CN105083270B - 用于控制车辆的再生制动的方法和装置 - Google Patents

用于控制车辆的再生制动的方法和装置 Download PDF

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CN105083270B
CN105083270B CN201410674475.9A CN201410674475A CN105083270B CN 105083270 B CN105083270 B CN 105083270B CN 201410674475 A CN201410674475 A CN 201410674475A CN 105083270 B CN105083270 B CN 105083270B
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energy
vehicle
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CN105083270A (zh
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李俊龙
郑民荣
金大光
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Hyundai Motor Co
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Hyundai Motor Co
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
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Abstract

本发明提供用于控制车辆的再生制动的方法和装置。控制车辆的再生制动的方法包括：从路径信息提供设备接收有关预定行驶路线的信息，基于有关预定行驶路线的信息来估计可再生区间并基于该可再生区间来计算可再生能量的量，基于可再生能量的量来计算可放电能量的量并基于该可放电能量的量来设定可放电区间和放电控制量，基于在可放电区间的放电控制量来控制电池的放电并测量实际放出的实际放电能量的量，以及基于在可再生区间的再生控制量来控制电池的再生制动并测量实际再生的全部再生能量的量。

Description

用于控制车辆的再生制动的方法和装置
相关申请的交叉引用
根据35 U.S.C.§119(a)，本申请要求2014年5月20日提交的韩国专利申请第10-2014-0060457号优先权及其权益，其全部内容通过引用的方式并入本文。
技术领域
本发明涉及用于控制车辆的再生制动的方法和装置。更具体地，本发明涉及用于控制车辆的再生制动的方法和装置，其可以基于有关预定行驶路线的信息通过估计再生和放电能量的量来控制电池的再生制动和放电。
背景技术
混合动力车可以通过有效地组合两种或多种不同类型的能源来进行驱动。换言之，混合动力车具有包括发动机和电动机的动力驱动系统，并且通过同时使用内燃机动力以及使用存储在电池的电能的电动机电力进行驱动。为改善燃料消耗的节约，使用发电控制的车辆以及混合动力车采用再生制动技术。
再生制动系统在制动车辆时使用一部分的制动力以用于发电。制动力可以转化为电能并用于给电池充电，使用来自于车辆动量的动能的一部分作为用于驱动发电机的能量。因此，再生制动系统是同时执行动能减少和电能再生的系统。此类再生制动系统可以增加车辆的行驶距离，并且因此可以改善燃料消耗且可以减少有毒气体的排放。
控制再生制动的常规方法是基于车辆的当前驱动状态来调整发电量和放电量。然而，由于用于控制再生制动的常规方法和装置可能无法完全地反映车辆的行驶路径，可能难以达到最佳充电和放电控制。
