is activated, energy regeneration must be discontinued as quickly as possible to maintain vehicle stability.

[0005] The current control strategy has the following main problems:

[0006] 1) When the user reduces the throttle opening, coasting energy recovery is performed, which is equivalent to converting the vehicle's electrical energy into kinetic energy, which is then converted back into electrical energy through energy recovery. This results in a significant efficiency loss.

[0007] 2) Energy regeneration is not linked to the road adhesion coefficient, and it is impossible to pre-determine whether the current anti-drag torque will activate the ABS. As a result, after the ABS is activated, energy regeneration may be discontinued too early, giving the driver a certain acceleration feeling. Energy regeneration disengagement too late may cause braking instability after the drive locks, both of which pose certain safety risks.

[0008] 3) On roads with low road adhesion, energy recovery intervention (activating ABS) will cause energy recovery to go in and out, causing the cab to pitch back and forth, greatly reducing driving comfort;

[0009] 4) On roads with low road adhesion, turning off energy recovery can improve comfort, but it will reduce energy recovery rate and range.

[0010] 5) After ABS is activated, energy recovery is completely exited, resulting in reduced energy recovery efficiency.

[0011] Summary of the Invention

[0012] The present invention discloses an energy recovery method, device and electronic equipment for a new energy vehicle, aiming to solve the technical problems existing in the prior art.

[0013] The present invention adopts the following technical solutions:

[0014] In a first aspect, an embodiment of the present invention provides an energy recovery method for a new energy vehicle, comprising the following steps:

[0015] Calculate the maximum braking force of the bridge connected to the motor based on the actual road adhesion coefficient ahead;

[0016] Determine whether the driver has stepped on the brake pedal. If so, calculate the current required braking torque of the vehicle based on the depth of the brake pedal. If not, execute the coasting state;

[0017] determining that when the required braking torque of the entire vehicle is less than the maximum braking force, the required braking torque of the entire vehicle is at least executed by the reverse torque of the motor;

[0018] When it is determined that the required braking torque of the entire vehicle is greater than or equal to the maximum braking force, the motor back-drag torque excluding the braking force required for ABS adjustment is calculated and used as the basic braking force, and the required braking torque of the entire vehicle is executed by at least the basic braking force and the supplementary braking force.

[0019] In a second aspect, an embodiment of the present invention provides an energy recovery device for a new energy vehicle, comprising:

[0020] A calculation module, used to calculate the maximum braking force of the bridge connected to the motor based on the actual road adhesion coefficient ahead;

[0021] A judgment module is used to determine whether the driver has stepped on the brake pedal. If so, the current required braking torque of the vehicle is calculated based on the depth of the brake pedal. If not, the vehicle enters the coasting state.

[0022] A first execution module is configured to determine that when the required braking torque of the entire vehicle is less than the maximum braking force, the required braking torque of the entire vehicle is at least executed by the reverse torque of the motor;

[0023] The second execution module is used to determine when the required braking torque of the entire vehicle is greater than or equal to the maximum braking force, calculate the motor back-drag torque other than the braking force required for ABS adjustment, and use it as the basic braking force. The required braking torque of the entire vehicle is executed by at least the basic braking force and the supplementary braking force.

[0024] In a third aspect, an embodiment of the present invention provides an electronic device, including:

[0025] one or more processors;

[0026] A memory for storing one or more programs; when the one or more programs are executed by the one or more processors, the one or more processors implement the energy recovery method for new energy vehicles as described above.

[0027] In a fourth aspect, an embodiment of the present invention provides a readable storage medium, on which a program or instruction is stored. When the program or instruction is executed by a processor, the steps of the energy recovery method for new energy vehicles as described above are implemented.

[0028] One embodiment of the above invention has the following advantages or beneficial effects:

[0029] The present invention mainly provides an energy recovery method for new energy vehicles. The method eliminates coasting energy recovery and uniformly performs braking energy recovery, thereby reducing energy waste in the process of converting the vehicle's electrical energy into kinetic energy and then converting it into electrical energy through energy recovery. On the other hand, the method can calculate the actual road adhesion coefficient of the road ahead in advance and monitor the brake pedal depth. Without activating ABS, the motor's reverse drag can be directly used to execute braking requirements, thereby improving the energy recovery rate. Before activating ABS, the motor's reverse drag torque can be reduced in advance to improve driving safety. After ABS is activated, the motor's reverse drag torque is used as the basic braking force, and the ABS is adjusted with supplementary braking force (mechanical braking) to improve the energy recovery rate. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for describing the embodiments, which constitute a part of the present invention. The exemplary embodiments of the present invention and their descriptions are provided to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0031] FIG1 is a flow chart of an energy recovery method for a new energy vehicle provided by one embodiment of the present invention;

