CN113968142B - Energy recovery control method and device and automobile - Google Patents
Energy recovery control method and device and automobile Download PDFInfo
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- CN113968142B CN113968142B CN202010710767.9A CN202010710767A CN113968142B CN 113968142 B CN113968142 B CN 113968142B CN 202010710767 A CN202010710767 A CN 202010710767A CN 113968142 B CN113968142 B CN 113968142B
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- 238000011084 recovery Methods 0.000 title claims abstract description 130
- 238000000034 method Methods 0.000 title claims abstract description 37
- 230000008859 change Effects 0.000 claims description 17
- 239000000853 adhesive Substances 0.000 claims description 14
- 230000001070 adhesive effect Effects 0.000 claims description 14
- 230000001133 acceleration Effects 0.000 claims description 9
- 238000012423 maintenance Methods 0.000 claims description 8
- 238000012544 monitoring process Methods 0.000 claims description 5
- 230000008569 process Effects 0.000 abstract description 8
- 230000002035 prolonged effect Effects 0.000 description 4
- 238000012986 modification Methods 0.000 description 3
- 230000004048 modification Effects 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 230000006870 function Effects 0.000 description 2
- 241000510097 Megalonaias nervosa Species 0.000 description 1
- 230000004913 activation Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000008030 elimination Effects 0.000 description 1
- 238000003379 elimination reaction Methods 0.000 description 1
- 230000021715 photosynthesis, light harvesting Effects 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 230000035807 sensation Effects 0.000 description 1
- 239000002689 soil Substances 0.000 description 1
- 239000004575 stone Substances 0.000 description 1
- 238000012360 testing method Methods 0.000 description 1
Classifications
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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
- B60L7/18—Controlling the braking effect
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Engineering & Computer Science (AREA)
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- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
The invention provides an energy recovery control method and device and an automobile, and relates to the technical field of automobiles. The energy recovery control method comprises the following steps: when a braking signal is detected, acquiring the current adhesion state of the wheel; and controlling the energy recovery moment according to the current adhesion state. The vehicle braking device has the advantages that the adhesion state of the wheels in the vehicle braking process is judged, and the energy recovery moment is controlled according to the current adhesion state, so that the situation that the driving wheels break through the tire adhesion limit and even lock the wheels is prevented, and the running safety risk is reduced.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to an energy recovery control method and device and an automobile.
Background
The pure electric vehicle realizes motor braking by means of energy recovery moment applied to driving wheels, and converts the kinetic energy of vehicle deceleration into electric energy to feed back to a power battery, so that heat energy dissipation of mechanical braking is reduced, the economy of the whole vehicle is improved, and the endurance mileage is prolonged. But the larger energy recovery moment can cause the driving wheel to break through the tire attachment limit and even lock the wheel, so that the driving safety risk is caused. The front-drive vehicle power system only drives the front wheels, the front wheels are locked due to energy recovery moment, the vehicle is not steered enough, and even if a driver operates a steering wheel, the high-speed driving still has the accident risk that the vehicle cannot steer even more seriously.
Disclosure of Invention
The embodiment of the invention provides an energy recovery control method and device and an automobile, which are used for solving the problem of how to improve the stability of the automobile in the energy recovery process.
In order to solve the above technical problems, an embodiment of the present invention provides an energy recovery control method, including:
when a braking signal is detected, acquiring the current adhesion state of the wheel;
and controlling the energy recovery moment according to the current adhesion state.
Further, the acquiring the current adhesion state of the wheel includes:
calculating a wheel speed difference between the driven wheel speed and the driven wheel speed;
and determining the current adhesion state according to the wheel speed difference.
Further, the determining the current adhesion state according to the wheel speed difference includes:
determining that the current adhesion state is a torque limiting state when the wheel speed difference is greater than or equal to a first preset threshold value;
determining that the current adhesion state is a torque maintenance state when the wheel speed difference is greater than or equal to a second preset threshold value and less than the first preset threshold value;
determining that the current adhesion state is a torque recovery state when the wheel speed difference is greater than or equal to a third preset threshold value and less than the second preset threshold value;
determining that the current adhesion state is a torque driving state under the condition that the wheel speed difference is smaller than the third preset threshold value;
the first preset threshold value is larger than a second preset threshold value, and the second preset threshold value is larger than a third preset threshold value.