在该背景区间中公开的以上信息仅用于增强对本发明背景的理解，因此可能包含不构成该国本领域普通技术人员已知的现有技术的信息。
发明内容
本发明提供基于有关预定行驶路线的信息通过估计再生能量的量和放电能量的量来控制电池的再生制动和放电从而控制车辆的再生制动的方法和装置。本发明还提供一种方法和装置，可以使用估计的再生和放电能量的量以及实际驱动的再生和放电能量的量来计算驾驶员的学习模式。
根据本发明的示例性实施方式，控制车辆的再生制动的方法可以包括：从路径信息提供设备接收有关预定行驶路线的信息；基于该有关预定行驶路线的信息估计可再生区间；基于该可再生区间计算可再生能量的量；基于该可再生能量的量计算可放电能量的量；基于该可放电能量的量确定可放电区间和放电控制量；在可放电区间基于放电控制量来控制电池的放电并测量实际放电能量的量；以及在可再生区间基于再生控制量来控制电池的再生制动并测量实际再生的全部再生能量的量。
再生控制量可以基于可再生能量的量、有关预定行驶路线的信息、能量信息和车辆信息来设定。再生控制量可以根据车辆的当前减速度以及基于有关预定行驶路线的信息、车辆信息和能量信息而计算的目标减速度进行添加或扣减。能量信息可以包括可再生能量的量、实际放电能量的量、时间点再生能量的量以及电池的充电状态(SOC)中的至少一种。时间点再生能量的量可以包括通过测量在可再生区间的随机时间点再生的能量的量而产生的第一时间点再生能量的量以及基于第一时间点再生能量的量从可再生区间开始时间点到该随机时间点再生的第二时间点再生能量的量。
可再生区间可以使用有关预定行驶路线的信息和校正系数来估计，并且可再生能量的量可以使用可再生区间、有关预定行驶路线的信息和校正系数来计算。校正系数可以基于可再生能量的量和全部再生能量的量来重新设定。有关预定行驶路线的信息可以包括斜坡信息、弯曲信息、限速信息和实时交通信息中的至少一种，但并不限于此。
本发明的另一个示例性实施方式提供配置成与路径信息提供设备连接的用于控制车辆的再生制动的装置。该装置可以包括：电动机控制器，其配置成操作电动机的驱动和转矩；电池管理系统，其配置成管理并调整电池的充电和放电状态；和车辆控制器，其配置成经由网络综合地操作电动机控制器和电池管理系统。此外，车辆控制器配置成，基于从路径信息提供设备接收的有关预定行驶路线的信息来估计可再生区间，确定在可再生区间的再生控制量，在可再生区间基于再生控制量来操作电池管理系统，并且测量在可再生区间的实际再生的全部再生能量的量。
根据本发明的示例性实施方式的用于控制车辆的再生制动的方法和装置可以配置成基于有关预定行驶路线的信息来估计再生和放电能量的量，因而电池的充电和放电控制可以在改善状态下执行。此外，根据本发明的示例性实施方式的方法和装置可以采用经使用所估计的再生和放电能量的量以及实际驱动的再生和放电能量的量而计算的驾驶员的学习模式来改善再生能量和放电能量的估计准确性。
附图说明
当与附图结合时，将从下列详细说明中更清楚地理解本发明的以上及其他目的、特征和其他优点，其中：
图1是示出根据本发明的示例性实施方式的车辆的再生制动控制装置的示例图；
图2和图3是示出根据本发明的示例性实施方式的控制车辆再生制动的方法的示例性流程图；
图4是示出根据本发明的示例性实施方式的控制再生制动的方法的示例图；以及
图5是示出根据本发明的示例性实施方式的设定校正系数的方法的示例性流程图。
附图标记的说明
50：路径信息提供设备
110：电池管理系统
120：电池
130：电动机控制器
140：电动机
150：变速器
160：驱动轮
170：发动机
180：发动机离合器
190：发动机控制器
200：车辆控制器
具体实施方式
应理解，本文使用的术语“车辆”或“车辆的”或其他类似术语包括通常的机动车，例如，包括多功能运动车(SUV)、公共汽车、卡车、各种商务车的客车，包括各种船只和船舶的水运工具，飞行器等等，并且包括混合动力车、电动车、插入式混合电动车、氢动力车和其他代用燃料车(例如，来源于石油以外的资源的燃料)。本文中提到的混合动力车是具有两种或更多种动力来源的车，例如同时为汽油动力和电动力的车。
