CN115195485A - Vehicle power recovery method and system and vehicle - Google Patents
Vehicle power recovery method and system and vehicle Download PDFInfo
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- CN115195485A CN115195485A CN202211110357.6A CN202211110357A CN115195485A CN 115195485 A CN115195485 A CN 115195485A CN 202211110357 A CN202211110357 A CN 202211110357A CN 115195485 A CN115195485 A CN 115195485A
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- 238000000034 method Methods 0.000 title claims abstract description 60
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- 230000002441 reversible effect Effects 0.000 claims abstract description 55
- 230000001172 regenerating effect Effects 0.000 claims abstract description 39
- 230000001052 transient effect Effects 0.000 claims description 13
- 238000006243 chemical reaction Methods 0.000 claims description 12
- 230000008569 process Effects 0.000 claims description 11
- 239000000110 cooling liquid Substances 0.000 claims description 9
- 238000012937 correction Methods 0.000 claims description 8
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- 230000006870 function Effects 0.000 description 4
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- 239000002826 coolant Substances 0.000 description 2
- 238000004146 energy storage Methods 0.000 description 2
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- 230000014509 gene expression Effects 0.000 description 2
- 230000003287 optical effect Effects 0.000 description 2
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- 230000001133 acceleration Effects 0.000 description 1
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- 239000013307 optical fiber Substances 0.000 description 1
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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
-
- 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
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
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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
- B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
- B60L7/26—Controlling the braking effect
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
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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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- Transportation (AREA)
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- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The embodiment of the application provides a power recovery method and system for a vehicle and the vehicle, belonging to the technical field of automatic control of the vehicle, wherein the method specifically comprises the following steps: the sensor subsystem acquires the current wheel speed; the accelerator subsystem acquires a target vehicle body speed; and the control subsystem determines that the vehicle reaches a target rear wheel torque corresponding to the target vehicle body speed according to the current wheel speed and the target vehicle body speed, wherein under the condition that the target rear wheel torque is a deceleration torque, the control subsystem selects a braking mode according to a braking priority algorithm to decelerate the vehicle, and the braking mode comprises at least one of a regenerative braking mode, a reverse torque braking mode of a motor and a friction braking mode. By the scheme, the opportunity of adopting the regenerative braking mode is accurately judged, the energy recovery effect is improved, and the electric energy obtained by converting the regenerative braking mode can be stored.
Description
Technical Field
The application relates to the technical field of vehicle automatic control, in particular to a power recovery method and system for a vehicle and the vehicle.
Background
With the continuous development of vehicle technology, a plurality of deceleration technologies are provided to ensure the safety of the deceleration braking process of the vehicle, and the deceleration of the vehicle is realized by controlling the magnitude of kinetic energy. In the prior art, in order to improve the utilization rate of energy, a vehicle is generally provided with a power recovery system. The existing power recovery scheme has the problem of low energy recovery efficiency.
Disclosure of Invention
In view of the above, embodiments of the present disclosure provide a power recovery method and system for a vehicle, and a vehicle, which at least partially solve the problems in the prior art.
In a first aspect, an embodiment of the present disclosure provides a power recovery method for a vehicle, the method including:
the sensor subsystem acquires the current wheel speed;
the accelerator subsystem acquires a target vehicle body speed;
the control subsystem determines that the vehicle reaches a target rear wheel torque corresponding to the target vehicle body speed according to the current wheel speed and the target vehicle body speed,
wherein the control subsystem selects a braking mode to decelerate the vehicle according to a braking priority algorithm in the event that the target rear wheel torque is a deceleration torque, the braking mode including at least one of a regenerative braking mode, a reverse torque braking mode of the electric machine, and a friction braking mode.
