CN114940161A - Vehicle energy recovery control method and system - Google Patents
Vehicle energy recovery control method and system Download PDFInfo
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- CN114940161A CN114940161A CN202110171174.4A CN202110171174A CN114940161A CN 114940161 A CN114940161 A CN 114940161A CN 202110171174 A CN202110171174 A CN 202110171174A CN 114940161 A CN114940161 A CN 114940161A
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- 238000011084 recovery Methods 0.000 title claims abstract description 167
- 238000000034 method Methods 0.000 title claims abstract description 20
- 230000001133 acceleration Effects 0.000 claims description 13
- 238000013016 damping Methods 0.000 claims 2
- 230000003247 decreasing effect Effects 0.000 description 6
- 238000013459 approach Methods 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 2
- 239000000919 ceramic Substances 0.000 description 2
- 238000005056 compaction Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/02—Control of vehicle driving stability
- B60W30/025—Control of vehicle driving stability related to comfort of drivers or passengers
-
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/08—Electric propulsion units
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/24—Energy storage means
- B60W2510/242—Energy storage means for electrical energy
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
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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)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Automation & Control Theory (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a vehicle energy recovery control method and a vehicle energy recovery control system, wherein the vehicle energy recovery control method comprises the following steps: the vehicle control unit calculates the maximum recoverable capacity value of the whole vehicle according to the charging capacity of the current vehicle power battery and the current motor recovery capacity, and converts the maximum recoverable capacity value into the maximum energy recovery torque of the wheel end; the vehicle control unit calculates a target energy recovery torque according to the current vehicle speed and the current accelerator pedal depth; and the brake controller receives the target energy recovery torque, judges the actual wheel slip rate and the target wheel slip rate, if the actual wheel slip rate is lower than the target wheel slip rate, the target energy recovery torque is used as the actual energy recovery torque, otherwise, attenuation correction is carried out on the target energy recovery torque, and the corrected target energy recovery torque is used as the actual energy recovery torque. The invention ensures the safety and the comfort of the vehicle under higher deceleration by controlling the energy recovery torque under the condition of not increasing the hardware cost.
Description
Technical Field
The invention belongs to the technical field of new energy automobiles, and particularly relates to a vehicle energy recovery control method and system.
Background
The mileage of present new energy automobile is than shorter under the circumstances of little energy recuperation, generally about 400km, this kind of duration can not satisfy customer's real demand, so for promoting the duration of new energy automobile under the full road surface environment, different energy recuperation grades have been developed, the deceleration that the energy recuperation of highest grade produced can reach 0.25g, make the maximum improvement of duration about 23%, but this kind of great deceleration produces the influence to the travelling comfort and the security of vehicle in driving on ice and snow road surface in cold district and city special road surface (watering ceramic tile/muddy road surface) road, if: firstly, locking a front wheel, triggering ABS and working a pump motor to generate NVH to cause customer complaints; secondly, locking the front wheels, triggering energy recovery to exit by the ABS, and causing client panic due to loss of deceleration; low mu road surfaces (ice surface/water-sprayed tiles/snow compaction), increased and decreased energy recovery causes the entire vehicle to be frustrated, and complaints are perceived by customers; and fourthly, on a low-mu road surface (ice surface/water-sprinkling ceramic tiles/compacted snow), the energy recovery intervention of an accelerator pedal is carried out during steering, and the vehicle loses the steering to cause client panic and the like. Therefore, current energy recovery control schemes do not compromise vehicle comfort and safety and range.
Disclosure of Invention
The technical problem to be solved by the embodiments of the present invention is to provide a vehicle energy recovery control method and system, so as to enable energy recovery to be available in a full road environment and ensure vehicle driving comfort and safety.
