CN115593236A - Vehicle energy recovery method and hybrid vehicle - Google Patents

Vehicle energy recovery method and hybrid vehicle Download PDF

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Publication number
CN115593236A
CN115593236A CN202211141575.6A CN202211141575A CN115593236A CN 115593236 A CN115593236 A CN 115593236A CN 202211141575 A CN202211141575 A CN 202211141575A CN 115593236 A CN115593236 A CN 115593236A
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China
Prior art keywords
recovery torque
recovery
controller
current
brake
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CN202211141575.6A
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陈泽洲
王伟
杜锋
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Chery Automobile Co Ltd
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Chery Automobile Co Ltd
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Priority to CN202211141575.6A priority Critical patent/CN115593236A/en
Publication of CN115593236A publication Critical patent/CN115593236A/en
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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
    • 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
    • B60L2200/00—Type of vehicles
    • B60L2200/46—Vehicles with auxiliary ad-on propulsions, e.g. add-on electric motor kits for bicycles

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The embodiment of the application discloses a vehicle energy recovery method and a hybrid power vehicle, and belongs to the technical field of automotive electronics. The method is applied to a controller on a hybrid vehicle, and the hybrid vehicle further comprises a driving motor and a power battery. The method comprises the following steps: the controller acquires a current brake master cylinder pressure of the hybrid vehicle, and determines a target brake recovery torque based on the current brake master cylinder pressure. And recovering energy in the braking process to the power battery through the driving motor based on the target braking recovery torque. According to the embodiment of the application, the hybrid electric vehicle can obtain the optimal braking recovery torque, and the energy recovery efficiency of the power battery is higher.

Description

Vehicle energy recovery method and hybrid vehicle
Technical Field
The embodiment of the application relates to the technical field of automotive electronics, in particular to a vehicle energy recovery method and a hybrid vehicle.
Background
The vehicle energy recovery means that during the braking or sliding process of the vehicle, the driving motor converts the energy originally converted into heat energy through the braking system and then wasted into electric energy to be stored in the power battery. The power battery can then provide a power source for the driving motor, so that the driving motor assists the engine to start and drive the vehicle. Therefore, the energy in the vehicle braking or sliding process is recovered, the energy utilization rate of the vehicle can be improved, and the dynamic property, the economical efficiency and the cruising ability of the vehicle are further improved.
Disclosure of Invention
The embodiment of the application provides a vehicle energy recovery method and a hybrid vehicle, which can improve the energy utilization rate of the vehicle. The technical scheme is as follows:
in one aspect, a vehicle energy recovery method is provided, the method is applied to a controller on a hybrid vehicle, and the hybrid vehicle further comprises a driving motor and a power battery;
the method comprises the following steps:
the controller acquires a current brake master cylinder pressure of the hybrid vehicle;
the controller determines a target brake recovery torque based on the current brake master cylinder pressure;
the controller recovers energy in a braking process to the power battery through the driving motor based on the target braking recovery torque.
Optionally, the controller determines a target brake recovery torque based on the current master cylinder pressure, including:
the controller determines an initial brake recovery torque based on the current brake master cylinder pressure;
the controller corrects the initial brake recovery torque and determines the target brake recovery torque.
Optionally, the controller determines an initial brake recovery torque based on the current master cylinder pressure, including:
the controller acquires a corresponding relation between the brake recovery torque and the brake master cylinder pressure, wherein the corresponding relation comprises a plurality of brake recovery torques and a plurality of brake master cylinder pressures which are in one-to-one correspondence with the plurality of brake recovery torques;
and the controller acquires the braking recovery torque matched with the current brake master cylinder pressure from the corresponding relation to obtain the initial braking recovery torque.
Optionally, the controller corrects the initial brake recovery torque and determines the target brake recovery torque, including:
the controller determines a braking recovery torque correction value corresponding to braking data based on the braking data of the hybrid vehicle;
the controller determines the target brake recovery torque based on the initial brake recovery torque and the brake recovery torque correction value.
Optionally, the braking data includes a current speed difference and/or a current speed of the hybrid vehicle, the current speed difference being a difference between a current speed of an engine of the hybrid vehicle and a current speed of a turbine of a torque converter.