According to a specific implementation manner of the embodiment of the disclosure, the step of selecting a braking mode to decelerate the vehicle according to the braking priority algorithm by the control subsystem comprises the following steps:
judging whether the high-voltage battery subsystem can store the electric energy obtained by the regenerative braking deceleration conversion and whether the transient charging current of the high-voltage battery subsystem exceeds the preset upper limit of the charging current of the high-voltage battery,
when the high-voltage battery subsystem can store electric energy obtained through regenerative braking deceleration conversion, and the transient charging current of the high-voltage battery subsystem does not exceed the preset upper limit of the charging current of the high-voltage battery, the control subsystem selects the regenerative braking mode to decelerate the vehicle; and
wherein, when the high-voltage battery subsystem is unable to store the electric energy obtained through the regenerative braking deceleration conversion and/or the transient charging current of the high-voltage battery subsystem exceeds the preset upper limit of the charging current of the high-voltage battery, the control subsystem selects a reverse torque braking mode of the motor to decelerate the vehicle, wherein when the maximum torque provided by the reverse torque braking mode of the motor is smaller than the torque required for braking, the control subsystem selects to decelerate the vehicle by superposing the torque of the friction braking mode on the basis of the maximum torque of the reverse torque braking mode of the motor, and wherein when the maximum torque of the reverse torque braking mode of the motor is 0, the control subsystem selects to decelerate the vehicle by completely superposing the friction braking mode.
According to a specific implementation of an embodiment of the present disclosure, when the following equation 1 is satisfied:
Determining that the high voltage battery subsystem is capable of storing electrical energy resulting from a regenerative braking mode transition, wherein,
in order to achieve the efficiency of power recovery,
in order to provide the kinetic energy for the vehicle,
to battery capacity, SOC is the state of charge of the battery.
According to a specific implementation of the embodiment of the present disclosure, when the following equation 2 is satisfied:
Judging whether the transient charging current of the high-voltage battery subsystem does not exceed the preset high voltageAn upper battery charging current limit, wherein,
is the charging current in the power recovery,
charging the high voltage battery with an upper limit of a charging current, the charging current
With braking torque
Related, upper limit of the battery charging current
The current state of charge (SOC) of the battery and the temperature of the batteryTAnd (4) correlating.
According to a specific implementation manner of the embodiment of the present disclosure, when the vehicle is decelerated by using the reverse torque braking mode of the motor, the following equation 3 is further satisfied:
Wherein,
the maximum torque for the reverse torque braking mode of the motor,
in order to achieve a flow rate of the cooling liquid,cin order to obtain the specific heat capacity of the cooling liquid,
the upper limit of the temperature of the motor is,
as the current temperature of the motor is being set,
the wheel speed at braking.
According to one specific implementation of the disclosed embodiment, the maximum torque when the electric machine is in the reverse torque braking mode
Superimposed friction braking mode torque less than said required braking torque
The speed of the motor is reduced, and the speed of the motor is reduced,
wherein the maximum torque when the reverse torque braking mode of the motor
At =0, the braking torque is provided entirely by the friction braking mode.
According to a particular implementation of the embodiments of the present disclosure, the method further includes maximizing torque for a reverse torque braking mode of the electric machine
And (5) correcting:
the corrected maximum torque of the reverse torque braking mode of the motor is
：
Wherein,
is a thermal inertia correction term of the motor,
a correction term for the inconsistency of the heat conduction of the motor,
>1 and
>1。
according to a specific implementation manner of the embodiment of the present disclosure, the method further includes performing motor temperature prediction:
predicting a braking process based on equation 5 belowkMotor temperature at time +1
：
Wherein,
as to the mass of the motor,
in order to melt the materials in an equivalent ratio,
is composed of kThe required braking torque at the moment +1,
is composed of kThe wheel speed at the time of braking at the time +1,
is the motor temperature at the starting moment, and
is composed of kThe motor temperature at the moment.
In a second aspect, an embodiment of the present disclosure provides a power recovery system for a vehicle, the system including:
a sensor subsystem for acquiring a current wheel speed;
the accelerator subsystem is used for acquiring the target vehicle body speed;
and a control subsystem for selecting a braking mode to decelerate the vehicle according to the method of the first aspect, when the target rear wheel torque is a deceleration torque.
In a third aspect, the disclosed embodiments provide a vehicle characterized by comprising the power recovery system of the vehicle as described in the second aspect above.