尽管示例性实施方式被描述为使用多个单元以执行示例性进程，但应理解的是，示例性进程还可以由一个或多个模块执行。另外，应当理解的是，术语控制器/控制单元是指包括存储器和处理器的硬件装置。存储器配置成对模块进行存储，处理器具体配置成执行该模块以执行将在以下进一步描述的一个或更多进程。
此外，本发明的控制逻辑可以具体表现为，在含有由处理器、控制器等执行的可执行程序指令的计算机可读介质上的非瞬时性计算机可读介质。计算机可读介质的例子包括但不限于ROM、RAM、光盘(CD)-ROM、磁带、软盘、闪存驱动器、智能卡和光数据存储设备。计算机可读记录介质也可以在连接网络的计算机系统中分布，从而计算机可读介质可以通过例如远程信息处理服务器或控制器局域网络(CAN)以分布方式进行存储并执行。
本文使用的术语仅为说明具体实施方式，而不是意在限制本发明。如本文所使用的，单数形式“一个、一种、该”也意在包括复数形式，除非上下文中另外明确指明。还应当理解的是，在说明书中使用的术语“包括、包含、含有”是指存在所述特征、整数、步骤、操作、元素和/或部件，但是不排除存在或添加一个或多个其他特征、整数、步骤、操作、元素、部件和/或其群组。如本文所使用的，术语“和/或”包括一个或多个相关所列项的任何和所有结合。
此外，可能省略并入本文的众所周知的功能和结构的详细说明，以避免模糊本发明的主题。本文所用的术语是根据本发明的功能而定义的，并且可以根据使用者或操作者的意图和使用不同而变化。因此，本文中使用的术语应当基于本文做出的说明进行理解。此外，为有效地描述本发明的技术特征，下列示例性实施方式可以适当地变化、集成或分离将由本领域普通技术人员明确理解的术语，并且本发明并不限于此。
在下文中，将参照附图来详细描述本发明的示例性实施方式。图1是示出根据本发明的示例性实施方式的车辆的再生制动控制装置的示例图。参照图1，车辆的再生制动控制装置可以与路径信息提供设备50连接并包括电池管理系统110、电池120、电动机控制器130、电动机140、变速器150、驱动轮160、发动机170、发动机离合器180、发动机控制器190和车辆控制器200。
路径信息提供设备50可以配置成产生从开始点到目的地的有关预定行驶路线的信息，并且将所产生的有关预定行驶路线的信息提供给车辆控制器200。有关预定行驶路线的信息可以包括但不限于行驶预定道路的斜坡信息、弯曲信息、限速信息和实时交通信息中的至少一种。
这样的路径信息提供设备50可以安装在车辆内，或者可以是单独的装置(例如，路径信息提供设备50可以构建到车辆的仪表盘或仪表板、或便携式设备中)。此外，路径信息提供设备50可以包括将从开始点到目的地的有关预定行驶路线的信息提供给车辆控制器200的任何类型的装置。例如，路径信息提供设备50可以是移动通信终端、移动计算机(诸如平板个人电脑(PC)、笔记本电脑和上网本)、以及导航设备中的任何一个，但不限于此。
电池管理系统110可以配置成综合地检测信息，诸如电池120的电压、电流和温度，以管理并控制充电状态，并且可以通过车辆控制器200进行执行以调整电池120的充电状态(SOC)及再生和放电能量的量，从而降低电池120过度放电至大致下限的电压或更低或者过度充电至大致上限的电压或更高的可能性。电池管理系统110可以配置成经由网络将有关电池120的信息提供给车辆控制器200。电池120可以配置成以混合动力车(HEV)模式或电动车(EV)模式将动力提供给电动机140，并且可以在再生制动时用经由电动机140回收的电力进行充电。电动机控制器130可以配置成根据车辆控制器200来调整电动机140的驱动和转矩并在再生制动时将在电动机140中产生的电力存储在电池120。
