CN113320392A - Control method and system for vehicle sliding energy recovery and storage medium - Google Patents

Control method and system for vehicle sliding energy recovery and storage medium Download PDF

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Publication number
CN113320392A
CN113320392A CN202110612364.5A CN202110612364A CN113320392A CN 113320392 A CN113320392 A CN 113320392A CN 202110612364 A CN202110612364 A CN 202110612364A CN 113320392 A CN113320392 A CN 113320392A
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vehicle
braking torque
condition
preset
electric braking
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CN113320392B (en
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黄松
姜崴
张傅玥
付翔
徐超
刘道远
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Wuhan University of Technology WUT
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Wuhan University of Technology WUT
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking

Abstract

The invention discloses a control method, a system and a storage medium for vehicle sliding energy recovery, which are applied to the technical field of vehicle control. The method comprises the steps of determining a vehicle sliding brake application condition according to vehicle running environment information and vehicle body posture information acquired in real time, determining vehicle required sliding deceleration according to the vehicle sliding brake application condition, then acquiring required electric brake torque of each hub motor according to the vehicle required sliding deceleration by combining a preset vehicle longitudinal dynamic equation and a preset first proportion, acquiring real-time maximum electric brake torque under the vehicle sliding brake application condition, then determining actual electric brake torque of each hub motor according to the required electric brake torque and the real-time maximum electric brake torque, and controlling the motors to execute a power generation working mode according to the actual electric brake torque when a vehicle battery meets a preset constraint condition so that sliding energy of the vehicle is converted into electric energy to be stored in the vehicle battery, thereby improving vehicle sliding energy recovery efficiency.

Description

Control method and system for vehicle sliding energy recovery and storage medium
Technical Field
The invention relates to the technical field of vehicle control, in particular to a control method, a system and a storage medium for vehicle sliding energy recovery.
Background
One of the core technologies of new energy vehicles is energy recovery. At present, most of the sliding energy recovery control methods take the fact that an accelerator pedal and a brake pedal of a vehicle have no stroke as important conditions for judging sliding conditions, the form is single and the sliding energy recovery control methods are not perfectly matched with the intention of a driver, so that a part of sliding energy is not recovered, the sliding energy recovery efficiency of the vehicle is low, sometimes even the intervention of sliding braking causes the vehicle not to slide to an expected position, the vehicle needs to start to accelerate and continue to run for a distance, the electric energy consumed by the vehicle before starting is possibly greater than the energy recovered by the sliding energy, and the energy consumption of the whole vehicle is not reduced but increased; in addition, for the existing coasting energy recovery intervention judgment condition, a driver and passengers feel stronger dragging feeling, and the driver cannot adapt to the vehicle well in a short time, so that the driving feeling is poor.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art. Therefore, the invention provides a control method, a control system and a storage medium for vehicle sliding energy recovery, which can effectively improve the driving experience.
In a first aspect, an embodiment of the present invention provides a method for controlling vehicle coasting energy recovery, including the following steps:
acquiring vehicle running environment information and vehicle body posture information, wherein the vehicle running environment information comprises traffic jam state information and traffic light port state information;
determining the vehicle sliding brake application condition according to the vehicle running environment information and the vehicle body posture information;
determining the required coasting deceleration of the vehicle according to the vehicle coasting brake application condition;
according to the required sliding deceleration of the vehicle, combining a preset vehicle longitudinal dynamic equation and a preset first proportion to obtain the required electric braking torque of each hub motor;
acquiring real-time maximum electric braking torque under the condition of vehicle sliding braking application;
determining the actual electric braking torque of each hub motor according to the required electric braking torque and the real-time maximum electric braking torque;
when the vehicle battery meets a preset constraint condition, controlling a motor to execute a power generation working mode according to the actual electric braking torque; when the motor executes a power generation working mode, the sliding energy of the vehicle is converted into electric energy to be stored in the vehicle battery.
The invention provides a control method for recovering vehicle sliding energy, which comprises the following effects:
the embodiment determines a vehicle sliding brake application condition according to vehicle running environment information and vehicle body posture information acquired in real time, determines vehicle required sliding deceleration according to the vehicle sliding brake application condition, then acquires electric braking torque required by each hub motor according to the vehicle required sliding deceleration by combining a preset vehicle longitudinal dynamic equation and a preset first proportion, acquires real-time maximum electric braking torque under the vehicle sliding brake application condition, determines actual electric braking torque of each hub motor according to the required electric braking torque and the real-time maximum electric braking torque, controls the motors to execute a power generation working mode according to the actual electric braking torque when a vehicle battery meets a preset constraint condition, so that sliding energy of the vehicle is converted into electric energy to be stored in the vehicle battery, and executes a sliding energy recovery control strategy corresponding to the running condition, therefore, the sliding energy recovery is realized to a greater extent, the vehicle sliding energy recovery efficiency is improved, the electric braking torque of each hub motor is distributed by considering the tire pressure of each tire, the safety performance in the sliding energy recovery process is ensured, and the riding comfort of passengers and the driving experience of the vehicle are improved.
Optionally, the determining a vehicle sliding brake application condition according to the vehicle running environment information and the vehicle body posture information includes:
judging the size relation between the vehicle body posture information and a first preset angle and the size relation between the vehicle body posture information and a second preset angle respectively, wherein the first preset angle is smaller than the second preset angle;
when the vehicle body posture information is greater than or equal to the first preset angle and less than or equal to the second preset angle, determining that the vehicle runs on a flat road; when the vehicle body posture information is larger than the second preset angle, determining that the vehicle runs on a downhill road;
when the vehicle runs on a flat road surface, judging whether the vehicle is in a traffic jam state according to the traffic jam state information; when the vehicle is in a traffic jam state, determining that the vehicle is in a traffic jam working condition on a flat road surface;
when the vehicle runs on a flat road, judging whether the vehicle is positioned at the head position according to the state information of the green light opening; when the vehicle is located at the head, determining that the vehicle is located at the head of a traffic light condition on a flat road; when the vehicle is located at a non-head position, determining that the vehicle is located at a traffic light condition on a flat road and is located at the non-head position;
when the vehicle runs on a downhill road, judging whether the vehicle is in a traffic jam state according to the traffic jam state information; when the vehicle is in a traffic jam state, determining that the vehicle is in a traffic jam working condition on a downhill road;
when the vehicle runs on a downhill road, judging whether the vehicle is positioned at the head position according to the state information of the green light opening; when the vehicle is located at the head, determining that the vehicle is located at a traffic light condition on a downhill road and is located at the head; and when the vehicle is located at a non-head position, determining that the vehicle is located at a traffic light condition on the downhill road and is located at the non-head position.
Optionally, the determining a vehicle sliding brake application condition according to the vehicle running environment information and the vehicle body posture information further includes:
and when the vehicle runs on a downhill road, judging whether the vehicle is in a long downhill working condition according to the traffic jam state information and the traffic light opening state information.