Further, the method further comprises:
acquiring the current vehicle speed;
and when the current vehicle speed is greater than a preset vehicle speed, adjusting the first preset threshold value, the second preset threshold value and/or the third preset threshold value.
Further, the controlling the energy recovery torque according to the current adhesion state includes:
when the current adhesion state is the torque limiting state, limiting the energy recovery moment according to a preset change gradient;
when the current adhesion state is the torque maintaining state, maintaining the energy recovery torque unchanged, and monitoring the current adhesion state;
when the current adhesion state is the torque recovery state, controlling the energy recovery moment to be lifted to a current demand recovery moment according to a preset change gradient;
and when the current adhesion state is the torque driving state, the control of the energy recovery moment is exited.
Further, the method further comprises:
determining the current road surface state;
when the current road surface state is determined to be a bumpy road surface, the first preset threshold value, the second preset threshold value and/or the third preset threshold value are adjusted;
and when the current road surface state is determined to be the low-traction road surface, adjusting a preset change gradient for controlling the energy recovery moment.
Further, the determining the current road surface state includes:
acquiring longitudinal acceleration;
when the number of times that the longitudinal acceleration is larger than zero in the preset time exceeds a preset value, determining that the road surface state is a bumpy road surface;
acquiring the current master cylinder pressure and energy recovery moment;
and determining a slip rate threshold according to the current master cylinder pressure and the energy recovery moment, and determining that the road surface state is a low-traction road surface when the current vehicle slip rate is greater than the slip rate threshold and the preset duration is continuous.
The embodiment of the invention also provides an energy recovery control device, which comprises:
the first acquisition module is used for acquiring the current adhesion state of the wheel when the braking signal is detected;
and the first control module is used for controlling the energy recovery moment according to the current adhesion state.
Further, the first acquisition module includes:
a calculation unit for calculating a wheel speed difference between the driven wheel speed and the driving wheel speed;
and the first determining unit is used for determining the current adhesion state according to the wheel speed difference.
The embodiment of the invention also provides an automobile, which comprises the energy recovery control device.
The beneficial effects of the invention are as follows:
according to the scheme, the adhesion state of the wheels in the vehicle braking process is judged, and the energy recovery moment is controlled according to the current adhesion state, so that the situation that the driving wheels break through the tire adhesion limit and even lock the wheels is prevented, and the running safety risk is reduced.
Drawings
FIG. 1 is a schematic flow chart of an energy recovery control method according to an embodiment of the invention;
fig. 2 is a schematic diagram showing the structure of an energy recovery control device according to an embodiment of the present invention.
Detailed Description
In order to make the technical problems, technical solutions and advantages to be solved more apparent, the following detailed description will be given with reference to the accompanying drawings and specific embodiments. In the following description, specific details such as specific configurations and components are provided merely to facilitate a thorough understanding of embodiments of the invention. It will therefore be apparent to those skilled in the art that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of the invention. In addition, descriptions of well-known functions and constructions are omitted for clarity and conciseness.
It should be appreciated that reference throughout this specification to "one embodiment" or "an embodiment" means that a particular feature, structure or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Thus, the appearances of the phrases "in one embodiment" or "in an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.
In various embodiments of the present invention, it should be understood that the sequence numbers of the following processes do not mean the order of execution, and the order of execution of the processes should be determined by the functions and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.