一个微处理器或多个微处理器可以设置在电动机控制器130中，并且该一个微处理器或多个微处理器可以通过控制电动机140的预设程序而进行操作。电动机140可以由电动机控制器130执行以产生驱动转矩，并且可以在滑行行驶状态下作为发电机操作以将再生能提供给电池120。变速器150可以由车辆控制器200执行以调整传动比，并根据带传动比的驱动模式分配可以经发动机离合器180而增加(例如，通过将发动机转矩和电动机转矩进行合计)和施加的输出转矩，并将输出转矩传送到驱动轮160，从而使车辆能够驱动。变速器150可以是，但不限于，自动变速器150或无级变速器150。
发动机170的输出可以由发动机控制器190调整，并且其驱动可以由发动机控制器190调整到大致最佳驱动点。发动机离合器180可以布置在发动机170与电动机140之间，并且可以由车辆控制器200操作来切换发动机170与电动机140之间的动力输送。发动机控制器190可以经由网络与车辆控制器200连接，并且可以配置成通过与车辆控制器200联锁来操作发动机170，并且将发动机170的操作状态信息提供给车辆控制器200。一个微处理器或多个微处理器可以配置成通过用于控制发动机170的预设程序进行操作。车辆控制器200可以是最上层的控制器，并且可以配置成操作与网络连接的下级控制器并收集和分析各个下级控制器的信息以操作车辆。车辆控制器200可以配置成，基于从路径信息提供设备50接收的有关预定行驶路线的信息来估计可再生区间；确定在可再生区间的再生控制量，并且在可再生区间基于再生控制量来调整电池120的再生制动。此外，车辆控制器200可以配置成基于有关预定行驶路线的信息和可再生能量的量来设定可放电区间和放电控制量，并在可放电区间基于放电控制量来操作电池的放电。一个微处理器或多个微处理器可以配置成通过用于控制车辆的再生制动的预设程序进行操作。预设程序可以配置成执行根据本发明示例性实施方式的控制车辆的再生制动的方法的各个步骤。
在下文中，将参照图2和图3详细描述根据本发明的示例性实施方式的控制车辆的再生制动的方法。图2和图3是示出根据本发明的示例性实施方式的控制车辆再生制动的方法的示例性流程图。参照图2和图3，车辆控制器200可以配置成从路径信息提供设备50接收表示有关于从开始点到目的地的在特定道路上行驶的信息的有关预定行驶路线的信息(S210)。具体地，在开始行驶之前，车辆控制器200可以配置成从路径信息提供设备50接收有关预定行驶路线的信息。
车辆控制器200可以配置成基于包含在有关预定行驶路线的信息中的斜坡信息、弯曲信息、限速信息和实时信息来估计可再生区间(S215)。具体地，可再生区间可以表示可用于执行再生制动(例如，道路中的向下的斜坡)的区间。
图4是示出根据本发明的示例性实施方式的控制再生制动的方法的示例图。例如，如图4所示，车辆控制器200可以配置成使用有关预定行驶路线的信息来估计可再生区间R1。车辆控制器200可以配置成使用有关预定行驶路线的信息、可再生区间和校正系数来计算可再生能量的量(S220)。具体地，可再生能量的量可以表示电池120的可在可再生区间补充或充电的能量的量。
例如，如图4所示，车辆控制器200可以配置成计算可再生能量的量E1。车辆控制器200可以配置成基于可再生能量的量和校正系数来计算可放电能量的量(S225)。换言之，通过使可再生能量的量和校正系数相乘，车辆控制器200可以配置成计算可放电能量的量E2，如图4所示。
车辆控制器200可以配置成使用可放电能量的量和有关预定行驶路线的信息来估计可放电区间并基于可放电能量的量、有关预定行驶路线的信息和车辆信息来确定放电控制量(S230)。此外，可放电区间可以表示应该使用电池120的电压的区间(例如，山)，并且可放电能量的量可以表示电池120的可以用在可放电区间的能量的量。车辆信息可以包括制动液压、车辆的速度、和变速档位。例如，如图4所示，车辆控制器200可以配置成估计可放电区间R2和可放电能量的量E2。