Optionally, the determining the vehicle demanded coasting deceleration according to the vehicle coasting brake application condition includes:
when determining that the vehicle is located in a downhill road traffic jam working condition, a downhill road traffic light working condition and is located in a non-head position, a flat road traffic jam working condition or a flat road traffic light working condition and is located in a non-head position, acquiring a first relative distance and a relative speed between the vehicle and a front vehicle; when the first relative distance is equal to a preset relative distance, determining the required sliding deceleration according to the first relative distance, the relative speed and the preset sliding distance;
when the vehicle is determined to be located in a downhill road traffic light condition and at the head or a flat road traffic light condition and at the head, acquiring a second relative distance between the vehicle and the zebra crossing and the real-time speed of the vehicle; when the second relative distance is equal to a preset relative distance, determining a required sliding deceleration according to the real-time speed, the second relative distance and the preset sliding distance;
when the vehicle is in a long downhill working condition, the required coasting deceleration is determined to be zero.
Optionally, the obtaining, according to the vehicle demanded coasting deceleration, the demanded electric braking torque of each in-wheel motor by combining a preset vehicle longitudinal dynamic equation and a preset first ratio includes:
when the situation that the vehicle is located in a downhill road traffic jam working condition and a downhill road traffic light working condition and is located at the head or the downhill road traffic light working condition and is not located at the head is determined, the total required electric braking torque of the motor is determined according to the required sliding deceleration and a first preset vehicle longitudinal dynamic equation; distributing the required electric braking torque of each hub motor according to the total required electric braking torque of the motors and a preset first proportion;
when the situation that the vehicle is located in a smooth road traffic jam working condition, a smooth road traffic light working condition and is located at the head or the smooth road traffic light working condition and is located at the non-head is determined, the total electric braking torque required by the motor is determined according to the required sliding deceleration and a second preset vehicle longitudinal dynamic equation; distributing the required electric braking torque of each hub motor according to the total required electric braking torque of the motors and a preset first proportion;
when the vehicle is determined to be located in the long downhill working condition, acquiring a third relative distance and a third relative speed; when the third relative distance is smaller than a preset safety distance threshold value and the third relative speed is smaller than a preset safety vehicle speed threshold value, determining the total electric braking torque required by the motor according to a third preset vehicle longitudinal dynamic equation; and distributing the required electric braking torque of each hub motor according to the total required electric braking torque of the motors and a preset first proportion.
Optionally, the obtaining of the real-time maximum electric braking torque under the condition of the vehicle coasting braking application includes:
acquiring the real-time rotating speed and the rated rotating speed of the motor;
when the real-time rotating speed of the motor is smaller than the rated rotating speed, taking the corresponding peak torque on the Map characteristic curve of the motor as the real-time maximum electric braking torque;
and when the real-time rotating speed of the motor is greater than or equal to the rated rotating speed, dividing the corresponding peak torque on the Map characteristic curve of the motor by a preset value and the real-time rotating speed to obtain the real-time maximum electric braking torque.
Optionally, the determining the actual electric braking torque of each hub motor according to the required electric braking torque and the real-time maximum electric braking torque includes:
comparing the magnitude relation between the required electric braking torque and the real-time maximum electric braking torque;
and determining the smaller torque in the required electric braking torque and the real-time maximum electric braking torque as the actual electric braking torque of each hub motor.
Optionally, when the vehicle battery meets a preset constraint condition, controlling the motor to execute a power generation operating mode according to the actual electric braking torque, including:
acquiring the current residual capacity and the current speed of a vehicle battery;
when the current residual electric quantity is smaller than the maximum preset electric quantity and the current vehicle speed is larger than or equal to the minimum preset vehicle speed, judging whether the vehicle has a fault or not;
and when the vehicle has no fault, controlling the motor to execute a power generation working mode according to the actual electric braking torque.
In a second aspect, an embodiment of the present invention provides a system for controlling vehicle coasting energy recovery, including:
at least one memory for storing a program;
the system comprises at least one processor and a control device, wherein the at least one processor is used for loading the program to execute the control method for vehicle sliding energy recovery provided by the embodiment of the first aspect.
In a third aspect, the present invention provides a computer-readable storage medium, in which a processor-executable program is stored, and the processor-executable program is used for executing the control method for vehicle coasting energy recovery provided by the embodiment of the first aspect when the processor executes the program.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The invention is further described with reference to the following figures and examples, in which:
FIG. 1 is a flow chart of a method of controlling vehicle creep energy recovery in accordance with an embodiment of the present invention;
FIG. 2 is a flow chart of a vehicle driving condition identification according to an embodiment of the present invention;
FIG. 3 is a flowchart of the sliding energy recovery control under the condition of traffic congestion on a slope road according to the embodiment of the invention;
FIG. 4 is a flowchart of an embodiment of the energy recovery control for grade road traffic lights during non-head taxiing conditions;
FIG. 5 is a flowchart of energy recovery control during grade road traffic light conditions and when the vehicle is in a first taxi position according to an embodiment of the present invention;
FIG. 6 is a flowchart of the sliding energy recovery control under the flat road traffic jam condition according to the embodiment of the present invention;
FIG. 7 is a flowchart of energy recovery control for flat road traffic lights during non-head taxiing conditions in accordance with an embodiment of the present invention;
FIG. 8 is a flowchart of energy recovery control during flat road traffic light conditions with the vehicle in a first taxi position in accordance with an embodiment of the present invention;
fig. 9 is a flowchart of the coasting energy recovery control under a long-hill coasting condition on a slope road according to the embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
In the description of the present invention, it should be understood that the orientation or positional relationship referred to in the description of the orientation, such as the upper, lower, front, rear, left, right, etc., is based on the orientation or positional relationship shown in the drawings, and is only for convenience of description and simplification of description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention.
In the description of the present invention, the meaning of a plurality is one or more, the meaning of a plurality is two or more, and the above, below, exceeding, etc. are understood as excluding the present numbers, and the above, below, within, etc. are understood as including the present numbers. If the first and second are described for the purpose of distinguishing technical features, they are not to be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated or implicitly indicating the precedence of the technical features indicated.
In the description of the present invention, unless otherwise explicitly limited, terms such as arrangement, installation, connection and the like should be understood in a broad sense, and those skilled in the art can reasonably determine the specific meanings of the above terms in the present invention in combination with the specific contents of the technical solutions.
In the description of the present invention, reference to the description of the terms "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
Referring to fig. 1, an embodiment of the present invention provides a method for controlling vehicle coasting energy recovery, and the embodiment may be applied to a vehicle control system.
In the application process, the embodiment includes the following steps:
and S11, acquiring the vehicle running environment information and the vehicle body posture information. The vehicle running environment information comprises traffic jam state information and traffic light port state information. The vehicle running environment information is determined through environment sensing equipment, and the environment sensing equipment comprises a millimeter wave radar, a laser radar, a high-definition camera and a high-precision map. The body attitude information is determined by an electronic compass device. The electronic compass equipment obtains vehicle pitch angle information theta through corresponding filtering processing, and further obtains gradient information of the vehicle driving road condition.
And S12, determining the vehicle sliding brake application condition according to the vehicle running environment information and the vehicle body posture information.
In the embodiment of the present application, step S12 is implemented as follows:
judging the posture information theta of the vehicle body and the first preset angle theta respectively1And a second preset angle theta2Wherein the first predetermined angle θ is1Less than a second predetermined angle theta2。
When the posture information of the vehicle body is more than or equal to a first preset angle theta1And is less than or equal to a second preset angle theta2Determining that the vehicle is running on a flat road surface; when the vehicle body posture information theta is larger than the second preset angle theta2Determining that the vehicle runs on the downhill road; and when the vehicle body posture information theta is in other conditions, the energy recovery driving condition identification process is quitted.