[0032] FIG2 is a structural block diagram of an energy recovery device for a new energy vehicle provided by one embodiment of the present invention;

[0033] FIG3 is a structural block diagram of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0034] To make the objectives, technical solutions, and advantages of the present invention more clear, the technical solutions of the present invention will be clearly and completely described below in conjunction with specific embodiments of the present invention and corresponding drawings. In the description of the present invention, it should be noted that the term "or" is generally used in the sense of including "and / or" unless the content clearly indicates otherwise.

[0035] Obviously, the embodiments described are only some of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0036] Currently, vehicles primarily utilize two technologies: coasting energy recovery and braking energy recovery. When performing coasting energy recovery, significant efficiency conversion losses occur due to the conversion of electrical energy to kinetic energy and then to electrical energy. When performing braking energy recovery, it is impossible to confirm in advance whether the currently executing reverse torque will activate the ABS. If energy recovery is discontinued too early after ABS is activated, the driver will experience a certain sense of acceleration and reduce the energy recovery rate. If energy recovery is discontinued too late, braking instability after the driver locks, both of which pose certain safety risks.

[0037] To solve the above problem, referring to FIG1 , an embodiment of the present invention provides an energy recovery method for a new energy vehicle. The method includes steps S110 to S140 as follows:

[0038] Step S110: Calculate the maximum braking force of the bridge connected to the motor according to the actual road adhesion coefficient ahead.

[0039] Specifically, the road adhesion coefficient refers to the friction performance between the vehicle tires and the road surface, reflecting the impact of the road surface on vehicle operations such as braking, acceleration and steering. The road adhesion coefficient is usually expressed as a value between 0 and 1, where 1 represents the maximum adhesion and 0 represents no adhesion.

[0040] There's a correlation between the road adhesion coefficient and a vehicle's maximum braking force. Maximum braking force refers to the deceleration or braking torque a vehicle can generate under maximum constraints. A higher road adhesion coefficient creates greater friction between the tires and the road, generating greater braking force and enabling the vehicle to slow down or stop more quickly.

[0041] Specifically, the relationship between the road adhesion coefficient and the maximum braking force of the vehicle can be expressed by the following formula:

[0042] Maximum braking force = vehicle mass × acceleration = vehicle mass × road adhesion coefficient × acceleration due to gravity

[0043] Since the vehicle pre-executes brake energy recovery, braking must be performed by the driver stepping on the brake pedal at the current moment or after the current moment, it is necessary to obtain the road adhesion coefficient of the road ahead and associate it with energy recovery.

[0044] In one embodiment of the present invention, the road adhesion coefficient of the road ahead directly obtained through vehicle sensors or on-board systems is often inaccurate due to factors such as weather conditions, road repair work, and traffic flow. However, the road adhesion coefficient of the current road can be accurately calculated using vehicle dynamic information. Therefore, consideration is given to correcting the road adhesion coefficient of the road ahead based on the road adhesion coefficient of the current road in order to obtain a more accurate value.

[0045] In one embodiment of the present invention, a first road adhesion coefficient μ1 representing the road ahead and a second road adhesion coefficient μ2 representing the current road are obtained respectively, and then the two are combined and calculated to obtain the actual road adhesion coefficient μ ahead.

[0046] In one embodiment of the present invention, the first road adhesion coefficient μ1 is obtained by acquiring and identifying a front road image, comparing the front road image with a pre-calibrated road image library, and determining the first road adhesion coefficient μ1 representing the front road.

[0047] In one embodiment of the present invention, a commercial vehicle is equipped with a dual warning system, which is a forward warning system consisting of lane departure warning (LDW) and forward collision warning (FCW). It mainly senses driving status information by using automotive-level image sensors and radar sensors. The image sensor based on the dual warning system (such as a camera) can acquire images of the road ahead. The acquisition length of the road ahead can be freely adjusted according to actual needs. Optionally, the acquisition length of the road ahead is set to 200m in front of the vehicle.

[0048] In one embodiment of the present invention, the image acquired by the sensor is pre-processed to include noise removal, contrast enhancement, and color adjustment, so as to obtain a clear image.