当车辆开始行驶时，车辆控制器200可以配置成确定车辆当前是否位于可放电区间(S235)。当车辆当前位于可放电区间时，车辆控制器200可以配置成基于放电控制量来执行电池120的放电(S240)。车辆控制器200可以配置成实际地测量电池120在可放电区间内的放电量，以产生实际放电能量的量(S245)。例如，车辆控制器200可以配置成测量在可放电区间的实际放电能量的量E3。
当在S235车辆当前不是位于可放电区间时，车辆控制器200可以配置成确定车辆当前是否位于可再生区间(S310)。车辆控制器200可以配置成确定车辆在可放电区间的行驶是否完成(S250)。当车辆在可放电区间的行驶完成时，车辆控制器200可以配置成确定车辆当前是否位于可再生区间(S310)。当车辆在可放电区间的行驶未完成时，进程可以返回到S235并且车辆控制器200可以配置成确定车辆当前是否位于可放电区间(S235)。
当在S310车辆当前位于可再生区间时，车辆控制器200可以配置成操作电池管理系统110来执行电池120的再生制动(S315)。具体地，车辆控制器200可以配置成使用可再生能量的量、车辆信息、道路信息和能量信息来设定再生控制量。具体地，能量信息可以包括电池120的可再生能量的量、实际放电能量的量和SOC。此外，能量信息还可以包括将要在S320计算的第一时间点再生能量的量和第二时间点再生能量的量。车辆控制器200可以配置成基于再生控制量来执行电池120的再生制动。
车辆控制器200可以配置成测量在可再生区间内的随机时间点处的实际再生的第一时间点再生能量的量(S320)。具体地，第一时间点再生能量的量可以是通过在当前车辆中实时测量电池中再生的能量而产生的能量的量。车辆控制器200可以配置成基于第一时间点再生能量的量来计算从再生区间开始时间点到该随机时间点再生的第二时间点再生能量的量。换言之，车辆控制器200可以配置成计算从再生区间开始的位置到车辆当前位于的位置的在电池中再生的第二时间点再生能量的量。
具体地，车辆控制器200可以配置成使用式1来计算第二时间点再生能量的量。
式1：
Figure BDA0000613514790000091
其中E(t)表示第一时间点再生能量的量，s表示车辆从再生区间开始时间点到达车辆当前位于的区间的时间，且E4表示第二时间点再生能量的量。第二时间点再生能量的量可以表示从再生区间开始的位置到车辆当前位于的位置的在电池中再生的能量的量。
车辆控制器200可以配置成使用车辆信息、能量信息和行驶道路信息来计算目标减速度(S325)。能量信息可以包括可再生能量的量、实际放电能量的量和在S320计算的第二时间点再生能量的量中的至少一种。车辆控制器200可以配置成使用车辆的速度和加速度值来计算车辆的当前减速度(S330)。车辆控制器200可以配置成确定当前减速度是否大于目标减速度(S335)。
当当前减速度大于目标减速度时，车辆控制器200可以配置成减小再生控制量(S340)。换言之，车辆控制器200可以配置成基于减小的再生控制量来执行电池120的再生制动。当当前减速度等于或小于目标减速度时，车辆控制器200可以配置成增加再生控制量(S345)。换言之，车辆控制器200可以配置成基于增加的再生控制量来控制电池120的再生制动。
车辆控制器200可以配置成确定车辆在可再生区间的行驶是否完成(S350)。当车辆在可再生区间的行驶完成时，车辆控制器200可以配置成测量在可再生区间充入电池120的能量的量的全部再生能量的量(S355)。例如，如图4所示，车辆控制器200可以配置成测量在可再生区间R1的全部再生能量的量E5。当车辆在可再生区间的行驶未完成时，进程可以返回到S310并且车辆控制器200可以配置成确定车辆当前是否位于可再生区间。此后，车辆控制器200可以配置成基于有关预定行驶路线的信息来确定车辆的行驶是否完成，并且当车辆的行驶未完成时，通过返回到S235，进程可以从S235执行。此外，当车辆的行驶完成时，车辆控制器200可以配置成终止再生制动控制。