The existing energy recovery control methods for the electric automobile are all focused on recovery schemes, and the control of energy recovery based on the stability of the whole automobile is not effectively considered. For example, whether the vehicle is in a braking state or not is identified by a brake switch, and energy recovery is applied, and the stability of the whole vehicle is ensured only by an ABS; if excessive energy recovery torque is applied to the vehicle before the ABS is activated, the driving wheel breaks through the adhesive force limit, and the driving safety is endangered. For example, the braking force distribution curve is used for front and rear axle braking force distribution, the energy recovery of the rear wheels cannot be too large due to the limiting area of the curve, the driving stability of the vehicle is ensured only by an anti-lock module ABS, and the actual driving stability of the vehicle is not recognized in real time, so that the source for locking the vehicle is not reasonably and quickly generated, and the energy recovery moment is controlled necessarily. Once the chassis ABS fails or breaks down, the running safety risk is brought or the whole vehicle is free from energy recovery, so that the endurance mileage is reduced and the whole vehicle braking sensation is obviously changed.
The invention provides an energy recovery control method, an energy recovery control device and an automobile aiming at the problem of improving the stability of a vehicle in an energy recovery process.
As shown in fig. 1, an embodiment of the present invention provides an energy recovery control method, including:
step 11, when a braking signal is detected, acquiring the current adhesion state of the wheel;
and step 12, controlling the energy recovery moment according to the current adhesion state.
According to the embodiment of the invention, the adhesion state of the wheels in the braking process of the vehicle is judged, and the energy recovery moment is controlled according to the current adhesion state, so that the situation that the driving wheels break through the tire adhesion limit and even lock the wheels is prevented, and the running safety risk is reduced.
It should be noted that, in the braking process, the larger energy recovery moment can cause the driving wheel to break through the tire attachment limit and even lock the wheel, resulting in running safety risk. The front-drive vehicle power system only drives the front wheels, the front wheels are locked due to energy recovery moment, the vehicle is not steered enough, and even if a driver operates a steering wheel, the vehicle can not steer at a high speed, and even serious accident risks still occur. Because of the existence of braking force, a wheel speed difference is generated between the driving wheel speed and the driven wheel speed, and the larger the wheel speed difference is, the smaller the longitudinal adhesive force of the driven wheel is, the poorer the stability of the vehicle is, and at the moment, the energy recovery moment is required to be limited, so that the occurrence of wheel locking is prevented.
Specifically, the current longitudinal adhesion force of the vehicle may be determined according to the wheel speed difference, so the step 11 of obtaining the current adhesion force state of the wheel includes:
calculating a wheel speed difference between the driven wheel speed and the driven wheel speed;
and determining the current adhesion state according to the wheel speed difference.
In order to prevent erroneous recognition of the current adhesion state caused by road bumps and wheel speed fluctuations, the calculated wheel speed difference needs to be corrected, and specifically, the wheel speed difference may be corrected by taking the average of the left and right driven wheel speeds as the driven wheel reference vehicle speed.
Specifically, the embodiment of the invention judges the wheel speed difference through three thresholds to determine four adhesive force states, and the method for determining the current adhesive force state according to the wheel speed difference comprises the following steps:
determining that the current adhesion state is a torque limiting state when the wheel speed difference is greater than or equal to a first preset threshold value;
determining that the current adhesion state is a torque maintenance state when the wheel speed difference is greater than or equal to a second preset threshold value and less than the first preset threshold value;
determining that the current adhesion state is a torque recovery state when the wheel speed difference is greater than or equal to a third preset threshold value and less than the second preset threshold value;
determining that the current adhesion state is a torque driving state under the condition that the wheel speed difference is smaller than the third preset threshold value;
the first preset threshold value is larger than a second preset threshold value, and the second preset threshold value is larger than a third preset threshold value.
The wheel speed difference gradually decreases in the order of the torque limiting state, the torque maintaining state, the torque recovering state, and the torque driving state.
When the current adhesion state is determined, the first preset threshold value, the second preset threshold value, and the third preset threshold value need to be adjusted according to the driving parameter information of the vehicle in order to improve the determination accuracy.