In order to solve the above technical problem, the present invention provides a vehicle energy recovery control method, including:
step S1, the vehicle controller calculates the maximum recoverable capacity value of the whole vehicle according to the charging capacity of the current vehicle power battery and the current motor recovery capacity, and converts the maximum recoverable capacity value of the whole vehicle into the maximum energy recovery torque of the wheel end;
step S2, within the maximum energy recovery torque of the wheel end, the vehicle controller calculates the target energy recovery torque according to the current vehicle speed and the current accelerator pedal depth;
and step S3, the brake controller receives the target energy recovery torque, judges the actual wheel slip rate and the target wheel slip rate, if the actual wheel slip rate is lower than the target wheel slip rate, the target energy recovery torque is used as the actual energy recovery torque, otherwise, attenuation correction is carried out on the target energy recovery torque, and the corrected target energy recovery torque is used as the actual energy recovery torque.
Further, in step S3, performing attenuation correction on the target energy recovery torque specifically includes: the corrected target energy recovery torque is the target energy recovery torque x λ, λ is a correction coefficient, λ is greater than 0 and less than or equal to 1, and the correction coefficient λ is changed by the brake controller by recognizing various road surface correspondences.
Further, when the actual wheel slip ratio is larger than the target wheel slip ratio, the correction coefficient lambda is gradually reduced in a curve mode, so that the corrected target energy recovery torque is gradually reduced, the actual wheel slip ratio is reduced to be lower than the target wheel slip ratio, when the actual wheel slip ratio is changed from being lower than the target wheel slip ratio to being free of slip ratio, the correction coefficient lambda is gradually increased to 1 in a curve mode, and the vehicle controller takes the received target energy recovery torque as the actual energy recovery torque.
Further, in step S1, the vehicle controller calculates the maximum recoverable capacity value of the vehicle according to the current charging capacity of the vehicle power battery and the current motor recovery capacity.
Further, in step S2, the vehicle controller obtains the target energy recovery torque corresponding to the current vehicle speed and the current accelerator pedal depth by looking up a table according to a preset corresponding relationship table of the current vehicle speed, the current accelerator pedal depth and the target energy recovery torque.
Further, the brake controller collects signals of wheel speed sensors to calculate the basic whole vehicle speed, and when the vehicle turns, the brake controller corrects the basic whole vehicle speed by using a steering wheel corner signal, a longitudinal and/or transverse acceleration signal and a yaw rate signal; and when the vehicle moves straight, correcting the basic speed of the whole vehicle by using the longitudinal acceleration signal of the whole vehicle.
An embodiment of the present invention further provides a vehicle energy recovery control system, including:
the vehicle control unit is used for calculating the maximum recoverable capacity value of the whole vehicle according to the charging capacity of the current vehicle power battery and the current motor recovery capacity, and converting the maximum recoverable capacity value of the whole vehicle into the maximum energy recovery torque of the wheel end; within the maximum energy recovery torque of the wheel end, calculating a target energy recovery torque according to the current vehicle speed and the current accelerator pedal depth;
and the brake controller is used for receiving the target energy recovery torque, judging the actual wheel slip rate and the target wheel slip rate, if the actual wheel slip rate is lower than the target wheel slip rate, taking the target energy recovery torque as the actual energy recovery torque, otherwise, carrying out attenuation correction on the target energy recovery torque, and taking the corrected target energy recovery torque as the actual energy recovery torque.
Further, the brake controller performs attenuation correction on the target energy recovery torque, specifically: and when the actual wheel slip rate is changed from the lower value to the no slip rate, the correction coefficient lambda is gradually increased to 1 in a curve mode, and the whole vehicle controller takes the received target energy recovery torque as the actual energy recovery torque.
Further, the vehicle controller obtains the target energy recovery torque corresponding to the current vehicle speed and the current accelerator pedal depth through query in a table look-up manner according to a preset corresponding relation table of the current vehicle speed, the current accelerator pedal depth and the target energy recovery torque.
Furthermore, the brake controller collects signals of wheel speed sensors to calculate the basic vehicle speed, and when the vehicle turns, the brake controller corrects the basic vehicle speed by using a steering wheel corner signal, a longitudinal and/or transverse acceleration signal and a yaw rate signal; and when the vehicle moves straight, correcting the basic speed of the whole vehicle by using the longitudinal acceleration signal of the whole vehicle.