According to the power recovery method and system for the vehicle and the vehicle, the required braking mode is accurately predicted and selected to decelerate the vehicle by calculating the torque required by braking, the electric energy obtained by regenerative braking deceleration conversion through the high-voltage battery subsystem is stored, the energy recovery effect is improved, the service life of the friction braking mode system is prolonged, meanwhile, power recovery is carried out, and follow-up use is facilitated.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a schematic flow chart illustrating a method for recovering power of a vehicle according to an embodiment of the present disclosure;
fig. 2 is a schematic flowchart of a step S103 of a power recovery method for a vehicle according to an embodiment of the present application;
FIG. 3 is a schematic structural diagram of a power recovery system of a vehicle according to an embodiment of the present disclosure; and
fig. 4 is another schematic structural diagram of a power recovery system of a vehicle according to an embodiment of the present application.
Detailed Description
The embodiments of the present application will be described in detail below with reference to the accompanying drawings.
The following description of the embodiments of the present application is provided by way of specific examples, and other advantages and effects of the present application will be readily apparent to those skilled in the art from the disclosure herein. It is to be understood that the embodiments described are only a few embodiments of the present application and not all embodiments. The present application is capable of other and different embodiments and its several details are capable of modifications and/or changes in various respects, all without departing from the spirit of the present application. It is to be noted that the features in the following embodiments and examples may be combined with each other without conflict. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
It is noted that various aspects of the embodiments are described below within the scope of the appended claims. It should be apparent that the aspects described herein may be embodied in a wide variety of forms and that any specific structure and/or function described herein is merely illustrative. Based on the present application, one skilled in the art should appreciate that one aspect described herein may be implemented independently of any other aspects and that two or more of these aspects may be combined in various ways. For example, an apparatus may be implemented and/or a method practiced using any number of the aspects set forth herein. Additionally, such an apparatus may be implemented and/or such a method may be practiced using other structure and/or functionality in addition to one or more of the aspects set forth herein.
It should be noted that the drawings provided in the following embodiments are only for illustrating the basic idea of the present application, and the drawings only show the components related to the present application rather than the number, shape and size of the components in actual implementation, and the type, amount and ratio of the components in actual implementation may be changed arbitrarily, and the layout of the components may be more complicated.
In addition, in the following description, specific details are provided to facilitate a thorough understanding of the examples. However, it will be understood by those skilled in the art that the aspects may be practiced without these specific details.
The embodiment of the application provides a power recovery method of a vehicle.
Referring to fig. 1, an embodiment of the present disclosure provides a power recovery method for a vehicle.
At step S101, the sensor subsystem acquires the current wheel speed.
In this embodiment, the power recovery method of the vehicle may be performed by a power recovery system of the vehicle, where the power recovery system of the vehicle includes a sensor subsystem, an accelerator subsystem, a control subsystem, a high-voltage battery subsystem, and a rear wheel drive subsystem, and the control subsystem is connected to the sensor subsystem, the accelerator subsystem, the high-voltage battery subsystem, and the rear wheel drive subsystem, respectively.
In the embodiment, the vehicle is provided with a sensor subsystem, the sensor subsystem comprises a plurality of sensors for collecting vehicle state information, and the state information of the vehicle can be collected in real time through the sensors. In particular, the sensor subsystem may include a speed sensor by which a current wheel speed may be collected, for example, the current wheel speed is 20 kilometers per hour.
At step S102, the throttle subsystem acquires a target body speed.
Optionally, step S102 includes: the throttle subsystem receives a target body speed input by a driver.
In this embodiment, when the driver needs to adjust the speed of the vehicle, the driver inputs a target vehicle body speed to be adjusted through the accelerator subsystem and inputs the target vehicle body speed into the control subsystem, the control subsystem performs deceleration or acceleration processing according to the current wheel speed and the target vehicle body speed, and during the deceleration processing, the power recovery process is preferentially performed. For example, when the target vehicle body speed is 10 km/hr and the current wheel speed is 20 km/hr, the control subsystem performs deceleration processing while preferentially performing the power recovery process.