When the vehicle runs on a flat road surface, judging whether the vehicle is in a traffic jam state or not according to the traffic jam state information; when the vehicle is in a traffic jam state, determining that the vehicle is in a traffic jam working condition on a flat road surface;
when the vehicle runs on a flat road, judging whether the vehicle is positioned at the head position according to the state information of the green light opening; when the vehicle is located at the head, determining that the vehicle is located at the head of a traffic light condition on a flat road; when the vehicle is located at a non-head position, determining that the vehicle is located at a traffic light condition on a flat road and is located at the non-head position;
when the vehicle runs on a downhill road, judging whether the vehicle is in a traffic jam state according to the traffic jam state information; when the vehicle is in a traffic jam state, determining that the vehicle is in a traffic jam working condition on a downhill road;
when the vehicle runs on a downhill road, judging whether the vehicle is positioned at the head position according to the state information of the green light opening; when the vehicle is located at the head, determining that the vehicle is located at a traffic light condition on a downhill road and is located at the head; and when the vehicle is located at a non-head position, determining that the vehicle is located at a traffic light condition on the downhill road and is located at the non-head position.
When the vehicle runs on the downhill road, whether the vehicle is located in the long downhill working condition is judged according to the traffic jam state information and the traffic light opening state information.
Specifically, let θ be1＝-3°、θ24 °; when the vehicle is blocked, the display mark A of the environment sensing equipment is 1; when the vehicle is located at the traffic light, the display flag B of the environment sensing apparatus is 1. The process of the above embodiment is shown in fig. 2:
determining whether gradient information theta satisfies theta1≤θ≤θ2If the condition is met, judging that the vehicle runs on a flat road at the moment; if not, it is then determined whether the gradient information theta satisfies theta>θ2If the condition is met, judging that the vehicle runs on the road surface with the downward slope at the moment; if the condition is not met, the sliding energy recovery driving condition recognition is quitted;
after the vehicle is judged to run on a flat road, whether the display mark A of the environment sensing equipment is equal to 1 or not is judged, if A is equal to 1, the vehicle is judged to be in a flat road traffic jam working condition, and if A is not equal to 1, sliding energy recovery running working condition recognition is quitted; judging whether the display sign B of the environment sensing equipment is equal to 1 or not at the same moment, if B is equal to 1, then judging whether the vehicle is positioned at the head of a traffic light intersection or not through a high-definition camera related algorithm, if the vehicle is positioned at the head of the traffic light intersection, judging that the vehicle is positioned in a flat road traffic light condition and the vehicle is positioned at the head, if the vehicle is positioned at a non-head of the traffic light intersection, judging that the vehicle is positioned in the flat road traffic light condition and the vehicle is positioned at the non-head, and if B is not equal to 1, quitting the identification of the sliding energy recovery driving working condition;
after the vehicle is judged to run on the slope road, whether the display mark A of the environment sensing equipment is equal to 1 or not is judged, and if the display mark A is equal to 1, the vehicle is judged to be in the slope road traffic jam working condition; judging whether the display mark B of the environment sensing equipment is equal to 1 or not at the same moment, if B is equal to 1, judging whether the vehicle is positioned at the head of the traffic light intersection or not through a high-definition camera related algorithm, if the vehicle is positioned at the head of the traffic light intersection, judging that the vehicle is positioned in a slope road traffic light condition and the vehicle is positioned at the head, and if the vehicle is positioned at the non-head of the traffic light intersection, judging that the vehicle is positioned in the slope road traffic light condition and the vehicle is positioned at the non-head; and when A and B are not equal to 1 at the same time, judging that the vehicle is in the long-slope sliding working condition under the slope road.
According to the embodiment, the actual sliding brake application working condition of the vehicle is determined according to different vehicle running environment information and vehicle body posture information, so that the working condition judgment result is more in line with the actual condition.
And S13, determining the vehicle coasting deceleration according to the vehicle coasting brake application condition.
In the embodiment of the present application, step S3 is implemented as follows:
when determining that the vehicle is located in a downhill road traffic jam working condition, a downhill road traffic light working condition and is located in a non-head position, a flat road traffic jam working condition or a flat road traffic light working condition and is located in a non-head position, acquiring a first relative distance and a relative speed between the vehicle and a front vehicle; when the first relative distance is equal to the preset relative distance, determining the required sliding deceleration according to the first relative distance, the relative speed and the preset sliding distance;
when the vehicle is determined to be located in a downhill road traffic light condition and at the head or a flat road traffic light condition and at the head, acquiring a second relative distance between the vehicle and the zebra crossing and the real-time speed of the vehicle; when the second relative distance is equal to the preset relative distance, determining the required sliding deceleration according to the real-time speed, the second relative distance and the preset sliding distance;
when the vehicle is in a long downhill working condition, the required coasting deceleration is determined to be zero.
Specifically, when the vehicle is judged to be in a slope road traffic jam working condition, a slope road traffic light working condition and the vehicle is positioned at a non-head position, a flat road traffic jam working condition or a flat road traffic light working condition and the vehicle is positioned at a non-head position, the environment sensing equipment calculates a first relative distance S and a relative speed V between the vehicle and the front vehicle, and judges whether the first relative distance S is equal to a preset relative distance S or notiWhen the relative distance S is equal to the preset relative distance SiFrom the formula
Figure BDA0003096167090000071
Determining a coasting deceleration of the vehicle; wherein Δ S is set by the vehicle at a minimum preset vehicle speed UminDistance Δ S for free-running on a flat, well-developed road surface1And a parking safety distance Δ S2Determined by addition, i.e. Δ S ═ Δ S1+ΔS2. The vehicle is located at a preset relative distance S corresponding to the non-head position in the slope road traffic jam working condition and the slope road traffic light working condition, and the vehicle is located at the non-head position in the flat road traffic jam working condition and the flat road traffic light working conditioniWhen the absolute vehicle speed U is less than or equal to the threshold valuestWhen is respectively S1、S2、S4And S5When the absolute vehicle speed U is greater than the threshold vehicle speed UstWhile presetting a relative distance SiAre each Kst*S1、Kst*S2、Kst*S4And Kst*S5Wherein
Figure BDA0003096167090000081
When the vehicle is judged to be in the traffic light condition of the slope road and the vehicle is positioned at the head or the traffic light condition of the flat road and the vehicle is positioned at the head, the environment sensing equipment calculates the second relative distance S between the vehicle and the zebra crossing and the real-time speed V at the current moment, and judges whether the relative distance S is equal to S or notiWhen the relative distance S is equal to SiFrom the formula
Figure BDA0003096167090000082
A coasting deceleration of the vehicle is determined. Wherein, the relative distance judgment value S corresponding to the traffic light condition of the slope road, the traffic light condition of the head position and the flat road and the traffic light condition of the head positioniWhen the absolute vehicle speed U is less than or equal to the threshold valuestWhen is respectively S3、S6When the absolute vehicle speed U is greater than the threshold vehicle speed UstTime, relative distance determination value SiAre each Kst*S3And Kst*S6Wherein
Figure BDA0003096167090000083
When the vehicle is determined to be in the long-slope coasting condition under the sloping road, the coasting deceleration a of the vehicle is set to 0. The absolute vehicle speed U is obtained by a vehicle speed obtaining module.