The implementation of the invention has the following beneficial effects: under the condition of not increasing hardware cost, the driving mileage of the vehicle is improved by controlling the energy recovery torque, the safety and the comfort of the vehicle are ensured under the condition of higher deceleration, and the driving experience and the brand recognition degree of the vehicle are improved; the method can be used for single-axis and double-axis recovery of new energy, and can realize platformization.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
Fig. 1 is a schematic flow chart of a vehicle energy recovery control method according to an embodiment of the present invention.
FIG. 2 is a schematic diagram of calculating a target energy recovery torque in accordance with a first embodiment of the present invention.
Detailed Description
The following description of the embodiments refers to the accompanying drawings, which are included to illustrate specific embodiments in which the invention may be practiced.
Referring to fig. 1, an embodiment of the invention provides a vehicle energy recovery control method, including:
step S1, the vehicle control unit calculates the recoverable maximum capacity value of the whole vehicle according to the charging capacity of the power battery of the current vehicle and the current motor recovery capacity, and converts the recoverable maximum capacity value of the whole vehicle into the maximum energy recovery torque of the wheel end;
step S2, within the maximum energy recovery torque of the wheel end, the vehicle controller calculates the target energy recovery torque according to the current vehicle speed and the current accelerator pedal depth;
and step S3, the brake controller receives the target energy recovery torque, judges the actual wheel slip rate and the target wheel slip rate, if the actual wheel slip rate is lower than the target wheel slip rate, the target energy recovery torque is used as the actual energy recovery torque, otherwise, attenuation correction is carried out on the target energy recovery torque, and the corrected target energy recovery torque is used as the actual energy recovery torque.
Specifically, in step S1, the vehicle controller calculates the maximum recoverable capacity value P of the vehicle according to the charging capacity P1 of the current vehicle power battery and the current motor recovery capacity P2, where P1, P2, and P are all powers; and then converting the maximum recoverable capacity value P of the whole vehicle into the maximum energy recovery torque of the wheel end through a formula P-T multiplied by n/9550.
In step S2, the vehicle controller calculates a target energy recovery torque with drivability meeting the driver' S intention according to the current vehicle speed and the current accelerator pedal depth within the wheel end maximum energy recovery torque calculated in step S1. As shown in fig. 2, the abscissa is the current vehicle speed of the whole vehicle, the ordinate is the target energy recovery torque, and the curve shows the relationship that the target energy recovery torque changes with the current vehicle speed of the whole vehicle under different accelerator pedal depths, so that the target energy recovery torque can be calibrated. It can be understood that a corresponding relation table of the current vehicle speed, the current accelerator pedal depth and the target energy recovery torque may also be preset in the vehicle controller, and the target energy recovery torque corresponding to the current vehicle speed and the current accelerator pedal depth may be obtained through a table lookup manner.
In step S3, the brake controller needs to calculate the actual wheel slip ratio μ and set a target wheel slip ratio for triggering the correction of the target energy recovery torque. The wheel slip ratio mu is based on the wheel speed V Wheel And (c) an integratorVehicle speed V Vehicle with wheels And (3) calculating, wherein a specific calculation formula is as follows:
further, the brake controller firstly collects the signals of wheel speed sensors to calculate the basic vehicle speed, and when the vehicle turns, the brake controller corrects the basic vehicle speed by using a steering wheel corner signal, a longitudinal and/or transverse acceleration signal and a yaw rate signal; and when the vehicle moves straight, the basic vehicle speed of the whole vehicle is corrected by using the longitudinal acceleration signal of the whole vehicle.
After the brake controller calculates the actual wheel slip rate mu, the magnitude relation between the actual wheel slip rate and the target wheel slip rate is compared, and then the actual energy recovery torque is determined according to the comparison result. Specifically, if the actual wheel slip rate is lower than the target wheel slip rate, the brake controller sends the received target energy recovery torque as the actual energy recovery torque to the motor for actual execution, and the driving mileage of the vehicle is ensured; if the actual wheel slip rate is larger than or equal to the target wheel slip rate, the brake controller corrects and attenuates the target energy recovery torque, and then sends the target energy recovery torque to the motor for actual execution, so that the safety and comfort performance of the vehicle are guaranteed. The specific correction mode is as follows: the corrected target energy recovery torque is equal to the target energy recovery torque × λ, λ is a correction coefficient, and the range of variation is: lambda is more than 0 and less than or equal to 1.