At step S103, the control subsystem determines that the vehicle reaches a target rear wheel torque corresponding to the target vehicle body speed according to the current wheel speed and the target vehicle body speed, wherein, when the target rear wheel torque is a deceleration torque, the control subsystem selects a braking mode according to a braking priority algorithm to decelerate the vehicle, and the braking mode includes at least one of a regenerative braking mode, a reverse torque braking mode of the motor, and a friction braking mode.
The braking process preferably adopts regenerative braking (or power recovery method) to brake. Because the power recovery method is constrained by the capacity of the electric energy which can be stored by the battery and the transient charging current, when the torque generated by the power recovery method cannot meet the torque required by the braking torque, the reverse current is applied to the motor by adopting a reverse torque braking mode of the motor to realize braking. However, when the reverse torque braking mode of the motor is used for braking, kinetic energy can be converted into heat energy at the motor end, so that the torque provided by the reverse torque braking mode of the motor is constrained by the current motor temperature and the motor limit temperature.
When the torque required for braking cannot be completely met by the torque generated by the reverse torque braking mode of the electric machine, the torque needs to be supplemented by the conventional friction braking mode, and the braking torque is provided by the reverse torque braking mode and the friction braking mode of the electric machine together.
When the motor overheats or the electric system fails, the braking force can be provided only by means of the friction braking mode. Therefore, the priority sequence of the braking modes is as follows: a regenerative braking mode, a reverse torque braking mode of the electric machine, a combined reverse torque braking mode and friction braking mode of the electric machine, a friction braking mode.
More specifically, the control subsystem selecting a braking mode to decelerate the vehicle according to the braking priority algorithm includes the steps of:
judging whether the high-voltage battery subsystem can store the electric energy obtained by the regenerative braking deceleration conversion and whether the transient charging current of the high-voltage battery subsystem exceeds the preset upper limit of the charging current of the high-voltage battery,
when the high-voltage battery subsystem can store electric energy obtained through regenerative braking deceleration conversion, and the transient charging current of the high-voltage battery subsystem does not exceed the preset upper limit of the charging current of the high-voltage battery, the control subsystem selects the regenerative braking mode to decelerate the vehicle; and
wherein, when the high-voltage battery subsystem is unable to store the electric energy obtained through the regenerative braking deceleration conversion and/or the transient charging current of the high-voltage battery subsystem exceeds the preset upper limit of the charging current of the high-voltage battery, the control subsystem selects a reverse torque braking mode of the motor to decelerate the vehicle, wherein when the maximum torque provided by the reverse torque braking mode of the motor is smaller than the torque required for braking, the control subsystem selects to decelerate the vehicle by superposing the torque of the friction braking mode on the basis of the maximum torque of the reverse torque braking mode of the motor, and wherein when the maximum torque of the reverse torque braking mode of the motor is 0, the control subsystem selects to decelerate the vehicle by completely superposing the friction braking mode.
In this embodiment, the motor is a liquid-cooled motor.
Further, in the embodiment of the present invention, when the following equation 1 is satisfied:
Determining that the high voltage battery subsystem is capable of storing electrical energy resulting from a regenerative braking mode transition, wherein,
in order to achieve the efficiency of power recovery,
in order to provide the kinetic energy for the vehicle,
the SOC is the state of charge of the battery, which is the battery capacity. The formula (1) indicates that the electric energy required to be recovered cannot exceed the upper energy storage limit of the battery.
When the following equation 2 is satisfied:
Judging that the transient charging current of the high-voltage battery subsystem does not exceed a preset upper limit of the charging current of the high-voltage battery, wherein,
is the charging current in the power recovery,
charging the high voltage battery with an upper limit of a charging current, the charging current
And braking torque
Related, upper limit of the battery charging current
Current state of charge of the batterySOCAnd battery temperatureTBoth are related and are normalized.
When the expressions (1) and (2) are both satisfied, a power recovery mode is adopted for braking, and when any one of the expressions (1) and (2) is not satisfied, a reverse torque braking mode of the motor is preferentially selected.