And S14, acquiring the electric braking torque required by each hub motor according to the required coasting deceleration of the vehicle by combining a preset vehicle longitudinal dynamic equation and a preset first proportion.
In the embodiment of the present application, step S14 is implemented as follows:
when the situation that the vehicle is located in the downhill road traffic jam working condition, the downhill road traffic light working condition and the head position or the downhill road traffic light working condition and the non-head position is determined, the sliding deceleration a and a first preset vehicle longitudinal dynamic equation are carried out according to the requirement
Figure BDA0003096167090000084
Determining total required electric braking torque of motor
Figure BDA0003096167090000085
The required electric braking torque of each hub motor is distributed according to the total required electric braking torque of the motors and a preset first proportion, namely
Figure BDA0003096167090000086
The preset first proportion is the proportion of the tire pressure value of each tire to the total tire pressure value.
When the situation that the vehicle is located in the smooth road traffic jam working condition, the smooth road traffic light working condition and the head position or the smooth road traffic light working condition and the non-head position is determined, the sliding deceleration a and a second preset vehicle longitudinal dynamic equation are carried out according to the requirement
Figure BDA0003096167090000091
Determining total required electric braking torque of motor
Figure BDA0003096167090000092
Distributing the required electric braking torque of each hub motor according to the total required electric braking torque of the motors and a preset first proportion
Figure BDA0003096167090000093
The preset first proportion is the proportion of the tire pressure value of each tire to the total tire pressure value.
When the vehicle is determined to be located in the long downhill working condition, acquiring a third relative distance and a third relative speed; when the third relative distance is smaller than the preset safety distance threshold and the third relative speed is smaller than the preset safety vehicle speed threshold, according to a third preset vehicle longitudinal dynamic equation
Figure BDA0003096167090000094
Determining total required electric braking torque of motor
Figure BDA0003096167090000095
Distributing the required electric braking torque of each hub motor according to the total required electric braking torque of the motors and a preset first proportion
Figure BDA0003096167090000096
In the implementation process, g is the gravity acceleration, and the rolling resistance coefficient f and the wind resistance coefficient C of the vehicle tire are obtained according to the tire model related parameter information of the vehicle equipmentDFrontal area A, transmission ratio i0And transmission efficiency etaTObtaining relevant parameters of the whole vehicle, and obtaining the pressure of each tire through a high-precision pressure sensor arranged on the tireThe force value P, the total mass m of the vehicle is obtained by the corresponding tire pressure value data processing.
And S15, acquiring the real-time maximum electric brake torque under the condition of vehicle sliding brake application.
In the embodiment of the present application, step S5 is implemented as follows:
acquiring the real-time rotating speed and the rated rotating speed of the motor;
when the real-time rotating speed of the motor is smaller than the rated rotating speed, taking the corresponding peak torque on the Map characteristic curve of the motor as the real-time maximum electric braking torque;
and when the real-time rotating speed of the motor is greater than or equal to the rated rotating speed, dividing the corresponding peak torque on the Map characteristic curve of the motor by the preset value and the real-time rotating speed to obtain the real-time maximum electric braking torque.
Specifically, according to the Map characteristic curve related to the in-wheel motor, when the rotating speed n of the motor is smaller than the rated rotating speed n of the motor, the fact that the rotating speed n of the motor is smaller than the rated rotating speed n of the motor can be knownForehead (forehead)When the motor is in the constant torque area, the maximum electric braking torque of the motor
Figure BDA0003096167090000097
Equal to the peak torque T of the motormax(ii) a When the rotating speed n of the motor is more than or equal to the rated rotating speed n of the motorForehead (forehead)When the motor is in a constant power region, the maximum electric braking torque of the motor
Figure BDA0003096167090000101
Equal to peak power PmaxDivided by 9550 divided by the motor speed n; calculating to obtain the real-time maximum electric braking torque of each hub motor according to the real-time rotating speed
Figure BDA0003096167090000102
And S16, determining the actual electric braking torque of each hub motor according to the required electric braking torque and the real-time maximum electric braking torque.
In the embodiment of the present application, step S16 is implemented as follows:
comparing the magnitude relation between the required electric braking torque and the real-time maximum electric braking torque; and the smaller torque in the required electric braking torque and the real-time maximum electric braking torque is used as the actual electric braking torque of each hub motor.
Specifically, the smaller of the required electric braking torque and the maximum electric braking torque is selected as the actual electric braking torque, that is, the actual electric braking torque T of each in-wheel motori electric reality＝min{Ti electricity，Ti Electricity max}; and as the actual electric braking torque may be smaller than the required electric braking torque, it is necessary to detect whether the relative distance S is smaller than or equal to the safety distance threshold K × Δ S during the coasting energy recovery process2And the electro-hydraulic composite brake is emergently intervened at necessary time.
S17, when the vehicle battery meets the preset constraint condition, controlling the motor to execute a power generation working mode according to the actual electric braking torque; when the motor executes the power generation working mode, the sliding energy of the vehicle is converted into electric energy to be stored in the vehicle battery.
In the embodiment of the present application, step S17 is implemented as follows:
acquiring the current residual capacity and the current speed of a vehicle battery;
when the current residual electric quantity SOC value is smaller than the maximum preset electric quantity SOCmaxAnd the current vehicle speed is more than or equal to the minimum preset vehicle speed UminJudging whether the vehicle has a fault or not;
and when the vehicle has no fault, controlling the motor to execute a power generation working mode according to the actual electric braking torque.
Specifically, it is determined whether the current power battery SOC value acquired by the battery BMS satisfies the SOC<SOCmaxIf the current vehicle speed U meets the condition that U is more than or equal to U, the sliding energy recovery control strategy is exited, and if the current vehicle speed U meets the condition that U is more than or equal to U, the current vehicle speed U obtained by the vehicle speed obtaining module is judgedminIf not, quitting the sliding energy recovery control strategy; if the vehicle fault state is met, then judging the whole vehicle fault state acquired by the fault sensing module, and if the vehicle has a fault, quitting the sliding energy recovery control strategy; if the vehicle has no fault, a sliding energy recovery control strategy is carried out to obtain the actual electric braking torque Ti electric realityPower generation module for motorAnd (4) controlling the vehicle to convert the sliding energy of the vehicle into electric energy to be stored in the power battery.
In the above embodiment, in the process of performing sliding energy recovery on a slope road, a flat road traffic jam condition and a slope road or a flat road traffic light condition, it is constantly determined whether the relative distance S between the vehicle and the preceding vehicle, acquired by the environment sensing device, satisfies S ═ K × Δ S2And when the condition is met, the vehicle is controlled to adopt an electro-hydraulic composite braking control strategy, so that the vehicle is braked and stopped in time, and the safety of sliding energy recovery under the working condition of slope road/flat road traffic jam and the working condition of slope road/flat road traffic light is ensured.