[0049] In one embodiment of the present invention, an image processing algorithm is used to identify images of the road ahead. This identification can be based on machine learning and computer vision technologies. Specifically, a road image classifier can be trained using a convolutional neural network (CNN). Through machine learning, various road conditions can be classified and the current road type can be identified, such as dry, wet, or flooded. Specifically, this step requires the use of a calibrated road image library for training and identification.

[0050] In one embodiment of the present invention, the first road adhesion coefficient μ1 representing the road ahead can be determined based on a correlation table between road type and road adhesion coefficient. Specifically, the correlation table between the two can be obtained through actual testing, retrieval of existing data, or data sharing.

[0051] In one embodiment of the present invention, the second road adhesion coefficient μ2 is obtained by performing state estimation based on a vehicle dynamic model and sensor data to calculate the second road adhesion coefficient μ2 representing the current road.

[0052] In one embodiment of the present invention, the required data is obtained by the brake system controller, mainly including the wheel speed change rate, the ABS control stage and the slip rate change, etc. These data can be obtained through the vehicle's sensor system and the relevant parameters can be obtained by communicating with the vehicle's electronic control unit (ECU).

[0053] In one embodiment of the present invention, the acquired raw data is preprocessed and feature extracted; the preprocessing may include removing or correcting abnormal data, filtering, and other operations to ensure the accuracy and reliability of the data; and the feature extraction is to extract features related to the road adhesion coefficient from the raw data in order to obtain information related to the road adhesion capacity.

[0054] In one embodiment of the present invention, a suitable model is established based on the extracted features to estimate the second road adhesion coefficient μ2, and a known road adhesion coefficient dataset is used for model training and validation. Optionally, the model can be based on physical principles or statistical learning. Physical models can utilize vehicle dynamics and braking theory to establish corresponding mathematical equations, while statistical learning models can utilize machine learning algorithms to establish corresponding prediction models using training data.

[0055] In one embodiment of the present invention, a second road surface adhesion coefficient μ2 representing the current road is obtained by calculation based on a trained model and data acquired in real time.

[0056] In one embodiment of the present invention, the first road adhesion coefficient μ1 and the second road adhesion coefficient μ2 are fused and calculated according to the vehicle's motion state and road conditions to obtain the actual front road adhesion coefficient μ for reference by the brake system controller.

[0057] In one embodiment of the present invention, different algorithms can be used to calculate the actual road adhesion coefficient μ in front based on the difference between the first road adhesion coefficient μ1 and the second road adhesion coefficient μ2. The optional algorithms include weighted average algorithm, fuzzy logic algorithm, support vector machine (SVM), neural network algorithm or Kalman filtering algorithm.

[0058] In one embodiment of the present invention, the vehicle is a two-axle vehicle, and only the rear axle is connected to a motor capable of generating a reverse drag torque from the motor. Those skilled in the art will appreciate that in other embodiments, the vehicle may be a multi-axle vehicle, or both the front and rear axles may be connected to motors capable of generating a reverse drag torque from the motor, and these embodiments are not further detailed here.

[0059] In one embodiment of the present invention, the current vehicle load and the axle load of each bridge are calculated according to the vehicle's motion state; and the maximum braking force of the bridge is calculated based on the actual front road adhesion coefficient μ and the axle load of the rear axle.

[0060] In one embodiment of the present invention, the brake system controller calculates during the acceleration of the vehicle to obtain the current load mg, the front axle load m1g, and the rear axle load m2g, where mg=m1g+m2g.

[0061] In one embodiment of the present invention, the maximum available braking force of each axle is calculated as F by using the road adhesion coefficient μ. 1max =m1g*μ,F 2max =m2g*μ.

[0062] Step S120: Determine whether the driver has stepped on the brake pedal. If so, calculate the current required braking torque of the vehicle based on the depth of the brake pedal. If not, execute the coasting state.

[0063] In one embodiment of the present invention, it is determined whether the driver has stepped on the brake pedal after releasing the accelerator. If the brake pedal is not stepped on, the vehicle does not enter the energy recovery process and directly coasts to reduce energy waste in the process of converting the vehicle's electrical energy into kinetic energy and then converting it into electrical energy through energy recovery.

[0064] In one embodiment of the present invention, when it is determined that the driver has stepped on the brake pedal, the current brake pedal depth is obtained, and the corresponding deceleration value is calculated based on a correlation model between the brake pedal depth and the current required braking torque of the vehicle.