In another aspect, a vehicle energy recovery method is provided, the method is applied to a controller on a hybrid vehicle, the hybrid vehicle further comprising a driving motor and a power battery;
the method comprises the following steps:
the controller acquires a current vehicle speed of the hybrid vehicle;
the controller determines an initial coast recovery torque based on the current vehicle speed;
the controller corrects the initial sliding recovery torque and determines a target sliding recovery torque;
the controller recovers energy in a coasting process to the power battery through the driving motor based on the target coasting recovery torque.
Optionally, the controller corrects the initial coasting recovery torque and determines a target coasting recovery torque, including:
the controller determines a coasting recovery torque correction value corresponding to the coasting data based on the coasting data of the hybrid vehicle;
the controller determines the target coast recovery torque based on the initial coast recovery torque and the coast recovery torque correction value.
Optionally, the taxiing data includes a current speed difference and/or a current deceleration of the hybrid vehicle, the current speed difference being a difference between a current speed of an engine of the hybrid vehicle and a current speed of a turbine of a torque converter.
In another aspect, a hybrid vehicle is provided, the hybrid vehicle including a controller, a drive motor, and a power battery, the controller being configured to:
acquiring the current brake master cylinder pressure of the hybrid vehicle;
determining a target brake recovery torque based on the current brake master cylinder pressure;
and recovering energy in the braking process to the power battery through the driving motor based on the target braking recovery torque.
Optionally, the controller is to:
determining an initial brake recovery torque based on the current master cylinder pressure;
and correcting the initial brake recovery torque, and determining the target brake recovery torque.
Optionally, the controller is to:
acquiring a corresponding relation between braking recovery torques and the pressure of a brake master cylinder, wherein the corresponding relation comprises a plurality of braking recovery torques and a plurality of pressures of the brake master cylinder which are in one-to-one correspondence with the braking recovery torques;
and obtaining the braking recovery torque matched with the current brake master cylinder pressure from the corresponding relation to obtain the initial braking recovery torque.
Optionally, the controller is to:
determining a braking recovery torque correction value corresponding to the braking data based on the braking data of the hybrid vehicle;
determining the target brake recovery torque based on the initial brake recovery torque and the brake recovery torque correction value.
Optionally, the braking data includes a current rotational speed difference of the hybrid vehicle and/or a current vehicle speed, the current rotational speed difference being a difference between a current rotational speed of an engine of the hybrid vehicle and a current rotational speed of a turbine of a torque converter.
In another aspect, a hybrid vehicle is provided, the hybrid vehicle including a controller, a drive motor, and a power battery, the controller being configured to:
acquiring the current speed of the hybrid vehicle;
determining an initial coast recovery torque based on the current vehicle speed;
correcting the initial sliding recovery torque, and determining a target sliding recovery torque;
and recovering energy in the coasting process to the power battery through the driving motor based on the target coasting recovery torque.
Optionally, the controller is to:
determining a coasting recovery torque correction value corresponding to the coasting data based on the coasting data of the hybrid vehicle;
determining the target coast recovery torque based on the initial coast recovery torque and the coast recovery torque correction value.
Optionally, the taxiing data includes a current speed difference and/or a current deceleration of the hybrid vehicle, the current speed difference being a difference between a current speed of an engine of the hybrid vehicle and a current speed of a turbine of a torque converter.
In another aspect, a computer device is provided, which includes a memory for storing a computer program and a processor for executing the computer program stored in the memory to implement the steps of the vehicle energy recovery method described above.
In another aspect, a computer-readable storage medium is provided, in which a computer program is stored which, when being executed by a processor, carries out the steps of the vehicle energy recovery method described above.
In another aspect, a computer program product is provided comprising instructions which, when run on a computer, cause the computer to perform the steps of the vehicle energy recovery method described above.