When the vehicle is decelerated using the reverse torque braking mode of the motor, the following equation 3 is also satisfied:
Wherein,
the maximum torque for the reverse torque braking mode of the motor,
in order to achieve a flow rate of the cooling liquid, cin order to obtain the specific heat capacity of the cooling liquid,
the upper limit of the temperature of the motor is,
as the current temperature of the motor is being set,
the wheel speed at braking.
The derivation of equation 3 is as follows:
the braking torque of the reverse torque braking mode of the electric machine is constrained by:
Wherein,
is the rotating speed when braking,
the heat power that the motor can bear (the maximum heat power of the motor). Since the process of reverse torque braking mode braking of the motor is short and heat energy is mainly concentrated at the motor end, the upper thermal power limit for the motor can be estimated by the following formula:
Wherein,
is the maximum thermal power of the motor,
in order to control the flow rate of the cooling liquid, cin order to obtain the specific heat capacity of the cooling liquid,
the upper limit of the temperature of the motor is,
as the current temperature of the motor is being set,dTthe difference between the upper limit of the motor temperature and the current motor temperature is obtained. Combining equations 3-1 and 3-2, it can be seen that the maximum torque of the reverse torque braking mode of the electric machine is achieved without overheating the electric machine
The above equation 3 is satisfied.
When the braking torque is required
Greater than the maximum torque of the reverse torque braking mode of the electric machine
Time, required braking torque
If the torque cannot be satisfied by the torque of the reverse torque braking mode of the motor, the torque of the friction braking mode needs to be superposed
And decelerating, and meeting the following conditions when a reverse torque braking mode and a friction braking mode of the motor work together:
Wherein the torque is generated when the reverse torque braking mode of the motor is applied
When the torque is not less than 0, the required braking torque is completely controlled by the friction braking moduleIs provided with the formula (I) that
In the embodiment of the invention, because the motor has certain thermal inertia and the monitoring point of the motor temperature is not necessarily the highest temperature point, the problems of thermal conduction inconsistency, thermal inertia and the like of the motor need to be considered at the torque point of the intervention of the friction braking mode.
In order to reduce the error of the brake mode selection caused by the temperature detection error, the maximum torque of the reverse torque brake needs to be corrected, and the corrected maximum torque of the reverse torque brake mode of the motor is
：
Wherein,
is a thermal inertia correction term of the motor,
is a correction term for the inconsistency of the heat conduction of the motor,
>1 and
>1。
maximum torque when braking by reverse torque
Under-correction can cause the intervention of the friction braking mode to be too late, thereby causing the problems of shaking, prolonged braking distance and the like caused by discontinuous braking torque transition, and over-correction can cause the intervention of the friction braking modePremature and thus reduced life of the friction braking system. Therefore, in the embodiment of the invention, the mode switching is carried out more quickly by predicting the temperature of the motor in advance in the reverse torque braking process, so that the intervention time of the friction braking mode can be more accurate to a certain extent, and the braking performance is improved.
In an embodiment of the present invention, the braking process may be predicted based on equation 5 belowkMotor temperature at time +1
：
Wherein,
as to the mass of the motor,
in order to melt the materials in an equivalent ratio,
is composed of kThe required braking torque at the moment +1,
is composed of kThe wheel speed at the time of braking at the time +1,
is the motor temperature at the starting moment, and
is composed of kThe motor temperature at the moment.
Considering that the liquid-cooled motor needs to satisfy the thermal balance during the reverse torque braking mode of the motor, i.e.
Wherein,
is the mass of the motor,
In order to melt the materials in an equivalent ratio,
in order to be the temperature of the cooling liquid,
since the motor releases heat and the braking process is short without greatly affecting the coolant temperature, the motor temperature at the start of braking can be approximated as the coolant temperature, and thus the braking process is combined with equation 5-1kMotor temperature at time +1
Can be predicted by equation 5.
Alternatively, referring to FIG. 2, the control subsystem in step 103 decelerates the vehicle using the regenerative braking mode.
At step 1031, the control subsystem inputs a regenerative braking mode signal and the target rear wheel torque to a rear wheel drive subsystem.
At step 1032, the rear wheel drive subsystem adjusts the torque of the rear wheels of the vehicle to the target rear wheel torque and converts kinetic energy during deceleration to electrical energy via an inverter according to the regenerative braking mode signal.