In the process of recovering energy under long-slope sliding working condition on a slope road, the environment sensing equipment acquires the relative distance S and the relative speed V between the vehicle and the front vehicle and judges whether the relative distance S is smaller than a safety distance threshold value S or notminOr whether the relative vehicle speed V is less than the safety vehicle speed threshold value UminWhen the relative distance S and the relative speed V do not meet the conditions, the vehicle can carry out long-slope sliding working condition energy recovery control; if one of the relative distance S and the relative speed V meets the condition, the system adopts corresponding electro-hydraulic composite brake control to lead the vehicle to decelerate in time, and in the process of decelerating the vehicle, the system detects and calculates the relative distance S and the relative speed V in real time, and only when the relative distance S and the relative speed V do not meet the condition, the system enters the long slope sliding working condition energy recovery control again.
In summary, the embodiment implements the sliding energy recovery control strategy corresponding to the driving condition, thereby realizing the sliding energy recovery to a greater extent, improving the vehicle sliding energy recovery efficiency, and considering the distribution of the electric braking torque of each hub motor by each tire pressure, ensuring the safety performance in the sliding energy recovery process, and improving the riding comfort of passengers and the driving experience of the vehicle.
When the above embodiment is applied to a specific process, as shown in fig. 3, when it is determined that the vehicle is in the slope road traffic jam condition at this time, the environment sensing device first obtains the relative distance S and the relative speed V between the vehicle and the vehicle ahead, and the vehicle speed obtaining module obtains the vehicleAn absolute vehicle speed U, when the absolute vehicle speed U is less than or equal to a threshold valuestThen, it is determined whether the relative distance S is equal to 70m, and when the relative distance S is equal to 70m, the formula
Figure BDA0003096167090000111
Determining a coasting deceleration of the vehicle; when the absolute vehicle speed U is larger than the threshold valuestThen, it is determined whether the relative distance S is equal to
Figure BDA0003096167090000112
When the relative distance S is equal to
Figure BDA0003096167090000113
From the formula
Figure BDA0003096167090000114
Determining a coasting deceleration of the vehicle;
then, from the vehicle longitudinal dynamics equation
Figure BDA0003096167090000115
Determining the total required electric braking torque of a vehicle
Figure BDA0003096167090000116
And then the required electric braking torque of each hub motor is distributed according to the proportion of the tire pressure value of each tire to the total tire pressure value, namely
Figure BDA0003096167090000117
Simultaneously determining the maximum electric braking torque which can be provided by each hub motor under the current working condition
Figure BDA0003096167090000118
Taking actual electric braking torque T of each hub motori electric reality＝min{Ti electricity，Ti Electricity max}；
Then, it is determined whether the SOC value of the current power battery acquired by the battery BMS satisfies the SOC<90 percent, if the condition is not met, the vehicle is stopped from the road traffic jam with the gradientThe working condition sliding energy recovery control strategy is adopted, if the condition is met, whether the current vehicle speed U obtained by the vehicle speed obtaining module meets the condition that U is more than or equal to U is judgedminIf the condition is not met, the sliding energy recovery control strategy under the slope road traffic jam working condition is exited, if the condition is met, the whole vehicle fault state obtained by the fault sensing module is judged, if the vehicle has a fault, the sliding energy recovery control strategy under the slope road traffic jam working condition is exited, and if the vehicle does not have a fault, the sliding energy recovery under the slope road traffic jam working condition is performed; and in the process of carrying out sliding energy recovery under the condition of traffic jam on the slope road, constantly judging whether the relative distance S between the vehicle and the front vehicle acquired by the environment sensing equipment meets the condition that S is 1.3 delta S or not2If the judgment result is that S is 1.3 delta S2And in time, the vehicle brake is controlled to apply mechanical hydraulic braking force, so that the vehicle is braked and stopped in time, and the safety of sliding energy recovery under the condition of slope road traffic jam is ensured.
Specifically, the rolling resistance coefficient f of the vehicle tire is obtained according to the tire model related parameter information of the vehicle equipment, and the wind resistance coefficient C is obtained through the related parameters of the whole vehicleDFrontal area A and transmission ratio i0Acquiring the pressure value P of each tire through a high-precision pressure sensor installed on the tire, and acquiring the total mass m of the vehicle through corresponding tire pressure value data processing, wherein the method for acquiring the total mass m of the vehicle is within the understanding range of a person skilled in the art and is not limited herein; specifically, Δ S is represented by UminDistance deltaS that the vehicle is free to slide on a straight good road1And a parking safety distance Δ S2Determined by addition, i.e. Δ S ═ Δ S1+ΔS2。
When the working condition is the slope road traffic light condition and the vehicle is located at the non-head position, as shown in fig. 4, when the vehicle is identified and judged to be in the slope road traffic light condition and the vehicle is located at the non-head position, the relative distance S and the relative speed V between the vehicle and the front vehicle are firstly obtained by the environment sensing equipment, the vehicle absolute speed U is obtained by the vehicle speed obtaining module, and when the absolute vehicle speed U is less than or equal to the threshold vehicle speed U, the vehicle is located at the non-head positionstThen, it is determined whether the relative distance S is equal to 30m or not, and when the relative distance S is equal to 30mFrom the formula
Figure BDA0003096167090000121
Determining a coasting deceleration of the vehicle; when the absolute vehicle speed U is larger than the threshold valuestThen, it is determined whether the relative distance S is equal to
Figure BDA0003096167090000122
When the relative distance S is equal to
Figure BDA0003096167090000123
From the formula
Figure BDA0003096167090000124
Determining a coasting deceleration of the vehicle;
then, from the vehicle longitudinal dynamics equation
Figure BDA0003096167090000125
Determining the total required electric braking torque of a vehicle
Figure BDA0003096167090000126
And then the required electric braking torque of each hub motor is distributed according to the proportion of the tire pressure value of each tire to the total tire pressure value, namely
Figure BDA0003096167090000131
Simultaneously determining the maximum electric braking torque which can be provided by each hub motor under the current working condition
Figure BDA0003096167090000132
Taking actual electric braking torque T of each hub motori electric reality＝min{Ti electricity，Ti Electricity max}。
Then, it is determined whether the SOC value of the current power battery acquired by the battery BMS satisfies the SOC<90%, if the condition is not met, exiting the grade road traffic light condition and the vehicle is in the non-first position sliding energy recovery control strategy, and if the condition is met, then judging that the current vehicle speed U obtained by the vehicle speed acquisition module is the sameWhether U is more than or equal to UminIf the condition is not met, the vehicle exits from the slope road traffic light condition and the vehicle is located in a non-head sliding energy recovery control strategy, if the condition is met, then the whole vehicle fault state acquired by the fault sensing module is judged, if the vehicle has a fault, the vehicle exits from the slope road traffic light condition and the vehicle is located in the non-head sliding energy recovery control strategy, if the vehicle does not have the fault, the slope road traffic light condition and the vehicle is located in the non-head sliding energy recovery control strategy are carried out, and in the process of carrying out the slope road traffic light condition and the vehicle is located in the non-head sliding energy recovery process, whether the relative distance S between the vehicle and the front vehicle acquired by the environment sensing equipment meets the condition that S is 1.3 delta S or not is judged at all the time2If the judgment result is that S is 1.3 delta S2And when the vehicle is in a non-head sliding state, the vehicle brake is controlled to apply mechanical hydraulic braking force, so that the vehicle is braked and stopped in time, and the safety of energy recovery of the vehicle in a non-head sliding state under the condition of slope road traffic light is ensured.