The technical scheme provided by the embodiment of the application can at least bring the following beneficial effects:
in the embodiment of the application, the controller determines the target brake recovery torque directly according to the current brake master cylinder pressure of the hybrid vehicle, and then recovers the energy of the driving motor. In the latter, the controller determines the brake pedal opening according to which the brake recovery torque is determined when the hybrid vehicle starts to brake as the opening when the user starts to step on the brake pedal, and since there is a dead-end stroke from the step on the brake pedal by the user to the start of braking of the hybrid vehicle, the opening of the brake pedal is not already the opening when the user starts to step on the brake pedal when the hybrid vehicle starts to brake, the latter is inaccurate in the brake recovery torque determined according to the opening of the brake pedal and the vehicle speed, resulting in low energy recovery efficiency of the latter. Compared with the latter, the method that this application embodiment provided can make hybrid vehicle obtain the best braking and retrieve the torque, and then make the efficiency that the power battery retrieved energy higher.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced 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 structural diagram of a hybrid power system provided by an embodiment of the present application;
fig. 2 is a flowchart for determining a current driving state of a hybrid vehicle according to an embodiment of the present application;
FIG. 3 is a flow chart of a vehicle energy recovery method provided by an embodiment of the present application;
FIG. 4 is a diagram illustrating a first mapping relationship provided by an embodiment of the present application;
fig. 5 is a schematic diagram of a second correspondence relationship provided in an embodiment of the present application;
fig. 6 is a schematic diagram of a third corresponding relationship provided in the embodiment of the present application;
FIG. 7 is a flow chart of a method for recovering energy from a vehicle according to an embodiment of the present disclosure;
fig. 8 is a schematic diagram of a fourth corresponding relationship provided in the embodiment of the present application;
fig. 9 is a schematic diagram of a fifth correspondence relationship provided in an embodiment of the present application;
FIG. 10 is a flowchart illustrating a method for recovering energy of a vehicle according to an embodiment of the present application.
Detailed Description
To make the objects, technical solutions and advantages of the embodiments of the present application more clear, the embodiments of the present application will be further described in detail with reference to the accompanying drawings.
Before explaining the vehicle energy recovery method provided in the embodiment of the present application in detail, an application scenario provided in the embodiment of the present application is introduced.
At present, in order to increase the dynamic property, the economical efficiency and the cruising ability of the hybrid vehicle, the energy of the hybrid vehicle in the braking or coasting process can be recovered, and the power battery can be reversely charged by recovering the redundant energy released by the hybrid vehicle in the braking or coasting process.
For two states of sliding or braking in the running process of the hybrid electric vehicle, the energy recovery of the vehicle can be divided into two modes of sliding energy recovery and braking energy recovery. When recovering the coasting energy, generally, the coasting recovery torque is determined according to the vehicle speed, and the excess energy released by the hybrid vehicle in the braking state is recovered to the power battery according to the coasting recovery torque. In the braking energy recovery, a brake pedal travel sensor is usually disposed at a brake pedal of the hybrid vehicle, and the brake pedal travel sensor is used for acquiring the opening degree of the brake pedal and sending the acquired opening degree of the brake pedal to the controller. The controller determines a braking recovery torque according to the vehicle speed and the opening degree of a brake pedal, and recovers redundant energy released by the hybrid vehicle in a sliding state to the power battery according to the braking recovery torque.
However, in the above method, only the vehicle speed requirement is considered when determining the coasting recovery torque, the consideration factor is single, the influence of other factors on the coasting recovery torque is ignored, and finally the recovery energy efficiency of the hybrid vehicle may be low, and a significant frustration is brought to a user. When the brake recovery torque is determined, the controller determines the brake pedal opening according to which the brake recovery torque is determined when the hybrid vehicle starts braking as the opening when the user starts stepping on the brake pedal. Since there is a section of idle stroke between the time when the user steps on the brake pedal and the time when the hybrid vehicle starts braking, the opening degree of the brake pedal is not the opening degree when the user starts to step on the brake pedal, therefore, the method has the problem of low accuracy when determining the braking recovery torque according to the opening degree of the brake pedal and the vehicle speed, and further causes the energy recovery efficiency to be low.
Based on this, the embodiment of the application provides a vehicle energy recovery method, which can obtain the optimal recovered energy, improve the energy recovery efficiency to a certain extent, and reduce the frustration brought to the user by the energy recovery process.
The system architecture provided by the embodiments of the present application is explained below.
Fig. 1 is a schematic structural diagram of a hybrid power system according to an embodiment of the present application. As shown in fig. 1, the hybrid system includes a controller 101, a driving motor 102 and a power battery 103, and the hybrid system may be integrated on a hybrid vehicle, that is, the controller 101, the driving motor 102 and the power battery 103 may be integrated on the hybrid vehicle.
The Controller 101 is configured to determine a driving state of the hybrid vehicle, determine a vehicle recovery torque corresponding to the driving state in different driving states, and after the vehicle recovery torque is obtained, the Controller 101 may generate a vehicle recovery torque request based on the vehicle recovery torque request and send the vehicle recovery torque request to the driving motor 102 through a bus such as a Controller Area Network (CAN). The drive motor 102 performs generation of vehicle recovery torque, recovering energy to the power battery 103. The driving state comprises a coasting state and a braking state, and the vehicle recovery torque comprises coasting recovery torque and braking recovery torque. The implementation process of determining the driving state of the hybrid vehicle by the controller 101 will be described later, and will not be described herein again.