On the one hand, since the driven wheel speed shows a tendency that the error becomes larger with the increase of the vehicle speed according to the bump of the road surface, the error elimination processing is needed to be carried out on the calculated wheel speed difference, namely, the higher the vehicle speed is, the larger the first preset threshold value, the second preset threshold value and the third preset threshold value of the current adhesive force state of the vehicle are determined, so that the speed error caused by the overlarge vehicle speed is eliminated, and the method further comprises:
acquiring the current vehicle speed;
and when the current vehicle speed is greater than a preset vehicle speed, adjusting the first preset threshold value, the second preset threshold value and/or the third preset threshold value.
Specifically, when the vehicle speed is greater than the preset vehicle speed, the vehicle is in a high-speed running state, if the wheel speed difference is continuously judged by adopting a first preset threshold value, a second preset threshold value and a third preset threshold value, the current adhesion state is determined, and effective control on the vehicle stability cannot be realized, so that the threshold value is required to be improved, wherein the adjustment values of the first preset threshold value, the second preset threshold value and the third preset threshold value can be obtained according to a real vehicle test.
On the other hand, in order to further reduce the probability of tire breaking limit caused by energy recovery, the method for identifying bumpy road surface enhances the robustness of the method on bad road, prevents the control method from misidentifying, and leads to the energy recovery to be firstly weakened in braking effect and lengthened in braking distance, and needs to improve the judgment threshold value for identifying the current adhesion state through wheel speed difference, namely a first preset threshold value, a second preset threshold value and a third preset threshold value, so the method further comprises:
determining the current road surface state;
when the current road surface state is determined to be a bumpy road surface, the first preset threshold value, the second preset threshold value and/or the third preset threshold value are adjusted;
specifically, the determining the current road surface state includes:
acquiring longitudinal acceleration;
and when the number of times that the longitudinal acceleration is larger than zero in the preset time exceeds a preset value, determining that the road surface state is a bumpy road surface.
According to the energy recovery control method provided by the embodiment of the invention, when a vehicle brakes, braking energy is converted into electric energy to feed back to a power battery, the control of energy recovery moment is required to be adjusted according to the current adhesive force state of the vehicle, when the longitudinal adhesive force of the wheel is smaller and the stability is poorer, the energy recovery moment is limited, so that the longitudinal adhesive force of the wheel is quickly recovered, the occurrence of wheel locking is prevented, and meanwhile, in order to improve the energy recovery rate, the energy recovery moment is required to be improved to the required recovery moment when the adhesive force recovery of the wheel is stable, so that the step 12 comprises:
when the current adhesion state is the torque limiting state, limiting the energy recovery moment according to a preset change gradient;
when the current adhesion state is the torque maintaining state, maintaining the energy recovery torque unchanged, and monitoring the current adhesion state;
when the current adhesion state is the torque recovery state, controlling the energy recovery moment to be lifted to a current demand recovery moment according to a preset change gradient;
and when the current adhesion state is the torque driving state, the control of the energy recovery moment is exited.
It should be noted that, due to the influence of factors such as the energy recovery torque, the braking force, the master cylinder pressure, the vehicle speed, the road surface condition, etc., the current adhesion state is always in a transformed state during the control of the energy recovery torque, that is, when the current adhesion state is a torque limiting state, at this time, the energy recovery torque needs to be quickly limited, so that the longitudinal adhesion force of the rear wheel, that is, the driven wheel, is recovered at the fastest speed. When the current adhesion state is a torque recovery state, the longitudinal stability is recovered, and in order to improve the energy recovery rate, the energy recovery torque needs to be quickly recovered to the original required torque, namely the current required recovery torque, at a certain rate, so that energy is recovered as much as possible. When the current adhesion state is a torque maintenance state, the current energy recovery torque is maintained for recovery, and the wheel speed difference is monitored in real time to determine to enter a torque limiting state or a torque recovery state. When the current adhesion state is a torque driving state, at the moment, the wheel speed difference is small or negative, which indicates that the vehicle has exited the braking state without braking energy recovery and exits the energy recovery working condition.