When the working condition is the traffic light condition on the slope road and the vehicle is located at the head, as shown in fig. 5, when the vehicle is identified and judged to be in the traffic light condition on the slope road and the vehicle is located at the head, the relative distance S between the vehicle and the zebra crossing and the vehicle speed U at the current moment are firstly acquired by the environment sensing equipment, and when the absolute vehicle speed U is less than or equal to the threshold vehicle speed UstThen, it is determined whether the relative distance S is equal to 40m or not, and when the relative distance S is equal to 40m, the formula
Figure BDA0003096167090000133
Determining a coasting deceleration of the vehicle; when the absolute vehicle speed U is larger than the threshold valuestThen, it is determined whether the relative distance S is equal to
Figure BDA0003096167090000134
When the relative distance S is equal to
Figure BDA0003096167090000135
From the formula
Figure BDA0003096167090000136
Determining a coasting deceleration of the vehicle;
then, from the vehicle longitudinal dynamics equation
Figure BDA0003096167090000137
Determining the total required electric braking torque of a vehicle
Figure BDA0003096167090000138
And then the required electric braking torque of each hub motor is distributed according to the proportion of the tire pressure value of each tire to the total tire pressure value, namely
Figure BDA0003096167090000141
Simultaneously determining the maximum electric braking torque which can be provided by each hub motor under the current working condition
Figure BDA0003096167090000142
Taking actual electric braking torque T of each hub motori electric reality＝min{Ti electricity，Ti Electricity max}；
Then, it is determined whether the SOC value of the current power battery acquired by the battery BMS satisfies the SOC<90%, if the condition is not met, exiting the grade road traffic light condition and the vehicle is in the first sliding energy recovery control strategy, if the condition is met, then judging whether the current vehicle speed U obtained by the vehicle speed acquisition module meets the condition that U is more than or equal to U or notminIf the condition is not met, the vehicle exits from the slope road traffic light condition and the vehicle is located at the head position to slide the energy recovery control strategy, if the condition is met, then the whole vehicle fault state obtained by the fault perception module is judged, if the vehicle has a fault, the vehicle exits from the slope road traffic light condition and the vehicle is located at the head position to slide the energy recovery control strategy, if the vehicle does not have the fault, the slope road traffic light condition and the vehicle is located at the head position to slide the energy recovery control strategy are carried out, and in the process of carrying out the slope road traffic light condition and the vehicle is located at the head position to slide the energy recovery, whether the relative distance S between the vehicle and the front vehicle obtained by the environment perception equipment meets the condition that S is 1.3 delta S or not is judged at all times2If the judgment result is that S is 1.3 delta S2When the braking force is not equal to the braking force, the vehicle brake is controlled to apply mechanical hydraulic braking forceThe vehicle is braked and stopped in time, so that the safety of energy recovery when the vehicle slides at the head position on a slope road is ensured.
When the working condition is a flat road traffic jam working condition, as shown in fig. 6. When the vehicle is identified and judged to be in a flat road traffic jam working condition at the moment, firstly, the environment sensing equipment acquires the relative distance S between the vehicle and the front vehicle and the relative vehicle speed V, the vehicle speed acquisition module acquires the absolute vehicle speed U of the vehicle, and when the absolute vehicle speed U is less than or equal to the threshold vehicle speed UstThen, it is determined whether the relative distance S is equal to 60m, and when the relative distance S is equal to 60m, the formula
Figure BDA0003096167090000143
Determining a coasting deceleration of the vehicle; when the absolute vehicle speed U is larger than the threshold valuestThen, it is determined whether the relative distance S is equal to
Figure BDA0003096167090000144
When the relative distance S is equal to
Figure BDA0003096167090000145
From the formula
Figure BDA0003096167090000146
Determining a coasting deceleration of the vehicle;
then, from the vehicle longitudinal dynamics equation
Figure BDA0003096167090000147
Determining the total required electric braking torque of a vehicle
Figure BDA0003096167090000148
And then the required electric braking torque of each hub motor is distributed according to the proportion of the tire pressure value of each tire to the total tire pressure value, namely
Figure BDA0003096167090000151
Simultaneously determining the maximum electric braking torque which can be provided by each hub motor under the current working condition
Figure BDA0003096167090000152
Taking actual electric braking torque T of each hub motori electric reality＝min{Ti electricity，Ti Electricity max}；
Then, it is determined whether the SOC value of the current power battery acquired by the battery BMS satisfies the SOC<90%, if the condition is not met, the sliding energy recovery control strategy under the flat road traffic jam working condition is exited, and if the condition is met, whether the current vehicle speed U obtained by the vehicle speed obtaining module meets the condition that U is more than or equal to U or not is judgedminIf the condition is not met, the sliding energy recovery control strategy under the flat road traffic jam condition is exited, if the condition is met, the fault state of the whole vehicle obtained by the fault sensing module is judged, if the vehicle has a fault, the sliding energy recovery control strategy under the flat road traffic jam condition is exited, if the vehicle does not have a fault, the sliding energy recovery under the flat road traffic jam condition is carried out, and in the sliding energy recovery process under the flat road traffic jam condition, whether the relative distance S between the vehicle and the front vehicle obtained by the environment sensing equipment meets the condition that S is 1.3 delta S or not is constantly judged2If the judgment result is that S is 1.3 delta S2And in time, the vehicle brake is controlled to apply mechanical hydraulic braking force, so that the vehicle is braked and stopped in time, and the safety of sliding energy recovery under the condition of flat road traffic jam is ensured.
When the operating condition is a flat road traffic light condition and the vehicle is not in the head position, as shown in fig. 7. When the vehicle is identified and judged to be in a flat road traffic light condition and the vehicle is not at the head, the relative distance S and the relative speed V between the vehicle and the front vehicle are firstly obtained by the environment sensing equipment, the absolute speed U of the vehicle is obtained by the speed obtaining module, and when the absolute speed U is less than or equal to the threshold speed UstThen, it is determined whether the relative distance S is equal to 20m, when the relative distance S is equal to 20m, the formula
Figure BDA0003096167090000153
Determining a coasting deceleration of the vehicle; when the absolute vehicle speed U is larger than the threshold valuestThen, it is determined whether the relative distance S is equal to
Figure BDA0003096167090000154
When the relative distance S is equal to
Figure BDA0003096167090000155
From the formula
Figure BDA0003096167090000156
Determining a coasting deceleration of the vehicle;
then, from the vehicle longitudinal dynamics equation
Figure BDA0003096167090000157
Determining the total required electric braking torque of a vehicle
Figure BDA0003096167090000158
And then the required electric braking torque of each hub motor is distributed according to the proportion of the tire pressure value of each tire to the total tire pressure value, namely
Figure BDA0003096167090000161
Simultaneously determining the maximum electric braking torque which can be provided by each hub motor under the current working condition
Figure BDA0003096167090000162
Taking actual electric braking torque T of each hub motori electric reality＝min{Ti electricity，Ti Electricity max}；
Then, it is determined whether the SOC value of the current power battery acquired by the battery BMS satisfies the SOC<90%, if the condition is not met, exiting the flat road traffic light condition and the vehicle is in the non-first sliding energy recovery control strategy, and if the condition is met, then judging whether the current vehicle speed U obtained by the vehicle speed acquisition module meets the condition that U is more than or equal to U or notminIf the condition is not met, exiting the flat road traffic light condition and the vehicle is located in the non-head sliding energy recovery control strategy, if the condition is met, then judging the whole vehicle fault state acquired by the fault sensing module, and if the vehicle has a fault, exiting the flat road traffic light condition and the vehicle is located in the non-head sliding energy recovery control strategyAnd a quantity recovery control strategy, wherein if the vehicle has no fault, the smooth road traffic light condition is carried out, the vehicle is in the non-head position to coast energy recovery, and in the process of carrying out the smooth road traffic light condition and the vehicle is in the non-head position to coast energy recovery, whether the relative distance S between the vehicle and the front vehicle acquired by the environment sensing equipment meets the condition that S is 1.3 delta S or not is constantly judged2If the judgment result is that S is 1.3 delta S2And when the vehicle is in a non-head sliding state, the vehicle brake is controlled to apply mechanical hydraulic braking force, so that the vehicle is braked and stopped in time, and the safety of energy recovery is ensured when the vehicle is in a flat road traffic light condition and is positioned in the non-head sliding state.