In a scenario where the driving state of the hybrid vehicle is a braking state, the controller 101 is configured to acquire a current brake master cylinder pressure of the hybrid vehicle, and determine a target brake recovery torque based on the current brake master cylinder pressure. After the target braking recovery torque is obtained, the controller 101 controls the driving motor 102 to recover the energy during braking to the power battery 103.
The current brake master cylinder pressure of the hybrid vehicle can be acquired through a pressure sensor. The pressure sensor collects the pressure of a brake master cylinder of the hybrid vehicle in real time, the pressure of the brake master cylinder is sent to the controller 101, and the controller 101 can obtain the current pressure of the brake master cylinder of the hybrid vehicle.
In a scenario where the driving state of the hybrid vehicle is a coasting state, the controller 101 is configured to acquire a current vehicle speed of the hybrid vehicle, and determine an initial coasting recovery torque based on the current vehicle speed. And correcting the initial sliding recovery torque to determine a target sliding recovery torque. After the target coasting recovery torque is obtained, the controller 101 controls the drive motor 102 to recover energy during coasting to the power battery 103.
The current speed of the hybrid vehicle can be acquired through a vehicle speed sensor. The speed sensor collects the speed of the hybrid vehicle in real time and sends the speed to the controller 101, and the controller 101 can obtain the current speed of the hybrid vehicle.
Further, the target coasting recovery torque and the target braking recovery torque may also be collectively referred to as an assist torque or a drive torque.
In addition, the hybrid vehicle system in the embodiment of the present application further includes a DC/DC (Direct Current/Direct Current converter). The DC/DC converter is connected with a high-voltage 48V electric network and a low-voltage 12V electric network in a hybrid vehicle system, and performs voltage reduction conversion in a forward transmission mode, so that energy is transmitted from the high-voltage electric network to the low-voltage electric network to supply power to the low-voltage electric network. And performing boost conversion in a reverse transmission mode, so that energy is transmitted from a low-voltage electric network to a high-voltage electric network, and the high-voltage electric network is supplied with power to assist the 48V driving motor in starting, boosting, energy recovery and other working conditions.
The following explains the vehicle energy recovery method provided in the embodiment of the present application in detail.
The vehicle energy recovery method in the embodiment of the application is determined based on the driving state of the hybrid vehicle, and the vehicle energy recovery method is different for different driving states. Therefore, the controller in the embodiment of the present application may first determine the current running state of the hybrid vehicle. An implementation process in which the controller determines the current running state of the hybrid vehicle will be described below.
According to the embodiment of the application, the pedal stroke sensors can be respectively installed on the plate arm of the accelerator pedal and the plate arm of the brake pedal of the hybrid vehicle, and the pressure sensor is installed on the brake master cylinder of the hybrid vehicle. The pedal stroke sensor is used for acquiring the stroke quantity of the pedal and sending voltage corresponding to the pedal stroke quantity to the controller. The pressure sensor is used for collecting the pressure of the brake master cylinder and sending the pressure of the brake master cylinder to the controller. The controller determines a current running state of the hybrid vehicle based on the pedal stroke sensor and the pressure sensor.
Specifically, when a user steps on the brake pedal, a pedal stroke sensor at the brake pedal collects a stroke amount of the brake pedal, converts the stroke amount into a voltage, and sends the voltage to the controller. Usually, the brake pedal and the master cylinder are connected by a vacuum booster. When a user steps on the brake pedal to a certain stroke, the ejector rod of the pedal is pushed into the vacuum booster, the vacuum booster provides boosting force for the ejector rod through vacuum and transmits the boosting force to the brake master cylinder, and therefore hydraulic pressure is generated in the brake master cylinder. At this time, the pressure sensor at the master cylinder may collect the master cylinder pressure and transmit the collected master cylinder pressure to the controller.