It should be noted that λ is a curve change and is not a step change, for example, when the entire vehicle changes from a larger actual wheel slip ratio lower than the target wheel slip ratio to a no slip ratio, λ is a curve gradually increased (non-step increased), so as to ensure the smoothness of the actual feedback torque of the vehicle, and ensure the smoothness of the vehicle. The real-time change of the lambda can enable the corrected target energy recovery torque to be changed constantly, so that the actual wheel slip rate is lower than the target wheel slip rate, and the vehicle is in a safe state. Specifically, a target wheel slip rate is input by matching, and when the actual wheel slip rate is greater than the target wheel slip rate, the correction coefficient λ is gradually decreased, that is, the actual energy recovery torque is decreased, the wheel speed is gradually increased and recovered to approach the vehicle speed of the entire vehicle, and the actual wheel slip rate is decreased. At this time, in order to ensure the multi-energy recovery torque, the correction coefficient λ may be gradually increased, that is, the actual energy recovery torque is increased, the wheel speed tends to lock and is lower than the vehicle speed of the entire vehicle, and the actual wheel slip rate calculated at this time approaches the target wheel slip rate again, and so on. Therefore, the target energy recovery torque sent by the whole vehicle controller can be corrected accurately and timely, if the actual wheel slip rate is larger than or equal to the target wheel slip rate, the target energy recovery torque can be corrected within 100ms, the subsequent working cycle can realize the actual wheel slip rate-the real-time adjustment of the target energy recovery torque within 100ms, the adjustment in the whole process is very fine and smooth, the longitudinal acceleration of the vehicle changes stably, the deceleration of the vehicle is lost and weakened, the driving comfort is improved, the insufficient steering performance of the vehicle is improved, and the occurrence frequency of the working noise of the motor of the brake controller is optimized.
It should be noted that, for a complex road surface, the present embodiment may use the same target wheel slip ratio as the determination condition to correct the target energy recovery torque, and at this time, only the correction coefficient λ needs to be changed, that is, the brake controller may change the correction coefficient λ correspondingly by identifying various road surfaces. By setting the target wheel slip rate, lambda automatically changes in a curve, resulting in automatic change of the actual energy recovery torque, and the actual wheel slip rate is controlled to be less than the target wheel slip rate.
Corresponding to the vehicle energy recovery control method in the first embodiment of the present invention, a vehicle energy recovery control system is further provided in the second embodiment of the present invention, including:
the vehicle control unit is used for calculating the maximum recoverable capacity value of the whole vehicle according to the charging capacity of the current vehicle power battery and the current motor recovery capacity, and converting the maximum recoverable capacity value of the whole vehicle into the maximum energy recovery torque of the wheel end; within the maximum energy recovery torque of the wheel end, calculating a target energy recovery torque according to the current vehicle speed and the current accelerator pedal depth;
and the brake controller is used for receiving the target energy recovery torque, judging the actual wheel slip rate and the target wheel slip rate, if the actual wheel slip rate is lower than the target wheel slip rate, taking the target energy recovery torque as the actual energy recovery torque, otherwise, carrying out attenuation correction on the target energy recovery torque, and taking the corrected target energy recovery torque as the actual energy recovery torque.
Further, the brake controller performs attenuation correction on the target energy recovery torque, specifically: the corrected target energy recovery torque is the target energy recovery torque × λ, λ is a correction coefficient, and λ is greater than 0 and less than or equal to 1.
Further, when the actual wheel slip ratio is larger than the target wheel slip ratio, the correction coefficient λ is gradually decreased in a curve so that the corrected target energy recovery torque is gradually decreased and the actual wheel slip ratio becomes smaller than the target wheel slip ratio.
Further, when the actual wheel slip ratio is changed from being lower than the target wheel slip ratio to being free of slip ratio, the correction coefficient lambda is gradually increased to 1 in a curve mode, and the vehicle control unit takes the received target energy recovery torque as the actual energy recovery torque.