Therefore, the control subsystem adopts the regenerative braking mode to decelerate the vehicle, and converts the kinetic energy in the deceleration process into electric energy, thereby achieving the effect of recycling the energy.
Optionally, the step S103 of determining, by the control subsystem according to the current wheel speed and the target vehicle body speed, that the vehicle reaches a target rear wheel torque corresponding to the target vehicle body speed includes: the control subsystem calculates a difference between the current wheel speed and the target body speed, and determines a target rear wheel torque required for the vehicle to reach the target body speed based on the difference.
The method further comprises the following steps: the control subsystem determines the target rear wheel torque as a deceleration torque when the direction of the target rear wheel torque is opposite to the direction of the current torque of the rear wheels.
For example, if the target vehicle body speed is 20 km/h, and the current wheel speed is 40 km/h, the control subsystem calculates the difference between the current wheel speed and the target vehicle body speed to be 20 km/h, and determines the target rear wheel torque required for the vehicle to reach the target vehicle body speed of 20 km/h according to the difference of 20 km/h, and the target rear wheel torque required for the target vehicle body speed of 20 km/h is a deceleration torque since the target rear wheel torque required for the target vehicle body speed of 20 km/h is opposite to the direction of the current torque.
At step S104, the high-voltage battery subsystem stores the electric energy converted from regenerative braking deceleration.
In this embodiment, the electric energy storage capacity of the high-voltage battery subsystem has a preset upper limit, and when the stored electric energy reaches the preset upper limit, the electric energy obtained by the regenerative braking deceleration conversion cannot be stored, so that it is necessary to determine whether the electric energy converted by the regenerative braking mode can be stored in the high-voltage battery subsystem in step S103, so as to avoid that the electric energy converted by the regenerative braking mode cannot be stored and the electric energy in the regenerative braking mode is wasted.
Optionally, the power recovery method for a vehicle according to the present embodiment further includes: and when the high-voltage battery subsystem can not store the electric energy obtained by the conversion of the regenerative braking mode, the control subsystem selects a friction braking mode or a reverse torque braking mode of the motor to decelerate the vehicle according to a braking priority algorithm.
In this way, the vehicle is decelerated using the reverse torque braking mode and/or the friction braking mode of the electric machine when the high voltage battery subsystem is unable to store electrical energy converted from the regenerative braking mode. The other braking modes are provided, so that the vehicle can conveniently complete the braking process, and the safe driving of the vehicle is ensured.
Corresponding to the above method embodiment, referring to fig. 3, the disclosed embodiment also provides a power recovery system 200 of a vehicle, the system 200 including:
a sensor subsystem 201 for obtaining current wheel speed;
the accelerator subsystem 202 is used for acquiring a target vehicle body speed;
a control subsystem 203 for selecting a braking mode to decelerate the vehicle according to the method from step S101 to step S104, if the target rear wheel torque is a deceleration torque.
In this embodiment, the vehicle power recovery system 200 further includes a high voltage battery subsystem 204 for storing electrical energy converted from regenerative braking deceleration.
Optionally, the control subsystem 203 is further configured to select a reverse torque braking mode and/or a friction braking mode of the electric machine to decelerate the vehicle according to a braking priority algorithm when the high voltage battery subsystem is unable to store the electrical energy converted from the regenerative braking mode.
Optionally, referring to fig. 4, the control subsystem 203 is further configured to input a regenerative braking mode signal and the retarding torque to a rear wheel drive subsystem 205;
the rear wheel drive subsystem 205 is further configured to adjust the torque of the rear wheels of the vehicle to the target rear wheel torque, and convert kinetic energy during deceleration into electric energy through an inverter according to the regenerative braking mode signal.
Optionally, the control subsystem 203 is further configured to calculate a difference between the current wheel speed and the target body speed, and determine a target rear wheel torque required by the vehicle to reach the target body speed according to the difference; and when the direction of the target rear wheel torque is opposite to the direction of the current torque of the rear wheel, determining that the target rear wheel torque is a deceleration torque.