Fig. 2 is a flowchart for determining a current driving state of a hybrid vehicle according to an embodiment of the present application. As shown in fig. 2, the controller determines whether the user steps on the brake pedal based on the voltage corresponding to the stroke amount of the brake pedal collected by the pedal stroke sensor at the brake pedal, and determines whether the user releases the accelerator pedal based on the voltage corresponding to the stroke amount of the accelerator pedal collected by the pedal stroke sensor at the accelerator pedal. If the voltage corresponding to the stroke amount of the brake pedal is lower than the first reference voltage and the voltage corresponding to the stroke amount of the accelerator pedal is lower than the second reference voltage, the controller determines that the user has released the accelerator pedal currently and has not stepped on the brake pedal currently, and at this time, the controller determines that the current driving state of the hybrid vehicle is a coasting state. The first reference voltage and the second reference voltage may be preset, and both the first reference voltage and the second reference voltage have a small value, and the two values may be the same or different, which is not limited in this application.
In addition, the controller determines that the user currently steps on the brake pedal if a voltage corresponding to a stroke amount of the brake pedal exceeds a second reference voltage. At this time, if the controller receives a master cylinder pressure collected by a pressure sensor at the master cylinder, the controller may determine that the current driving state of the hybrid vehicle is a braking state.
When it is determined that the current driving state of the hybrid vehicle is a coasting state, the controller determines a target coasting recovery torque and recovers energy during coasting to the power battery by the driving motor based on the target coasting recovery torque. The controller determines a target brake recovery torque when it is determined that the current driving state of the hybrid vehicle is a braking state, and recovers energy during braking to the power battery through the driving motor based on the target brake recovery torque.
The coasting energy recovery method and the braking energy recovery method will be described separately for two running states of coasting and braking of the hybrid vehicle.
In a scenario of performing braking energy recovery, fig. 3 is a flowchart of a vehicle (braking) energy recovery method provided in an embodiment of the present application. Referring to fig. 3, the method includes the following steps.
Step 301: the controller acquires a current brake master cylinder pressure of the hybrid vehicle.
Based on the above description, a pressure sensor is installed at a master cylinder of the hybrid vehicle, and the pressure sensor is used for acquiring master cylinder pressure. Therefore, the pressure sensor collects the current brake master cylinder pressure and transmits the collected current brake master cylinder pressure to the controller in a braking state of the hybrid vehicle.
Step 302: the controller determines a target brake recovery torque based on the current master cylinder pressure.
In some embodiments, the implementation of step 302 can be divided into the following two steps: step 3021: the controller determines an initial brake recovery torque based on the current master cylinder pressure. Step 3022: the controller corrects the initial brake recovery torque and determines a target brake recovery torque.
By way of example, the implementation process of step 3021 may be: the controller obtains a correspondence relationship between the brake recovery torque and the brake master cylinder pressure, the correspondence relationship including a plurality of brake recovery torques and a plurality of brake master cylinder pressures in one-to-one correspondence with the plurality of brake recovery torques. And the controller acquires the brake recovery torque matched with the current brake master cylinder pressure from the corresponding relation to obtain the initial brake recovery torque.
The corresponding relation (first corresponding relation) between the brake recovery torque and the brake master cylinder pressure can be preconfigured by the cloud, the cloud is preconfigured with a plurality of brake recovery torques and a plurality of brake master cylinder pressures, and each brake master cylinder pressure corresponds to one brake recovery torque.
Fig. 4 is a schematic diagram of a first corresponding relationship provided in the embodiment of the present application. As shown in fig. 4, the first correspondence may be a graph, for example. The abscissa in the graph represents the brake master cylinder pressure (pressuremeastercylinder), which is expressed in units of pascals (Bar). The ordinate represents the Brake recovery torque (CUR _ Brake _ PresCyl), which is expressed in newton meters (Nm). From the graph, the brake recovery torque corresponding to the current master cylinder pressure can be determined, resulting in the initial brake recovery torque. The power-assisted torque or the driving torque indicates the driving process of the driving motor in a positive mode, and the braking recovery torque indicates the energy recovery process of the driving motor in a negative mode. Therefore, the brake recovery torque in the embodiment of the present application is negative.
The cloud configuration completes the first corresponding relation, and the controller acquires the first corresponding relation so as to acquire the brake recovery torque matched with the current brake master cylinder pressure from the first corresponding relation to obtain the initial brake recovery torque.
After the controller obtains the first corresponding relationship, the current brake master cylinder pressure may be paired with the plurality of brake master cylinder pressures in the first corresponding relationship, and a brake recovery torque corresponding to the current brake master cylinder pressure is determined to obtain an initial brake recovery torque.