[0065] In one embodiment of the present invention, a correlation model between the brake pedal depression depth and the deceleration requirement value is first established, and then the current brake pedal depth is obtained. The corresponding deceleration value a and axle load are calculated based on the correlation model, and the current required braking torque of the entire vehicle and the braking torque required by each axle are calculated according to the deceleration value.

[0066] In one embodiment of the present invention, a set of data including brake pedal depression depth and corresponding deceleration demand value is collected, and the two are associated into a table, which can be directly used as an association model between the two.

[0067] In one embodiment of the present invention, a set of data including brake pedal depression depth and corresponding deceleration demand values ​​is collected, and features are extracted from the collected data. These features can be statistical features of the brake pedal depression depth (such as mean, variance) or other related features. According to the type of features and target variables, a suitable model type is selected, such as linear regression, polynomial regression, support vector machine, decision tree, etc., and then the model is trained and the performance of the model is evaluated. In actual use, the trained model is directly used to predict or infer the deceleration value a corresponding to the current pedal depth.

[0068] In one embodiment of the present invention, the current required braking torque F=ma of the entire vehicle is calculated based on the deceleration value a.

[0069] Step S130: When it is determined that the required braking torque of the entire vehicle is less than the maximum braking force, the required braking torque of the entire vehicle is at least executed by the motor's reverse torque.

[0070] Specifically, it also includes:

[0071] Step S131: Obtain the currently available motor reverse torque F d .

[0072] In one embodiment of the present invention, the vehicle controller or motor controller is connected to various sensors and can obtain parameters related to vehicle motion. The data provided by the sensors is used to perform kinematic calculations to deduce the vehicle state. The motor back-drag torque F is calculated based on the vehicle model and the current motion state. d .

[0073] In one embodiment of the present invention, when F<F 2max , regardless of F<F d , or F ≥ F d , the ABS will not be activated.

[0074] Specifically, ABS (Anti-lock Braking System) is a safety system designed to prevent vehicle tires from locking. If the tires become locked and unable to rotate during braking, the vehicle loses maneuverability and braking effectiveness, potentially leading to skidding or loss of control. ABS rapidly applies and releases braking force, keeping the tires within the optimal grip range, thereby providing better braking and handling performance.

[0075] When F < F 2maxIn addition, modern vehicles are usually equipped with an electronic brake force distribution system (EBD), which can adjust the braking force distribution of the front and rear wheels according to the dynamic conditions of the vehicle. When the braking torque F required by the entire vehicle is small, the EBD system will automatically adjust the braking force distribution to ensure the braking force of the front and rear wheels is balanced, reducing the risk of tire locking.

[0076] Step S132: Determine if the vehicle's required braking torque F is less than the motor's reverse torque F. d When the vehicle's required braking torque is completely determined by the motor's reverse torque F d implement.

[0077] In one embodiment of the present invention, when it is determined that F < F d , motor reverse torque F d It is sufficient to meet the braking requirements. At this time, the braking torque F required by the entire vehicle is entirely provided by the motor's reverse torque F. d implement.

[0078] Step S133: Determine if the vehicle's required braking torque F is greater than or equal to the motor's reverse torque F. d When the vehicle's required braking torque is determined by the motor's reverse torque F d and additional brake F p Joint implementation.

[0079] In one embodiment of the present invention, when it is determined that F≥F d , motor reverse torque F d Insufficient to meet the braking requirements, at this time the vehicle's required braking torque F is partially composed of the motor's reverse torque F d The remaining braking is performed by the supplementary braking F p implement.

[0080] In one embodiment of the present invention, the supplementary braking F p You can choose pneumatic brake, hydraulic brake, or a structure where the motor drives the cam to rotate, such as EMB.

[0081] Step S140. When it is determined that the required braking torque of the entire vehicle is greater than or equal to the maximum braking force, the motor back-drag torque excluding the braking force required for ABS adjustment is calculated and used as the basic braking force. The required braking torque of the entire vehicle is at least executed by the basic braking force and the supplementary braking force.

[0082] Specifically, it also includes:

[0083] Step S141: Obtain the currently available motor reverse torque F d The specific steps can be referred to the content of the above step S131 and will not be repeated here.

[0084] In one embodiment of the present invention, when F≥F 2max , ABS may be activated.