The power recovery system of the vehicle provided in this embodiment can correspondingly execute the content in the above power recovery method embodiment of the vehicle, and the details of the parts not described in this embodiment refer to the content described in the above method embodiment, and are not described again here.
The embodiment of the disclosure also provides a vehicle, which comprises the power recovery system of the vehicle provided in the embodiment.
The vehicle of the present embodiment may correspondingly execute the contents in the foregoing method embodiments, and details of the parts of the present embodiment that are not described in detail refer to the contents described in the foregoing method embodiments, which are not described again here.
Embodiments of the present disclosure also provide a computer-readable storage medium storing a computer program that, when run on a processor, performs the method of power recovery of a vehicle in the aforementioned method embodiments.
The computer-readable storage medium provided in the embodiments of the present disclosure may correspondingly execute the contents in the above method embodiments, and details of the parts not described in detail in this embodiment refer to the contents described in the above method embodiments, which are not described herein again.
The disclosed embodiments also provide a computer program product comprising a computer program stored on a non-transitory computer readable storage medium, the computer program comprising program instructions that, when executed by a computer, cause the computer to perform the method of power recovery of a vehicle in the aforementioned method embodiments.
The computer program product of the present embodiment may correspondingly execute the contents of the embodiment of the power recovery method for a vehicle, and details of the embodiment are not described herein with reference to the contents described in the embodiment of the method.
It should be noted that the computer readable medium of the present disclosure may be a computer readable signal medium or a computer readable storage medium or any combination of the two. A computer readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the foregoing. More specific examples of the computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the present disclosure, a computer readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. The computer readable medium may be embodied in an electronic device; or may be present alone without being incorporated into the electronic device.
Computer program code for carrying out operations for aspects of the present disclosure may be written in any combination of one or more programming languages, including an object oriented programming language such as java, smalltalk, C + +, and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer may be connected to the user's computer through any type of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet service provider).
The flowchart and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present disclosure. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
The units described in the embodiments of the present disclosure may be implemented by software or hardware. Where the name of an element does not in some cases constitute a limitation on the element itself.
It should be understood that portions of the present disclosure may be implemented in hardware, software, firmware, or a combination thereof.
The above description is only for the specific embodiments of the present disclosure, but the scope of the present disclosure is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present disclosure should be covered within the scope of the present disclosure. Therefore, the protection scope of the present disclosure shall be subject to the protection scope of the claims.
Claims (10)
1. A method of recovering power of a vehicle, characterized by comprising:
the sensor subsystem acquires the current wheel speed;
the accelerator subsystem acquires a target vehicle body speed;
the control subsystem determines that the vehicle reaches a target rear wheel torque corresponding to the target vehicle body speed according to the current wheel speed and the target vehicle body speed,
wherein the control subsystem selects a braking mode to decelerate the vehicle according to a braking priority algorithm in the event that the target rear wheel torque is a deceleration torque, the braking mode including at least one of a regenerative braking mode, a reverse torque braking mode of the electric machine, and a friction braking mode.
2. The power recovery method of a vehicle of claim 1, wherein the control subsystem selecting a braking mode to decelerate the vehicle according to a brake priority algorithm comprises:
judging whether the high-voltage battery subsystem can store the electric energy obtained by the deceleration conversion of the regenerative braking mode and whether the transient charging current of the high-voltage battery subsystem exceeds the preset upper limit of the charging current of the high-voltage battery subsystem,
when the high-voltage battery subsystem can store electric energy obtained through regenerative braking deceleration conversion, and the transient charging current of the high-voltage battery subsystem does not exceed the preset upper limit of the charging current of the high-voltage battery, the control subsystem selects the regenerative braking mode to decelerate the vehicle; and
wherein, when the high-voltage battery subsystem is unable to store the electric energy obtained through the regenerative braking deceleration conversion and/or the transient charging current of the high-voltage battery subsystem exceeds the preset upper limit of the charging current of the high-voltage battery, the control subsystem selects a reverse torque braking mode of the motor to decelerate the vehicle, wherein when the maximum torque provided by the reverse torque braking mode of the motor is smaller than the torque required for braking, the control subsystem selects to decelerate the vehicle by superposing the torque of the friction braking mode on the basis of the maximum torque of the reverse torque braking mode of the motor, and wherein when the maximum torque of the reverse torque braking mode of the motor is 0, the control subsystem selects to decelerate the vehicle by completely superposing the friction braking mode.