For example, if the current brake master cylinder pressure obtained by the controller is 12Bar, the first corresponding relationship is as shown in FIG. 4, the brake recovery torque corresponding to the brake master cylinder pressure 12Bar is-19.226 Nm, so the controller determines the initial brake recovery torque to be-19.226 Nm.
In step 3021, only the influence of the master cylinder pressure on the brake recovery torque is considered, and other influencing factors may exist in the actual braking process, so that a part of energy of the hybrid vehicle is lost during braking. At this time, the initial brake recovery torque obtained by the controller based on the pressure of the brake master cylinder is inevitably large, and the energy recovered according to the initial brake recovery torque is also excessive, so that the recovered energy cannot represent the energy actually required to be recovered.
Based on this, the embodiment of the present application may correct the initial brake recovery torque based on step 3022, and determine the target brake recovery torque, so that the recovered energy can accurately represent the energy actually required to be recovered.
By way of example, the implementation process of step 3022 may be: step 30221: the controller determines a brake recovery torque correction value corresponding to the brake data based on the brake data of the hybrid vehicle. Step 30222: the controller determines a target brake recovery torque based on the initial brake recovery torque and the brake recovery torque correction value. The braking data comprises the current rotation speed difference and/or the current vehicle speed of the hybrid vehicle, and the current rotation speed difference is the difference between the current rotation speed of the engine of the hybrid vehicle and the current rotation speed of the turbine of the hydraulic torque converter.
The current speed of the hybrid vehicle can be acquired by a speed sensor mounted on the hybrid vehicle. In addition, most automatic transmissions of hybrid vehicles are currently equipped with a torque converter that can replace the function of a clutch in a manual transmission vehicle to connect or disconnect power transmission between the engine and the transmission. When the engine crankshaft end rotation speed and the torque converter turbine end rotation speed are equal, it can be considered that the hybrid vehicle does not lose energy during transmission. The difference between the engine speed and the turbine speed of the hydraulic torque converter can cause the hybrid vehicle to lose a part of energy in the transmission action, and the larger the difference between the engine speed and the turbine speed of the hydraulic torque converter is, the stronger the torque conversion capacity is, and the more energy the hybrid vehicle loses in the transmission process is. Thus, in some embodiments, the controller may take into account this lost energy when determining vehicle energy recovery, and make corresponding adjustments to the initial brake recovery torque based on the difference in rotational speed between the engine and the turbine of the torque converter to enable the final hybrid vehicle to achieve accurate recovered energy.
The first magnetoelectric induction sensor can be installed at the crankshaft of the engine of the hybrid vehicle, and the rotating speed of the engine can be determined by the first magnetoelectric induction sensor. Because install the signal wheel of the scarce tooth with the preparation of magnetoelectric material on the inside bent axle of engine, when the engine rotated, the scarce tooth of signal wheel loops through first magnetoelectric induction sensor, and the magnetic resistance of the inside magnetic circuit of first magnetoelectric induction sensor changes, leads to the magnetic flux to change, and so first magnetoelectric induction sensor can respond to out the signal of telecommunication. The first magnetoelectric inductor then determines the current engine speed based on the time interval between two adjacent missing teeth passing through the magnetoelectric inductor.
In addition, the embodiment of the application can also be used for installing a second magnetoelectric induction sensor at the turbine shaft of the hydraulic torque converter of the hybrid vehicle and determining the current rotating speed of the turbine of the hydraulic torque converter through the second magnetoelectric induction sensor.
After obtaining the current rotational speed of the engine and the current rotational speed of the turbine of the torque converter, the controller may make a difference between the current rotational speed of the engine and the current rotational speed of the turbine of the torque converter, and take the difference as a current rotational speed difference of the hybrid vehicle.
In a scenario where the braking data includes a current speed difference of the hybrid vehicle, the implementation process of step 30221 may be: and the controller acquires a recovery torque correction value matched with the current rotating speed difference from the second corresponding relation to obtain a first braking recovery torque correction value. The second corresponding relation comprises a plurality of recovery torque correction values and a plurality of rotation speed differences corresponding to the recovery torque correction values one to one.
The second corresponding relation can also be preconfigured by a cloud, the cloud is preconfigured with a plurality of recovery torque correction values and a plurality of rotation speed differences, and each rotation speed difference corresponds to one recovery torque correction value.