[0085] Specifically, when the vehicle's required braking torque F is greater than the maximum braking force F 2max When the tires are locked due to excessive braking force, they are easily unable to rotate. Once the tires are locked, the vehicle loses control and braking effect, which may lead to the risk of skidding or loss of control. In order to prevent the tires from locking, ABS will quickly apply and release braking force to keep the tires within the optimal grip range.

[0086] In the existing technology, when ABS is activated, energy recovery is exited too early, the energy recovery efficiency is reduced, and the driver will feel a certain acceleration. Energy recovery is exited too late, which will cause braking instability after the drive is locked, posing a certain safety hazard.

[0087] Step S142: Calculate the motor back-drag torque excluding the braking force required for ABS adjustment and use it as the basic braking force.

[0088] In one embodiment of the present invention, when the brake system controller determines that the ABS may be activated, it can request a torque reduction of n%*m2*g*μ (ie, n%*F 2max ) of the motor reverse torque, which is used as the basic brake, and the remaining part is supplemented by air pressure brake, etc. p To ensure the adjustment of ABS, this control mode can be associated with the bottom adhesion coefficient of the current and the road ahead, and timely adjust the anti-drag torque F d Reduce and increase torque to improve driving comfort.

[0089] In one embodiment of the present invention, the braking force required for ABS adjustment refers to the additional braking force applied by the ABS system to keep the tires within the optimal grip range. This value is usually adjusted in real time by the ABS system based on the vehicle dynamics, tire grip conditions, and braking requirements, and may vary depending on the vehicle manufacturer and model. Therefore, those skilled in the art can determine it based on the actual conditions of the vehicle.

[0090] In one embodiment of the present invention, n%*F 2max =F - ABS adjustment required braking force, therefore, basic braking force n% * F 2max The n% in Δt varies with the value of the braking force required by the ABS.

[0091] Step S143: Determine if the basic braking force is less than the motor reverse torque F d When the vehicle requires braking torque F, it is composed of basic braking force and supplementary braking force F p Joint implementation.

[0092] In one embodiment of the present invention, when determining n%*F 2max <F d , then F=n%*F 2max +F p At this time, the basic braking force and the supplementary braking force F p It is sufficient to complete braking while ensuring the vehicle's smooth driving, taking into account both safety and maximum energy recovery efficiency.

[0093] Step S144: Determine if the basic braking force is greater than or equal to the motor reverse torque F d When the vehicle's required braking torque F is determined by the motor's reverse torque F d and additional brake F p Joint implementation.

[0094] In one embodiment of the present invention, when determining n%*F 2max ≥F d , then F=Fd+Fp, at this time the motor reverse torque F is required d and additional brake F p Complete braking in order to maximize vehicle driving safety and energy recovery efficiency.

[0095] In one embodiment of the present invention, regardless of n%*F 2max <F d , or n%*F 2max ≥F d When ABS is working, there is still basic motor counter-torque instead of directly exiting energy recovery, thereby improving energy recovery efficiency.

[0096] Referring to FIG2 , in one embodiment of the present invention, an energy recovery device for a new energy vehicle is provided, the device comprising:

[0097] The calculation module 210 is used to calculate the maximum braking force of the bridge connected to the motor according to the actual road adhesion coefficient ahead.

[0098] In one embodiment of the invention, a first road adhesion coefficient μ1 representing the road ahead and a second road adhesion coefficient μ2 representing the current road are obtained respectively, and then the two are combined and calculated to obtain the actual road adhesion coefficient μ ahead.

[0099] In one embodiment of the present invention, the vehicle is a two-axle vehicle, and only the rear axle is connected to a motor capable of generating a reverse drag torque from the motor. Those skilled in the art will appreciate that in other embodiments, the vehicle may be a multi-axle vehicle, or both the front and rear axles may be connected to motors capable of generating a reverse drag torque from the motor, and these embodiments are not further detailed here.

[0100] In one embodiment of the present invention, the current vehicle load and the axle load of each bridge are calculated according to the vehicle's motion state; and the maximum braking force of the bridge is calculated based on the actual front road adhesion coefficient μ and the axle load of the rear axle.

[0101] The judgment module 220 is used to judge whether the driver has stepped on the brake pedal. If so, the current required braking torque of the vehicle is calculated based on the depth of the brake pedal. If not, the coasting state is executed.