3. The power recovery method of a vehicle according to claim 2,
when the following equation 1 is satisfied:
Determining that the high voltage battery subsystem is capable of storing electrical energy resulting from a regenerative braking mode transition, wherein,
in order to achieve the efficiency of power recovery,
in order to provide the kinetic energy for the vehicle,
the SOC is the state of charge of the battery, which is the battery capacity.
4. The power recovery method of a vehicle according to claim 2,
when the following equation 2 is satisfied:
Judging that the transient charging current of the high-voltage battery subsystem does not exceed a preset upper limit of the charging current of the high-voltage battery, wherein,
is the charging current in the power recovery,
charging the high voltage battery with an upper limit of a charging current, the charging current
With braking torque
Related, upper limit of the battery charging current
The current state of charge (SOC) and the battery temperatureTAnd (4) correlating.
5. The power recovery method of a vehicle according to claim 2,
when the vehicle is decelerated by the reverse torque braking mode of the motor, the following equation 3 is also satisfied:
Wherein,
the maximum torque for the reverse torque braking mode of the motor,
in order to achieve a flow rate of the cooling liquid,cin order to obtain the specific heat capacity of the cooling liquid,
the upper limit of the temperature of the motor is,
as the current temperature of the motor is being set,
the wheel speed at braking.
6. The power recovery method of a vehicle according to claim 5,
maximum torque when reverse torque braking mode of electric machine
The torque of the superimposed friction braking mode is less than the torque required for braking
The speed of the motor is reduced, and the speed of the motor is reduced,
wherein the maximum torque when the reverse torque braking mode of the motor
Where =0, the braking required torque is completely provided by the friction braking mode.
7. The power recovery method of a vehicle according to claim 5, characterized in that the method further comprises a torque capacity for a reverse torque braking mode of the electric machine
And (5) correcting:
the corrected maximum torque of the reverse torque braking mode of the motor is
：
Wherein,
is a thermal inertia correction term of the motor,
a correction term for the inconsistency of the heat conduction of the motor,
>1 and
> 1。
8. the power recovery method of a vehicle according to claim 5, characterized by further comprising performing motor temperature prediction:
predicting a braking process based on equation 5 below kMotor temperature at time +1
：
Wherein,
as to the mass of the motor,
in order to melt the materials in an equivalent ratio,
is composed ofkThe required braking torque at the moment +1,
is composed ofkThe wheel speed at the time of braking at the time +1,
is the motor temperature at the starting moment, and
is composed ofkThe motor temperature at the moment.
9. A power recovery system for a vehicle, the system comprising:
a sensor subsystem for acquiring a current wheel speed;
the accelerator subsystem is used for acquiring the target vehicle body speed;
a control subsystem for selecting a braking mode to decelerate the vehicle according to the method of claims 2-8 in the event that the target rear wheel torque is a deceleration torque.
10. A vehicle characterized by comprising the power recovery system of the vehicle of claim 9.
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| CN202211110357.6A CN115195485B (en) | 2022-09-13 | 2022-09-13 | Vehicle power recovery method and system and vehicle |
| PCT/CN2023/115631 WO2024055841A1 (en) | 2022-09-13 | 2023-08-30 | Vehicle power recovery method and system, and vehicle |
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| CN116301090A (en) * | 2023-05-15 | 2023-06-23 | 北京阿帕科蓝科技有限公司 | Motor temperature control system and method and electric vehicle |
| WO2024055841A1 (en) * | 2022-09-13 | 2024-03-21 | 达芬骑动力科技(北京)有限公司 | Vehicle power recovery method and system, and vehicle |
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| CN115195485B (en) | 2022-12-27 |
| WO2024055841A1 (en) | 2024-03-21 |
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