Fig. 5 is a schematic diagram of a second correspondence relationship provided in the embodiment of the present application. As shown in fig. 5, the second correspondence may be a graph, for example. The abscissa in the graph represents the rotational speed difference (dNTurbinespeed) in revolutions (Rpm). The ordinate represents the recovery torque correction value (CUR _ fTqMotRgn _ dNTurbine). From this graph, the recovery torque correction value corresponding to the current rotational speed difference can be determined, resulting in a first brake recovery torque correction value.
And the cloud configuration finishes a second corresponding relation, and the controller acquires the second corresponding relation so as to acquire a recovery torque correction value matched with the current rotating speed difference from the second corresponding relation to obtain a first braking recovery torque correction value.
After the controller obtains the second corresponding relationship, the current rotational speed difference may be paired with a plurality of rotational speed differences in the second corresponding relationship, and a recovery torque correction value corresponding to the current rotational speed difference may be determined to obtain a first brake recovery torque correction value.
For example, if the current rotational speed difference obtained by the controller is 40Rpm, the second correspondence relationship is as shown in fig. 5, and the recovery torque correction value corresponding to the rotational speed difference of 40Rpm is 0.8, so the controller determines that the first brake recovery torque correction value is 0.8.
In a scenario where the braking data includes a current vehicle speed of the hybrid vehicle, the implementation of step 30221 may be: and the controller acquires a recovery torque correction value matched with the current vehicle speed from the third corresponding relation to obtain a second braking recovery torque correction value. The third correspondence relationship includes a plurality of recovery torque correction values and a plurality of vehicle speeds corresponding to the plurality of recovery torque correction values one to one.
The third corresponding relation can also be preconfigured by the cloud, the cloud is preconfigured with a plurality of recovery torque correction values and a plurality of vehicle speeds, and each vehicle speed corresponds to one recovery torque correction value.
Fig. 6 is a schematic diagram of a third correspondence relationship provided in the embodiment of the present application. As shown in fig. 6, the third correspondence relationship may be a graph, for example. The abscissa in the graph represents a vehicle speed (Vsp) in units of kilometers per hour (km/h). The ordinate represents the recovery torque correction value (CUR _ BrakeModulus _ Vsp). From the graph, a recovery torque correction value corresponding to the current vehicle speed may be determined, resulting in a second brake recovery torque correction value.
And the cloud configuration completes a third corresponding relation, and the controller acquires the third corresponding relation so as to acquire a recovery torque correction value matched with the current vehicle speed from the third corresponding relation to obtain a second brake recovery torque correction value.
After the controller obtains the third correspondence relationship, the current vehicle speed may be paired with a plurality of vehicle speeds in the third correspondence relationship, and the recovery torque correction value corresponding to the current vehicle speed may be determined to obtain a second brake recovery torque correction value.
For example, if the current vehicle speed obtained by the controller is 60km/h, the first correspondence relationship is as shown in fig. 6, and the recovery torque correction value for the vehicle speed of 60km/h is 0.99, so the controller determines the second brake recovery torque correction value to be 0.99.
After deriving the brake recovery torque correction value based on step 30221, the controller may determine a target brake recovery torque based on the initial brake recovery torque and the brake recovery torque correction value in step 30222.
Illustratively, the implementation process of step 30222 may be: and multiplying the initial braking recovery torque by the braking recovery torque correction value, and taking the multiplied value as the target braking recovery torque.
Based on this, in a scenario where the braking data includes the current rotation speed difference of the hybrid vehicle, the implementation process of step 30222 is: the initial brake recovery torque and the first brake recovery torque correction value are multiplied, and the multiplied value is used as the target brake recovery torque.
In a scenario where the braking data includes the current vehicle speed of the hybrid vehicle, the implementation of step 30222 is: the initial brake recovery torque and the second brake recovery torque correction value are multiplied, and the multiplied value is used as the target brake recovery torque.
Under the scene that the braking data comprises the current rotation speed difference and the current vehicle speed of the hybrid vehicle, the implementation process of the step 30222 is as follows: the initial brake recovery torque, the first brake recovery torque correction value, and the second brake recovery torque correction value are multiplied, and the multiplied value is used as the target brake recovery torque.
Under the scene that the braking data comprises the current rotating speed difference and the current vehicle speed of the hybrid vehicle, the target braking recovery torque finally obtained by the controller is related to the pressure of the brake master cylinder, the rotating speed difference and the vehicle speed, and when the pressure of the brake master cylinder is larger, the vehicle speed is larger, and the rotating speed difference is smaller, the target braking recovery torque is larger.