It should be further noted that, considering that when the adhesion force between the wheel and the ground is low, for example, the energy recovery torque is continuously controlled according to a preset gradient, the change of the torque is too fast, and the gradient of the change of the energy recovery torque needs to be limited, so that the wheel speed is closer to the state under the constant torque, and the identification of the adhesion state according to the wheel speed difference is more accurate. The method therefore further comprises:
determining the current road surface state;
and when the current road surface state is determined to be the low-traction road surface, adjusting a preset change gradient for controlling the energy recovery moment.
Specifically, the determining the current road surface state includes:
acquiring the current master cylinder pressure and energy recovery moment;
and determining a slip rate threshold according to the current master cylinder pressure and the energy recovery moment, and determining that the road surface state is a low-traction road surface when the current vehicle slip rate is greater than the slip rate threshold and the preset duration is continuous.
The present braking force can be determined according to the master cylinder pressure and the energy recovery moment, and the vehicle slip rate is different on different road surfaces under the same braking force, so that the present braking force is a fixed relation curve, and is confirmed through real vehicle calibration. The current road surface condition can be judged according to the current master cylinder pressure and the vehicle slip rate. Specifically, when the current vehicle slip rate is greater than the slip rate threshold and continues for a preset period of time, it is determined that the vehicle enters the low-traction road surface, and a preset gradient of change of the energy recovery torque is required to be limited.
The energy recovery control method disclosed by the embodiment of the invention comprehensively considers a plurality of dimensions such as wheel speed difference, longitudinal acceleration, slip rate, vehicle speed and the like, so that various conditions of easy locking of wheels of the vehicle such as high-speed running, high-speed sliding, high-speed braking, low-attached running, high-speed turning, low-attached turning and the like can be covered, and the running safety risk is reduced.
The embodiment of the invention ensures the running stability of the vehicle without ESP, and hardly increases the cost; the method effectively identifies low-adhesion and bumpy road surfaces, effectively shields calculation deviation caused by speed fluctuation of various bad road surfaces (washboard road, stone road, bumpy road and soil road), and has wider application range; due to policy protection, the activation condition of the ABS caused by energy recovery is reduced, the use condition of the ABS is optimized, and the service life of the ABS is prolonged. The ECE line of the front wheel and the rear wheel can be omitted when the energy recovery is applied to the high-speed normal driving, the energy recovery size can be properly improved, the economy of the whole vehicle under the normal working condition of a good road is improved, and the endurance mileage is prolonged.
As shown in fig. 2, an embodiment of the present invention further provides an energy recovery control device, including:
a first obtaining module 21, configured to obtain a current adhesion state of the wheel when the brake signal is detected;
the first control module 22 is configured to control the energy recovery torque according to the current adhesion state.
According to the embodiment of the invention, the adhesion state of the wheels in the braking process of the vehicle is judged, and the energy recovery moment is controlled according to the current adhesion state, so that the situation that the driving wheels break through the tire adhesion limit and even lock the wheels is prevented, and the running safety risk is reduced.
Specifically, the first acquisition module 21 includes:
a calculation unit for calculating a wheel speed difference between the driven wheel speed and the driving wheel speed;
and the first determining unit is used for determining the current adhesion state according to the wheel speed difference.
Specifically, the first determination unit includes:
a first determining subunit, configured to determine that the current adhesion state is a torque limiting state when the wheel speed difference is greater than or equal to a first preset threshold value;
a second determining subunit, configured to determine that the current adhesion state is a torque maintenance state when the wheel speed difference is greater than or equal to a second preset threshold and less than the first preset threshold;
a third determining subunit, configured to determine that the current adhesion state is a torque recovery state when the wheel speed difference is greater than or equal to a third preset threshold and less than the second preset threshold;
a fourth determining subunit, configured to determine that the current adhesion state is a torque driving state when the wheel speed difference is smaller than the third preset threshold value;
the first preset threshold value is larger than a second preset threshold value, and the second preset threshold value is larger than a third preset threshold value.
Specifically, the energy recovery control device further includes:
the second acquisition module is used for acquiring the current vehicle speed;
and the second control module is used for adjusting the first preset threshold value, the second preset threshold value and/or the third preset threshold value when the current vehicle speed is greater than the preset vehicle speed.