Further, the vehicle controller obtains the target energy recovery torque corresponding to the current vehicle speed and the current accelerator pedal depth through a table look-up mode according to a preset corresponding relation table of the current vehicle speed, the current accelerator pedal depth and the target energy recovery torque.
Furthermore, the brake controller collects signals of wheel speed sensors to calculate the basic vehicle speed, and when the vehicle turns, the brake controller corrects the basic vehicle speed by using a steering wheel corner signal, a longitudinal and/or transverse acceleration signal and a yaw rate signal; and when the vehicle moves straight, correcting the basic speed of the whole vehicle by using the longitudinal acceleration signal of the whole vehicle.
For the working principle and process of the vehicle energy recovery control system of this embodiment, refer to the description of the first embodiment of the present invention, and will not be further described herein.
As can be seen from the above description, compared with the prior art, the beneficial effects of the present invention are: under the condition of not increasing hardware cost, the driving mileage of the vehicle is improved by controlling the energy recovery torque, the safety and the comfort of the vehicle are ensured under the condition of higher deceleration, and the driving experience and the brand recognition degree of the vehicle are improved; the method can be used for single-axis and double-axis recovery of new energy, and can realize platformization.
While the invention has been described in connection with what is presently considered to be the most practical and preferred embodiment, it is to be understood that the invention is not to be limited to the disclosed embodiment, but on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims.
Claims (10)
1. A vehicle energy recovery control method characterized by comprising:
step S1, the vehicle controller calculates the maximum recoverable capacity value of the whole vehicle according to the charging capacity of the current vehicle power battery and the current motor recovery capacity, and converts the maximum recoverable capacity value of the whole vehicle into the maximum energy recovery torque of the wheel end;
step S2, within the maximum energy recovery torque of the wheel end, the vehicle controller calculates the target energy recovery torque according to the current vehicle speed and the current accelerator pedal depth;
and step S3, the brake controller receives the target energy recovery torque, judges the actual wheel slip rate and the target wheel slip rate, if the actual wheel slip rate is lower than the target wheel slip rate, the target energy recovery torque is used as the actual energy recovery torque, otherwise, attenuation correction is carried out on the target energy recovery torque, and the corrected target energy recovery torque is used as the actual energy recovery torque.
2. The vehicle energy recovery control method according to claim 1, wherein the target energy recovery torque is subjected to damping correction in step S3, specifically: the corrected target energy recovery torque is the target energy recovery torque x λ, λ is a correction coefficient, λ is greater than 0 and less than or equal to 1, and the correction coefficient λ is changed by the brake controller by recognizing various road surface correspondences.
3. The vehicle energy recovery control method according to claim 2, wherein the correction coefficient λ is gradually reduced in a curve so that the corrected target energy recovery torque is gradually reduced when the actual wheel slip ratio is larger than the target wheel slip ratio, the actual wheel slip ratio becomes lower than the target wheel slip ratio, and the correction coefficient λ is gradually increased in a curve to 1 when the actual wheel slip ratio changes from lower than the target wheel slip ratio to a no slip ratio, and the vehicle controller receives the target energy recovery torque as the actual energy recovery torque.
4. The vehicle energy recovery control method according to claim 1, wherein in step S1, the vehicle controller calculates a maximum vehicle recoverable capacity value based on a current vehicle power battery charging capacity and a current motor recovery capacity.
5. The vehicle energy recovery control method according to claim 1, wherein in step S2, the vehicle controller obtains the target energy recovery torque corresponding to the current vehicle speed and the current accelerator pedal depth by querying in a table lookup manner according to a preset correspondence table of the current vehicle speed, the current accelerator pedal depth and the target energy recovery torque.
6. The vehicle energy recovery control method according to claim 5, wherein the brake controller collects wheel speed sensor signals to calculate the basic vehicle speed, and when the vehicle has a turn, the brake controller corrects the basic vehicle speed by using a steering wheel angle signal, a longitudinal and/or lateral acceleration signal and a yaw rate signal; and when the vehicle moves straight, correcting the basic speed of the whole vehicle by using the longitudinal acceleration signal of the whole vehicle.