When it is determined that the vehicle is in a flat road traffic light condition at this time and the vehicle is in the head position, as shown in fig. 8. Firstly, obtaining the relative distance S between the vehicle and the zebra crossing and the current vehicle speed U by environment sensing equipment, and obtaining the vehicle speed U when the absolute vehicle speed U is less than or equal to a threshold valuestThen, it is determined whether the relative distance S is equal to 30m or not, and when the relative distance S is equal to 30m, the formula
Figure BDA0003096167090000163
Determining a coasting deceleration of the vehicle; when the absolute vehicle speed U is larger than the threshold valuestThen, it is determined whether the relative distance S is equal to
Figure BDA0003096167090000164
When the relative distance S is equal to
Figure BDA0003096167090000165
From the formula
Figure BDA0003096167090000166
Determining a coasting deceleration of the vehicle;
then, from the vehicle longitudinal dynamics equation
Figure BDA0003096167090000167
Determining the total required electric braking torque of a vehicle
Figure BDA0003096167090000168
According to the tyre of each tyreThe pressure value is proportional to the total tire pressure value to distribute the required electric braking torque of the wheel hub motors, i.e.
Figure BDA0003096167090000171
Simultaneously determining the maximum electric braking torque which can be provided by each hub motor under the current working condition
Figure BDA0003096167090000172
Taking actual electric braking torque T of each hub motori electric reality＝min{Ti electricity，Ti Electricity max}；
Then, it is determined whether the SOC value of the current power battery acquired by the battery BMS satisfies the SOC<90%, if the condition is not met, exiting the flat road traffic light condition and the vehicle is in the first sliding energy recovery control strategy, and if the condition is met, then judging whether the current vehicle speed U obtained by the vehicle speed acquisition module meets the condition that U is more than or equal to U or notminIf the condition is not met, exiting the flat road traffic light condition and the vehicle is located at the head position to slide the energy recovery control strategy, if the condition is met, then judging the whole vehicle fault state acquired by the fault perception module, if the vehicle has a fault, exiting the flat road traffic light condition and the vehicle is located at the head position to slide the energy recovery control strategy, if the vehicle does not have a fault, performing the flat road traffic light condition and the vehicle is located at the head position to slide the energy recovery, and in the process of performing the flat road traffic light condition and the vehicle is located at the head position to slide the energy recovery, constantly judging whether the relative distance S between the vehicle and the front vehicle acquired by the environment perception equipment meets the condition that S is 1.3 delta S2If the judgment result is that S is 1.3 delta S2And when the vehicle is in a first position, the vehicle brake is controlled to apply mechanical hydraulic braking force, so that the vehicle is braked and stopped in time, and the safety of energy recovery when the vehicle is in a first position under the condition of a traffic light on a flat road is ensured.
When the vehicle is identified and determined to be in the long-slope coasting condition under the sloping road at the moment, as shown in fig. 9. Firstly, the environment sensing equipment acquires the relative distance S and the relative speed V between the vehicle and the front vehicle, and then judges whether the relative distance S meets S<SminWhether or not the relative vehicle speed V satisfies V<UminIf one of the relative distance S and the relative speed V meets the condition, the system adopts corresponding electro-hydraulic composite braking to decelerate the vehicle, detects and calculates the relative distance S and the relative speed V in real time in the process of decelerating the vehicle, and only if the relative distance S and the relative speed V do not meet the condition, the next judgment is carried out;
then, when the relative distance S is larger than or equal to SminAnd the relative speed V is more than or equal to UminThen, the current speed U is obtained by a speed obtaining module, and then the longitudinal dynamic equation of the vehicle is obtained
Figure BDA0003096167090000173
Determining the total required electric braking torque of a vehicle
Figure BDA0003096167090000174
And then the required electric braking torque of each hub motor is distributed according to the proportion of the tire pressure value of each tire to the total tire pressure value, namely
Figure BDA0003096167090000181
Simultaneously determining the maximum electric braking torque which can be provided by each hub motor under the current working condition
Figure BDA0003096167090000182
Taking actual electric braking torque T of each hub motori electric reality＝min{Ti electricity，Ti Electricity max}；
Then, it is determined whether the SOC value of the current power battery acquired by the battery BMS satisfies the SOC<90%, if the condition is not met, exiting the control strategy for recovering the sliding energy under the long-slope sliding working condition on the slope road, and if the condition is met, then judging whether the current vehicle speed U obtained by the vehicle speed acquisition module meets the condition that U is more than or equal to UminIf the condition is not met, exiting the control strategy for recovering the sliding energy under the long-slope sliding working condition on the slope road, if the condition is met, then judging the fault state of the whole vehicle acquired by the fault sensing module, and if the vehicle has a fault, exiting the long-slope sliding working condition on the slope roadAnd (3) a running condition sliding energy recovery control strategy, wherein if the vehicle has no fault, the sliding energy recovery is carried out under the long slope sliding condition on the slope road.
The embodiment of the invention provides a control system for recovering vehicle sliding energy, which comprises:
at least one memory for storing a program;
at least one processor for loading the program to execute the method of controlling vehicle coasting energy recovery shown in fig. 1.
The content of the embodiment of the method of the invention is all applicable to the embodiment of the system, the function of the embodiment of the system is the same as the embodiment of the method, and the beneficial effect achieved by the embodiment of the system is the same as the beneficial effect achieved by the method.
An embodiment of the present invention provides a computer-readable storage medium in which a program executable by a processor is stored, the program executable by the processor being used for executing the control method for vehicle coasting energy recovery shown in fig. 1 when executed by the processor.
The embodiment of the invention also discloses a computer program product or a computer program, which comprises computer instructions, and the computer instructions are stored in a computer readable storage medium. The computer instructions may be read by a processor of a computer device from a computer-readable storage medium, and executed by the processor to cause the computer device to perform the method illustrated in fig. 1.
The embodiments of the present invention have been described in detail with reference to the accompanying drawings, but the present invention is not limited to the above embodiments, and various changes can be made within the knowledge of those skilled in the art without departing from the gist of the present invention. Furthermore, the embodiments of the present invention and the features of the embodiments may be combined with each other without conflict.