Specifically, the first control module 22 includes:
the first control unit is used for limiting the energy recovery moment according to a preset change gradient when the current adhesion state is the torque limiting state;
the second control unit is used for keeping the energy recovery moment unchanged when the current adhesive force state is the torque maintenance state, and monitoring the current adhesive force state at the same time;
the third control unit is used for controlling the energy recovery moment to be lifted into the current demand recovery moment according to a preset change gradient when the current adhesion state is the torque recovery state;
and the fourth control unit is used for exiting the control of the energy recovery moment when the current adhesion state is the torque driving state.
Specifically, the energy recovery control device further includes:
the determining module is used for determining the current road surface state;
the third control module is used for adjusting the first preset threshold value, the second preset threshold value and/or the third preset threshold value when the current road surface state is determined to be a bumpy road surface;
and the fourth control module is used for adjusting a preset change gradient for controlling the energy recovery moment when the current road surface state is determined to be the low-accessory road surface.
Specifically, the determining module includes:
a first acquisition unit configured to acquire a longitudinal acceleration;
a second determining unit configured to determine that the road surface state is a bumpy road surface when the number of times the longitudinal acceleration is greater than zero exceeds a preset value within a preset time;
a second acquisition unit for acquiring a current master cylinder pressure and an energy recovery torque;
and the third determining unit is used for determining a slip rate threshold according to the current master cylinder pressure and the energy recovery moment, and determining that the road surface state is a low-accessory road surface when the current vehicle slip rate is larger than the slip rate threshold and the preset duration is prolonged.
The embodiment of the invention also provides an automobile, which comprises the energy recovery control device. The embodiments of the energy recovery control device are applicable to the embodiments of the automobile, and the same technical effects can be achieved.
While the foregoing is directed to the preferred embodiments of the present invention, it will be appreciated by those skilled in the art that various modifications and changes can be made without departing from the principles of the present invention, and such modifications and changes are intended to be within the scope of the present invention.
Claims (6)
1. An energy recovery control method, characterized by comprising:
when a braking signal is detected, acquiring the current adhesion state of the wheel;
according to the current adhesion state, controlling the energy recovery moment;
the obtaining the current adhesion state of the wheel comprises the following steps:
calculating a wheel speed difference between the driven wheel speed and the driven wheel speed;
determining a current adhesion state according to the wheel speed difference;
the determining the current adhesion state according to the wheel speed difference comprises the following steps:
determining that the current adhesion state is a torque limiting state when the wheel speed difference is greater than or equal to a first preset threshold value;
determining that the current adhesion state is a torque maintenance state when the wheel speed difference is greater than or equal to a second preset threshold value and less than the first preset threshold value;
determining that the current adhesion state is a torque recovery state when the wheel speed difference is greater than or equal to a third preset threshold value and less than the second preset threshold value;
determining that the current adhesion state is a torque driving state under the condition that the wheel speed difference is smaller than the third preset threshold value;
wherein the first preset threshold is greater than a second preset threshold, which is greater than a third preset threshold;
the controlling the energy recovery moment according to the current adhesion state comprises the following steps:
when the current adhesion state is the torque limiting state, limiting the energy recovery moment according to a preset change gradient;
when the current adhesion state is the torque maintaining state, maintaining the energy recovery torque unchanged, and monitoring the current adhesion state;
when the current adhesion state is the torque recovery state, controlling the energy recovery moment to be lifted to a current demand recovery moment according to a preset change gradient;
and when the current adhesion state is the torque driving state, the control of the energy recovery moment is exited.
2. The energy recovery control method according to claim 1, characterized in that the method further comprises:
acquiring the current vehicle speed;
and when the current vehicle speed is greater than a preset vehicle speed, adjusting the first preset threshold value, the second preset threshold value and/or the third preset threshold value.