[0102] In one embodiment of the present invention, it is determined whether the driver has stepped on the brake pedal after releasing the accelerator. If the brake pedal is not stepped on, the vehicle does not enter the energy recovery process and directly coasts to reduce energy waste in the process of converting the vehicle's electrical energy into kinetic energy and then converting it into electrical energy through energy recovery.

[0103] In one embodiment of the present invention, when it is determined that the driver has stepped on the brake pedal, the current brake pedal depth is obtained, and the corresponding deceleration value is calculated based on a correlation model between the brake pedal depth and the current required braking torque of the vehicle.

[0104] The first execution module 230 is configured to determine that when the required braking torque of the entire vehicle is less than the maximum braking force, the required braking torque of the entire vehicle is at least executed by the motor's reverse torque.

[0105] In one embodiment of the present invention, the first execution module 230 is further configured to obtain the currently available motor reverse torque F d .

[0106] In one embodiment of the present invention, the vehicle controller or motor controller is connected to various sensors and can obtain parameters related to vehicle motion. The data provided by the sensors is used to perform kinematic calculations to deduce the vehicle state. The motor back-drag torque F is calculated based on the vehicle model and the current motion state. d .

[0107] In one embodiment of the present invention, the first execution module 230 is further configured to determine whether the vehicle braking torque F is less than the motor reverse torque F. d When the vehicle's required braking torque is completely determined by the motor's reverse torque F d implement.

[0108] In one embodiment of the present invention, the first execution module 230 is further configured to determine when the vehicle's required braking torque F is greater than or equal to the motor's reverse drag torque F d When the vehicle's required braking torque is determined by the motor's reverse torque F d and additional brake F p Joint implementation.

[0109] The second execution module 240 is used to determine when the required braking torque of the entire vehicle is greater than or equal to the maximum braking force, calculate the motor back-drag torque in addition to the braking force required for ABS adjustment, and use it as the basic braking force. The required braking torque of the entire vehicle is at least executed by the basic braking force and the supplementary braking force.

[0110] In one embodiment of the present invention, the second execution module 240 is further configured to obtain the currently available motor reverse torque F d .

[0111] In one embodiment of the present invention, the second execution module 240 is further configured to calculate the motor back-drag torque in addition to the braking force required for ABS adjustment, and use it as the basic braking force.

[0112] In one embodiment of the present invention, when the brake system controller determines that the ABS may be activated, it can request a torque reduction of n%*m2*g*μ (ie, n%*F 2max ) of the motor reverse torque, which is used as the basic brake, and the remaining part is supplemented by air pressure brake, etc. p To ensure the adjustment of ABS, this control mode can be associated with the bottom adhesion coefficient of the current and the road ahead, and timely adjust the anti-drag torque F d Reduce and increase torque to improve driving comfort.

[0113] In one embodiment of the present invention, the second execution module 240 is further configured to determine whether the basic braking force is less than the motor reverse torque F d When the vehicle requires braking torque F, it is composed of basic braking force and supplementary braking force F p Joint implementation.

[0114] In one embodiment of the present invention, the second execution module 240 is further configured to determine whether the basic braking force is greater than or equal to the motor reverse torque F d When the vehicle's required braking torque F is determined by the motor's reverse torque F d and additional brake F p Joint implementation.

[0115] In one embodiment of the present invention, the calculation module 210 , the judgment module 220 , the first execution module 230 , and the second execution module 240 can be integrated into the ECU or the VCU at the same time.

[0116] In one embodiment of the present invention, the above-mentioned device can calculate in advance a more accurate road adhesion coefficient of the road ahead. By monitoring the brake pedal depth, under certain deceleration requirements, when the ABS is not activated, the motor reverse drag can be directly used to execute the braking requirements, thereby improving the energy recovery rate; when the ABS is activated, the motor reverse drag torque is reduced in advance as basic braking, thereby improving the driving comfort and driving safety of the entire vehicle while improving the energy recovery rate.

[0117] Specifically, the energy recovery device for new energy vehicles provided in the above embodiments has the same implementation principle and technical effects as the energy recovery method for new energy vehicles in the above embodiments. For the sake of brief description, for matters not mentioned in the device embodiment, reference may be made to the corresponding content in the above method embodiment.

[0118] As shown in FIG3 , corresponding to the energy recovery method for a new energy vehicle provided in the above embodiments, an electronic device is provided in one embodiment of the present invention. The electronic device includes a processor 310 and a memory 320. The memory 320 stores a computer program that, when executed by the processor 310, executes the energy recovery method for a new energy vehicle.