Claims (10)

1. A method for controlling recovery of coasting energy of a vehicle, comprising the steps of:
acquiring vehicle running environment information and vehicle body posture information, wherein the vehicle running environment information comprises traffic jam state information and traffic light port state information;
determining the vehicle sliding brake application condition according to the vehicle running environment information and the vehicle body posture information;
determining the required coasting deceleration of the vehicle according to the vehicle coasting brake application condition;
according to the required sliding deceleration of the vehicle, combining a preset vehicle longitudinal dynamic equation and a preset first proportion to obtain the required electric braking torque of each hub motor;
acquiring real-time maximum electric braking torque under the condition of vehicle sliding braking application;
determining the actual electric braking torque of each hub motor according to the required electric braking torque and the real-time maximum electric braking torque;
when the vehicle battery meets a preset constraint condition, controlling a motor to execute a power generation working mode according to the actual electric braking torque; when the motor executes a power generation working mode, the sliding energy of the vehicle is converted into electric energy to be stored in the vehicle battery.
2. The method of claim 1, wherein determining a vehicle coasting brake application condition based on the vehicle driving environment information and the vehicle body posture information comprises:
judging the size relation between the vehicle body posture information and a first preset angle and the size relation between the vehicle body posture information and a second preset angle respectively, wherein the first preset angle is smaller than the second preset angle;
when the vehicle body posture information is greater than or equal to the first preset angle and less than or equal to the second preset angle, determining that the vehicle runs on a flat road; when the vehicle body posture information is larger than the second preset angle, determining that the vehicle runs on a downhill road;
when the vehicle runs on a flat road surface, judging whether the vehicle is in a traffic jam state according to the traffic jam state information; when the vehicle is in a traffic jam state, determining that the vehicle is in a traffic jam working condition on a flat road surface;
when the vehicle runs on a flat road, judging whether the vehicle is positioned at the head position according to the state information of the green light opening; when the vehicle is located at the head, determining that the vehicle is located at the head of a traffic light condition on a flat road; when the vehicle is located at a non-head position, determining that the vehicle is located at a traffic light condition on a flat road and is located at the non-head position;
when the vehicle runs on a downhill road, judging whether the vehicle is in a traffic jam state according to the traffic jam state information; when the vehicle is in a traffic jam state, determining that the vehicle is in a traffic jam working condition on a downhill road;
when the vehicle runs on a downhill road, judging whether the vehicle is positioned at the head position according to the state information of the green light opening; when the vehicle is located at the head, determining that the vehicle is located at a traffic light condition on a downhill road and is located at the head; and when the vehicle is located at a non-head position, determining that the vehicle is located at a traffic light condition on the downhill road and is located at the non-head position.
3. The method of claim 2, wherein determining a vehicle coast brake application condition based on the vehicle driving environment information and the body attitude information further comprises:
and when the vehicle runs on a downhill road, judging whether the vehicle is in a long downhill working condition according to the traffic jam state information and the traffic light opening state information.
4. The method for controlling vehicle coasting energy recovery according to claim 3, wherein determining the vehicle demanded coasting deceleration according to the vehicle coasting brake application condition includes:
when determining that the vehicle is located in a downhill road traffic jam working condition, a downhill road traffic light working condition and is located in a non-head position, a flat road traffic jam working condition or a flat road traffic light working condition and is located in a non-head position, acquiring a first relative distance and a relative speed between the vehicle and a front vehicle; when the first relative distance is equal to a preset relative distance, determining the required sliding deceleration according to the first relative distance, the relative speed and the preset sliding distance;
when the vehicle is determined to be located in a downhill road traffic light condition and at the head or a flat road traffic light condition and at the head, acquiring a second relative distance between the vehicle and the zebra crossing and the real-time speed of the vehicle; when the second relative distance is equal to a preset relative distance, determining a required sliding deceleration according to the real-time speed, the second relative distance and the preset sliding distance;
when the vehicle is in a long downhill working condition, the required coasting deceleration is determined to be zero.
5. The method for controlling energy recovery during vehicle coasting according to claim 3, wherein said obtaining the electric braking torque required by each in-wheel motor according to the vehicle demanded coasting deceleration by combining a preset vehicle longitudinal dynamics equation and a preset first ratio comprises:
when the situation that the vehicle is located in a downhill road traffic jam working condition and a downhill road traffic light working condition and is located at the head or the downhill road traffic light working condition and is not located at the head is determined, the total required electric braking torque of the motor is determined according to the required sliding deceleration and a first preset vehicle longitudinal dynamic equation; distributing the required electric braking torque of each hub motor according to the total required electric braking torque of the motors and a preset first proportion;
when the situation that the vehicle is located in a smooth road traffic jam working condition, a smooth road traffic light working condition and is located at the head or the smooth road traffic light working condition and is located at the non-head is determined, the total electric braking torque required by the motor is determined according to the required sliding deceleration and a second preset vehicle longitudinal dynamic equation; distributing the required electric braking torque of each hub motor according to the total required electric braking torque of the motors and a preset first proportion;
when the vehicle is determined to be located in the long downhill working condition, acquiring a third relative distance and a third relative speed; when the third relative distance is smaller than a preset safety distance threshold value and the third relative speed is smaller than a preset safety vehicle speed threshold value, determining the total electric braking torque required by the motor according to a third preset vehicle longitudinal dynamic equation; and distributing the required electric braking torque of each hub motor according to the total required electric braking torque of the motors and a preset first proportion.
6. The method of claim 1, wherein the obtaining of the real-time maximum electric brake torque for the taxi brake application condition of the vehicle comprises:
acquiring the real-time rotating speed and the rated rotating speed of the motor;
when the real-time rotating speed of the motor is smaller than the rated rotating speed, taking the corresponding peak torque on the Map characteristic curve of the motor as the real-time maximum electric braking torque;
and when the real-time rotating speed of the motor is greater than or equal to the rated rotating speed, dividing the corresponding peak torque on the Map characteristic curve of the motor by a preset value and the real-time rotating speed to obtain the real-time maximum electric braking torque.
7. The method as claimed in claim 1, wherein the determining the actual electric braking torque of each in-wheel motor according to the demanded electric braking torque and the real-time maximum electric braking torque comprises:
comparing the magnitude relation between the required electric braking torque and the real-time maximum electric braking torque;
and determining the smaller torque in the required electric braking torque and the real-time maximum electric braking torque as the actual electric braking torque of each hub motor.
8. The method for controlling vehicle coasting energy recovery according to claim 1, wherein when the vehicle battery satisfies a preset constraint condition, controlling the motor to execute a power generation operation mode according to the actual electric braking torque comprises:
acquiring the current residual capacity and the current speed of a vehicle battery;
when the current residual electric quantity is smaller than the maximum preset electric quantity and the current vehicle speed is larger than or equal to the minimum preset vehicle speed, judging whether the vehicle has a fault or not;
and when the vehicle has no fault, controlling the motor to execute a power generation working mode according to the actual electric braking torque.
9. A control system for recovering coasting energy of a vehicle, comprising:
at least one memory for storing a program;
at least one processor configured to load the program to perform the method of controlling vehicle coasting energy recovery according to any one of claims 1-8.
10. A computer-readable storage medium in which a program executable by a processor is stored, wherein the program executable by the processor is for executing the control method for vehicle coasting energy recovery according to any one of claims 1 to 8 when executed by the processor.
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