3. The energy recovery control method according to claim 1, characterized in that the method further comprises:
determining the current road surface state;
when the current road surface state is determined to be a bumpy road surface, the first preset threshold value, the second preset threshold value and/or the third preset threshold value are adjusted;
and when the current road surface state is determined to be the low-traction road surface, adjusting a preset change gradient for controlling the energy recovery moment.
4. The energy recovery control method according to claim 3, characterized in that the determining of the current road surface state includes:
acquiring longitudinal acceleration;
when the number of times that the longitudinal acceleration is larger than zero in the preset time exceeds a preset value, determining that the road surface state is a bumpy road surface;
acquiring the current master cylinder pressure and energy recovery moment;
and determining a slip rate threshold according to the current master cylinder pressure and the energy recovery moment, and determining that the road surface state is a low-traction road surface when the current vehicle slip rate is greater than the slip rate threshold and the preset duration is continuous.
5. An energy recovery control device, the device comprising:
the first acquisition module is used for acquiring the current adhesion state of the wheel when the braking signal is detected;
the first control module is used for controlling the energy recovery moment according to the current adhesive force state;
the first acquisition module includes:
a calculation unit for calculating a wheel speed difference between the driven wheel speed and the driving wheel speed;
the first determining unit is used for determining the current adhesion state according to the wheel speed difference;
the first determination unit includes:
a first determining subunit, configured to determine that the current adhesion state is a torque limiting state when the wheel speed difference is greater than or equal to a first preset threshold value;
a second determining subunit, configured to determine that the current adhesion state is a torque maintenance state when the wheel speed difference is greater than or equal to a second preset threshold and less than the first preset threshold;
a third determining subunit, configured to determine that the current adhesion state is a torque recovery state when the wheel speed difference is greater than or equal to a third preset threshold and less than the second preset threshold;
a fourth determining subunit, configured to determine that the current adhesion state is a torque driving state when the wheel speed difference is smaller than the third preset threshold value;
wherein the first preset threshold is greater than a second preset threshold, which is greater than a third preset threshold;
the first control module includes:
the first control unit is used for limiting the energy recovery moment according to a preset change gradient when the current adhesion state is the torque limiting state;
the second control unit is used for keeping the energy recovery moment unchanged when the current adhesive force state is the torque maintenance state, and monitoring the current adhesive force state at the same time;
the third control unit is used for controlling the energy recovery moment to be lifted into the current demand recovery moment according to a preset change gradient when the current adhesion state is the torque recovery state;
and the fourth control unit is used for exiting the control of the energy recovery moment when the current adhesion state is the torque driving state.
6. An automobile comprising the energy recovery control device according to claim 5.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN202010710767.9A CN113968142B (en) | 2020-07-22 | 2020-07-22 | Energy recovery control method and device and automobile |
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| CN202010710767.9A CN113968142B (en) | 2020-07-22 | 2020-07-22 | Energy recovery control method and device and automobile |
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| CN113968142A CN113968142A (en) | 2022-01-25 |
| CN113968142B true CN113968142B (en) | 2024-03-15 |
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| CN101791978A (en) * | 2010-03-26 | 2010-08-04 | 重庆长安汽车股份有限公司 | Method for compensating braking force of hybrid power vehicle |
| DE112013004517T5 (en) * | 2012-09-18 | 2015-06-03 | Murata Manufacturing Co., Ltd. | Mobile body |
| CN105644536A (en) * | 2016-04-11 | 2016-06-08 | 芜湖伯特利汽车安全系统股份有限公司 | Braking energy recovery system and control method based on system |
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Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101791978A (en) * | 2010-03-26 | 2010-08-04 | 重庆长安汽车股份有限公司 | Method for compensating braking force of hybrid power vehicle |
| DE112013004517T5 (en) * | 2012-09-18 | 2015-06-03 | Murata Manufacturing Co., Ltd. | Mobile body |
| CN105644536A (en) * | 2016-04-11 | 2016-06-08 | 芜湖伯特利汽车安全系统股份有限公司 | Braking energy recovery system and control method based on system |
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