[0119] In one embodiment of the present invention, the electronic device further includes a bus 340 and a communication interface 330. The processor 310, the communication interface 330, and the memory 320 are connected via the bus 340. The processor 310 is configured to execute executable modules stored in the memory 320, such as computer programs.

[0120] The memory 320 may include high-speed random access memory (RAM) and may also include non-volatile memory, such as at least one disk storage. The system network element and at least one other network element are connected via at least one communication interface (which may be wired or wireless), such as the Internet, a wide area network, a local area network, a metropolitan area network, or the like.

[0121] The bus 340 may be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus. The bus 340 may be divided into an address bus, a data bus, a control bus, and the like. For ease of illustration, FIG3 shows only one bidirectional arrow, but this does not imply that there is only one bus or only one type of bus.

[0122] Among them, the memory 320 is used to store programs, and the processor 310 executes the program after receiving the execution instruction. The method executed by the device for flow process definition disclosed in any embodiment of the above-mentioned embodiment of the present invention can be applied to the processor 310 or implemented by the processor 310.

[0123] The processor 310 may be an integrated circuit chip with signal processing capabilities. During implementation, each step of the above method may be completed by hardware integrated logic circuits in the processor 310 or by software instructions. The processor 310 may be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc. It may also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It may implement or execute the various methods, steps, and logic block diagrams disclosed in the embodiments of the present invention. The general-purpose processor may be a microprocessor or any conventional processor. The steps of the method disclosed in conjunction with the embodiments of the present invention may be directly implemented and executed by a hardware decoding processor, or by a combination of hardware and software modules in the decoding processor. The software module may be located in a storage medium well-known in the art, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, etc. The storage medium is located in memory 320, and processor 310 reads information in memory 320 and, in conjunction with its hardware, completes the steps of the above method.

[0124] In one embodiment of the present invention, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the energy recovery method for a new energy vehicle described in the above embodiment is executed.

[0125] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working process of the system described above can refer to the corresponding process in the aforementioned embodiment and will not be repeated here.

[0126] The energy recovery method, device, electronic device and computer program product for new energy vehicles provided in the embodiments of the present invention include a computer-readable storage medium storing program code. The instructions included in the program code can be used to execute the methods described in the previous method embodiments. The specific implementation can refer to the method embodiments and will not be repeated here.

[0127] Although example embodiments have been described herein with reference to the accompanying drawings, it should be understood that the above example embodiments are merely illustrative and are not intended to limit the scope of the present application. Various changes and modifications may be made therein by those skilled in the art without departing from the scope and spirit of the present application. All such changes and modifications are intended to be included within the scope of the present application as required by the appended claims.

[0128] In the description provided herein, a large number of specific details are described. However, it is understood that the embodiments of the present application can be practiced without these specific details. In some instances, well-known methods, structures, and techniques are not shown in detail so as not to obscure the understanding of this description.

[0129] Similarly, it should be understood that in order to streamline the present application and aid in understanding one or more of the various inventive aspects, in the description of the exemplary embodiments of the present application, the various features of the present application are sometimes grouped together into a single embodiment, figure, or description thereof. However, this approach of the present application should not be interpreted as reflecting the intention that the application claimed for protection requires more features than those explicitly recited in each claim. More precisely, as reflected in the corresponding claims, the inventive point is that the corresponding technical problem can be solved with fewer features than all the features of a single disclosed embodiment. Therefore, the claims following the detailed description are hereby expressly incorporated into the detailed description, with each claim itself serving as a separate embodiment of the present application.

[0130] Those skilled in the art will understand that, except where mutually exclusive, all features disclosed in this specification (including the accompanying claims, abstract, and drawings) and all processes or units of any method or apparatus disclosed herein may be combined in any combination. Unless expressly stated otherwise, each feature disclosed in this specification (including the accompanying claims, abstract, and drawings) may be replaced by an alternative feature that provides the same, equivalent, or similar purpose.

Claims

1. A method for energy recovery of new energy vehicles, characterized in that: include: Calculate the maximum braking force of the bridge connected to the motor according to the actual road adhesion coefficient ahead; Determine whether the driver has stepped on the brake pedal. If so, calculate the current required braking torque of the vehicle based on the depth of the brake pedal. If not, execute the coasting state. When the required braking torque of the whole vehicle is less than the maximum braking force, it is determined that the required braking torque of the whole vehicle is at least executed by the reverse torque of the motor; When it is determined that the required braking torque of the whole vehicle is greater than or equal to the maximum braking force, the motor back-drag torque excluding the braking force required for ABS adjustment is calculated and used as the basic braking force, and the required braking torque of the whole vehicle is at least executed by the basic braking force and the supplementary braking force.