7. A vehicle energy recovery control system, comprising:
the vehicle control unit is used for calculating the maximum recoverable capacity value of the whole vehicle according to the charging capacity of the current vehicle power battery and the current motor recovery capacity, and converting the maximum recoverable capacity value of the whole vehicle into the maximum energy recovery torque of the wheel end; within the maximum energy recovery torque of the wheel end, calculating a target energy recovery torque according to the current vehicle speed and the current accelerator pedal depth;
and the brake controller is used for receiving the target energy recovery torque, judging the actual wheel slip rate and the target wheel slip rate, if the actual wheel slip rate is lower than the target wheel slip rate, taking the target energy recovery torque as the actual energy recovery torque, otherwise, carrying out attenuation correction on the target energy recovery torque, and taking the corrected target energy recovery torque as the actual energy recovery torque.
8. The vehicle energy recovery control system according to claim 7, wherein the brake controller performs a damping correction on the target energy recovery torque by: when the actual wheel slip ratio is larger than the target wheel slip ratio, the correction coefficient lambda is gradually reduced in a curve manner, so that the corrected target energy recovery torque is gradually reduced, and the actual wheel slip ratio is reduced to be lower than the target wheel slip ratio; and when the actual wheel slip rate is changed from being lower than the target wheel slip rate to being free of the slip rate, the correction coefficient lambda is gradually increased to 1 in a curve mode, and the vehicle control unit takes the received target energy recovery torque as the actual energy recovery torque.
9. The vehicle energy recovery control system according to claim 7, wherein the vehicle controller obtains the target energy recovery torque corresponding to the current vehicle speed and the current accelerator pedal depth by querying in a table look-up manner according to a preset corresponding relationship table of the current vehicle speed, the current accelerator pedal depth and the target energy recovery torque.
10. The vehicle energy recovery control system of claim 7, wherein the brake controller collects wheel speed sensor signals to calculate a base overall vehicle speed, and when the vehicle is turning, the brake controller corrects the base overall vehicle speed using a steering wheel angle signal, a longitudinal and/or lateral acceleration signal, and a yaw rate signal; and when the vehicle moves straight, correcting the basic speed of the whole vehicle by using the longitudinal acceleration signal of the whole vehicle.
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| CN202110171174.4A CN114940161A (en) | 2021-02-08 | 2021-02-08 | Vehicle energy recovery control method and system |
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| CN202110171174.4A CN114940161A (en) | 2021-02-08 | 2021-02-08 | Vehicle energy recovery control method and system |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115489321A (en) * | 2022-08-31 | 2022-12-20 | 成都赛力斯科技有限公司 | Vehicle energy recovery control method, vehicle energy recovery control device, computer equipment and storage medium |
| CN116533770A (en) * | 2023-05-25 | 2023-08-04 | 重庆青山工业有限责任公司 | Braking energy recovery feedback control method for multi-gear hybrid system |
| WO2024065592A1 (en) * | 2022-09-30 | 2024-04-04 | 华为技术有限公司 | Vehicle control method and apparatus |
-
2021
- 2021-02-08 CN CN202110171174.4A patent/CN114940161A/en active Pending
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115489321A (en) * | 2022-08-31 | 2022-12-20 | 成都赛力斯科技有限公司 | Vehicle energy recovery control method, vehicle energy recovery control device, computer equipment and storage medium |
| CN115489321B (en) * | 2022-08-31 | 2024-02-27 | 重庆赛力斯凤凰智创科技有限公司 | Vehicle energy recovery control method, device, computer equipment and storage medium |
| WO2024065592A1 (en) * | 2022-09-30 | 2024-04-04 | 华为技术有限公司 | Vehicle control method and apparatus |
| CN116533770A (en) * | 2023-05-25 | 2023-08-04 | 重庆青山工业有限责任公司 | Braking energy recovery feedback control method for multi-gear hybrid system |
| CN116533770B (en) * | 2023-05-25 | 2024-05-03 | 重庆青山工业有限责任公司 | Braking energy recovery feedback control method for multi-gear hybrid system |
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