图5是示出根据本发明的示例性实施方式的设定校正系数的方法的示例性流程图。如图5所示，车辆控制器200可以配置成执行与图2和图3的S210至S355对应的再生制动控制(S510)。车辆控制器200可以配置成确定再生制动控制是否已执行随机预设的N次(S520)。当再生制动控制已经执行随机预设的N次时，车辆控制器200可以配置成基于可再生能量的量和全部再生能量的量来重设校正系数(S530)。
换言之，车辆控制器200可以配置成使用式2计算校正系数。
式2：
Figure BDA0000613514790000101
其中E5表示全部再生能量的量，E1表示可再生能量的量，并且n表示随机预设的整数。具体地，E1是在图2的S220计算的可再生能量的量。可再生能量的量可以通过估计可以在可再生区间进行充电的能量的量来进行计算。E5是在图3的S355测量的全部再生能量的量。全部再生能量的量可以是在可再生区间实际充入电池的能量的量。
车辆控制器200可以配置成计算校正系数并将预设校正系数重新设定成所计算的校正系数。因此，可以通过校正系数的学习来提高再生或放电能的估计准确性。当在S520再生制动控制尚未执行随机预设的N次时，进程可以返回到S510并且车辆控制器200可以配置成执行与图2和图3的S210至S355对应的再生制动控制。
尽管本发明已结合目前被认为是可行的示例性实施方式的内容进行了描述，应当理解的是，本发明不限于所公开的示例性实施方式，相反，本发明意在涵盖包括在所附权利要求的精神和范围内的各种修改和等同配置。

Claims (11)

1.一种控制车辆的再生制动的方法，其包括以下步骤：
由控制器从路径信息提供设备接收有关预定行驶路线的信息；
由所述控制器基于所述有关预定行驶路线的信息来估计可再生区间并基于所述可再生区间来计算可再生能量的量；
由所述控制器基于所述可再生能量的量来计算可放电能量的量并基于所述可放电能量的量来确定可放电区间和放电控制量；
由所述控制器在所述可放电区间基于所述放电控制量来调整电池的放电并测量实际放电能量的量；以及
由所述控制器在所述可再生区间基于再生控制量来执行所述电池的再生制动并测量实际再生的全部再生能量的量，
其中，执行所述电池的再生制动包括以下步骤：
由所述控制器基于所述预定行驶路线、车辆信息和能量信息来计算目标减速度，
由所述控制器使用所述车辆的速度和加速度值计算所述车辆的当前减速度，
当当前减速度大于所述目标减速度时，由所述控制器减小再生控制量，当当前减速度等于或小于所述目标减速度时，增加再生控制量，
其中，所述车辆信息包括从以下组中选择的至少一个：制动液压、车辆速度和变速档位，
所述能量信息包括从以下组中选择的至少一个：电池的可再生能量的量、实际放电能量的量、时间点再生能量的量和电池的充电状态SOC，其中，所述时间点再生能量的量包括通过测量在所述可再生区间的随机时间点的再生能量的量而产生的第一时间点再生能量的量和基于所述第一时间点再生能量的量从再生区间开始的位置到车辆当前位于的位置再生的第二时间点再生能量的量。
2.根据权利要求1所述的方法，其中所述可再生区间使用所述有关预定行驶路线的信息和校正系数进行估计，并且所述可再生能量的量使用所述可再生区间、所述有关预定行驶路线的信息和所述校正系数进行计算。
3.根据权利要求2所述的方法，其中所述校正系数基于所述可再生能量的量和所述全部再生能量的量进行重新设定。
4.根据权利要求1所述的方法，其中所述有关预定行驶路线的信息包括斜坡信息、弯曲信息、限速信息和实时交通信息中的至少一种。
5.一种用于控制车辆的再生制动的装置，所述装置与路径信息提供设备连接，所述装置包含：