2. The energy recovery method for new energy vehicles according to claim 1, characterized in that: The step of calculating the maximum braking force of the bridge connected to the motor according to the actual road surface adhesion coefficient ahead also specifically includes: Acquire and recognize the road surface image ahead; Comparing the front road surface image with a pre-calibrated road surface image library to determine a first road surface adhesion coefficient representing the front road; The state is estimated based on the vehicle dynamic model and sensor data, and a second road adhesion coefficient representing the current road is calculated.

3. The energy recovery method for new energy vehicles according to claim 2, characterized in that: The step of calculating the maximum braking force of the bridge connected to the motor according to the actual road surface adhesion coefficient ahead also includes: According to the motion state of the vehicle and the road condition, the first road adhesion coefficient and the second road adhesion coefficient are fused and calculated to obtain the actual front road adhesion coefficient.

4. The energy recovery method for new energy vehicles according to claim 1, characterized in that: The step of calculating the maximum braking force of the bridge connected to the motor according to the actual road surface adhesion coefficient ahead specifically includes: Calculate the current vehicle load and axle load of each bridge according to the vehicle's motion state; The maximum braking force of the bridge is calculated based on the actual road adhesion coefficient ahead and the axle load of the bridge to which the motor is connected.

5. The energy recovery method for new energy vehicles according to claim 1, characterized in that: The step of calculating the current required braking torque of the entire vehicle based on the depth of the brake pedal specifically includes: Establish a correlation model between brake pedal depression depth and deceleration demand value; Acquire the current brake pedal depth, and calculate the corresponding deceleration value based on the association model; The braking torque currently required for the entire vehicle and the braking torque required for each axle are calculated according to the deceleration value and the axle load.

6. The energy recovery method for new energy vehicles according to claim 1, characterized in that: The step of determining when the vehicle required braking torque is less than the maximum braking force specifically includes: Get the currently available motor reverse torque; When it is determined that the required braking torque of the entire vehicle is less than the reverse torque of the motor, the required braking torque of the entire vehicle is entirely executed by the reverse torque of the motor; When it is determined that the whole vehicle required braking torque is greater than or equal to the motor reverse torque, the whole vehicle required braking torque is jointly executed by the motor reverse torque and supplementary braking.

7. The energy recovery method for new energy vehicles according to claim 1, characterized in that: The step of determining when the required braking torque of the entire vehicle is greater than or equal to the maximum braking force specifically includes: Get the currently available motor reverse torque; Calculate the motor back-drag torque excluding the braking force required for ABS adjustment and use it as the basic braking force; When it is determined that the basic braking force is less than the motor reverse torque, the required braking torque of the entire vehicle is jointly executed by the basic braking force and the supplementary braking; When it is determined that the basic braking force is greater than or equal to the motor reverse torque, the vehicle required braking torque is jointly executed by the motor reverse torque and supplementary braking.

8. An energy recovery device for a new energy vehicle, characterized in that: include: A calculation module, used to calculate the maximum braking force of the bridge connected to the motor according to the actual road adhesion coefficient ahead; A judgment module is used to judge whether the driver steps on the brake pedal. If so, the current required braking torque of the vehicle is calculated based on the depth of the brake pedal. If not, the coasting state is executed; A first execution module, configured to determine that when the vehicle required braking torque is less than the maximum braking force, the vehicle required braking torque is at least executed by the motor reverse torque; The second execution module is used to determine when the required braking torque of the whole vehicle is greater than or equal to the maximum braking force, calculate the motor back-drag torque excluding the braking force required for ABS adjustment, and use it as the basic braking force. The required braking torque of the whole vehicle is at least executed by the basic braking force and the supplementary braking force.

9. An electronic device, characterized in that: include: one or more processors; A memory for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the energy recovery method for a new energy vehicle as described in any one of claims 1-7.

10. A readable storage medium, characterized in that: The readable storage medium stores a program or instruction, and when the program or instruction is executed by the processor, the steps of the energy recovery method for a new energy vehicle as described in any one of claims 1-7 are implemented.

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