车辆控制器，其配置成利用网络综合地操作电动机控制器和电池管理系统，
其中，所述电动机控制器配置成调整电动机的驱动和转矩，并且所述电池管理系统配置成调整电池的充电和放电状态，
所述车辆控制器配置成，基于从所述路径信息提供设备接收的有关预定行驶路线的信息来估计可再生区间，确定在所述可再生区间的再生控制量，基于在所述可再生区间的再生控制量来控制所述电池管理系统，并且测量在所述可再生区间实际再生的全部再生能量的量，
所述车辆控制器还配置成基于所述预定行驶路线、车辆信息和能量信息来计算目标减速度，使用所述车辆的速度和加速度值计算所述车辆的当前减速度，当当前减速度大于所述目标减速度时，减小再生控制量，当当前减速度等于或小于所述目标减速度时，增加再生控制量，
其中，所述车辆信息包括从以下组中选择的至少一个：制动液压、车辆速度和变速档位，
所述能量信息包括从以下组中选择的至少一个：电池的可再生能量的量、实际放电能量的量、时间点再生能量的量和电池的充电状态SOC，其中，所述时间点再生能量的量包括通过测量在所述可再生区间的随机时间点的再生能量的量而产生的第一时间点再生能量的量和基于所述第一时间点再生能量的量从再生区间开始的位置到车辆当前位于的位置再生的第二时间点再生能量的量。
6.根据权利要求5所述的装置，其中所述车辆控制器配置成使用基于所述可再生区间计算的可再生能量的量来计算可放电能量的量并基于所述可放电能量的量来确定可放电区间和放电控制量。
7.根据权利要求6所述的装置，其中所述可放电能量的量通过使所述可再生能量的量与校正系数相乘来计算，并且所述校正系数基于所述可再生能量的量和所述全部再生能量的量来重新设定。
8.根据权利要求6所述的装置，其中所述车辆控制器配置成在所述可放电区间基于所述放电控制量来调整所述电池的放电并测量在所述可放电区间实际放电能量的量。
9.一种用于控制车辆的再生制动的包含由处理器或控制器执行的程序指令的非瞬时性计算机可读介质，所述计算机可读介质包含：
基于有关预定行驶路线的信息来估计可再生区间并基于所述可再生区间来计算可再生能量的量的程序指令；
基于所述可再生能量的量来计算可放电能量的量并基于所述可放电能量的量来确定可放电区间和放电控制量的程序指令；
在所述可放电区间基于所述放电控制量来调整电池的放电并测量实际放电能量的量的程序指令；以及
在所述可再生区间基于再生控制量来执行所述电池的再生制动并测量实际再生的全部再生能量的量的程序指令，
其中，执行所述电池的再生制动的程序指令包括：
基于所述预定行驶路线、车辆信息和能量信息来计算目标减速度的程序指令，
使用所述车辆的速度和加速度值计算所述车辆的当前减速度的程序指令，
当当前减速度大于所述目标减速度时减小再生控制量、当当前减速度等于或小于所述目标减速度时增加再生控制量的程序指令，
其中，所述车辆信息包括从以下组中选择的至少一个：制动液压、车辆速度和变速档位，
所述能量信息包括从以下组中选择的至少一个：电池的可再生能量的量、实际放电能量的量、时间点再生能量的量和电池的充电状态SOC，其中，所述时间点再生能量的量包括通过测量在所述可再生区间的随机时间点的再生能量的量而产生的第一时间点再生能量的量和基于所述第一时间点再生能量的量从再生区间开始的位置到车辆当前位于的位置再生的第二时间点再生能量的量。
10.根据权利要求9所述的非瞬时性计算机可读介质，其中所述再生区间使用所述有关预定行驶路线的信息和校正系数进行估计，并且所述可再生能量的量使用所述可再生区间、所述有关预定行驶路线的信息和所述校正系数进行计算，并且
所述校正系数基于所述可再生能量的量和所述全部再生能量的量进行重新设定。
11.根据权利要求9所述的非瞬时性计算机可读介质，其中所述有关预定行驶路线的信息包括斜坡信息、弯曲信息、限速信息和实时交通信息中的至少一种。
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