In other embodiments, the controller may directly use the initial brake recovery torque as the target brake recovery torque after obtaining the initial brake recovery torque.
And the second corresponding relation and the third corresponding relation are calibrated in advance. The calibration method of the second corresponding relation is the same as that of the third corresponding relation. Taking the third mapping relationship as an example, after the controller determines the initial braking recovery torque based on the first mapping relationship, for a certain vehicle speed, the controller may set a plurality of recovery torques at a certain difference step length from the initial braking recovery torque, and then respectively determine the engine operating condition corresponding to each recovery torque, where the engine operating condition indicates the operating condition of the engine when energy is recovered according to the corresponding recovery torque. And determining the recovery torque when the engine is not operated, and taking the ratio of the maximum recovery torque in the determined recovery torques to the initial braking recovery torque as the recovery torque correction value corresponding to the vehicle speed.
Step 303: the controller recovers energy in the braking process to the power battery through the driving motor based on the target braking recovery torque.
The controller may determine the power that the drive motor can recover, based on the target brake recovery torque and the rotation speed of the drive motor, after acquiring the target brake recovery torque. And then, obtaining target braking recovered energy based on the power and time which can be recovered by the driving motor, and recovering the target braking recovered energy to the power battery through the driving motor. The rotating speed of the driving motor can be acquired by a rotating speed sensor arranged at the driving motor.
For example, the controller may be based on a formula
Figure BDA0003853749710000141
And calculating the power which can be recovered by the driving motor, wherein P represents the power which can be recovered by the driving motor, tq represents the target braking recovery torque, and N represents the rotating speed of the driving motor. After the power which can be recovered by the driving motor is obtained according to the formula, the controller multiplies the power by the recovery time to obtain target braking energy, and the target braking energy is recovered to the power battery.
In the embodiment of the present application, the controller determines a target brake recovery torque from a current brake master cylinder pressure of the hybrid vehicle, and recovers energy in a braking process to the power battery through the driving motor based on the target brake recovery torque. Therefore, the hybrid vehicle can obtain the optimal target braking recovery torque, and the efficiency of recovering energy by the power battery is higher.
In the scenario of performing coasting energy recovery, fig. 7 is a flowchart of a vehicle (coasting) energy recovery method provided by the embodiment of the present application. Referring to fig. 7, the method includes the following steps.
Step 701: the controller acquires a current vehicle speed of the hybrid vehicle.
Based on the above description, the hybrid vehicle is mounted with the vehicle speed sensor, so the vehicle speed sensor can acquire the current vehicle speed of the hybrid vehicle and transmit the acquired current vehicle speed to the controller.
Step 702: the controller determines an initial coast recovery torque based on a current vehicle speed.
In some embodiments, the implementation of step 702 may be: the controller acquires a fourth correspondence relationship including a plurality of coasting recovery torques and a plurality of vehicle speeds corresponding to the plurality of coasting recovery torques one to one. And the controller acquires the sliding recovery torque matched with the current vehicle speed from the fourth corresponding relation to obtain the initial sliding recovery torque.
The fourth corresponding relation can also be preconfigured by the cloud, the cloud is preconfigured with a plurality of sliding recovery torques and a plurality of vehicle speeds, and each vehicle speed corresponds to one sliding recovery torque.
Fig. 8 is a schematic diagram of a fourth correspondence relationship provided in the embodiment of the present application. As shown in fig. 8, the fourth correspondence may be a graph, for example. The abscissa in the graph represents a vehicle speed (Vsp) in units of kilometers per hour (km/h). The ordinate represents the Coast recovery torque (CUR _ Coast _ Vsp) in units of newton meters (Nm). Through the graph, the coasting recovery torque corresponding to the current vehicle speed can be determined, and the initial coasting recovery torque is obtained. The power-assisted torque or the driving torque indicates the driving process of the driving motor in a positive mode, and the sliding recovery torque indicates the energy recovery process of the driving motor in a negative mode. Therefore, the coasting recovery torque in the embodiment of the present application is negative.
And the cloud configuration finishes the fourth corresponding relation, and the controller acquires the fourth corresponding relation to obtain the sliding recovery torque matched with the current vehicle speed from the fourth corresponding relation so as to obtain the initial sliding recovery torque.
The implementation process of the controller acquiring the fourth corresponding relationship may refer to the relevant content of the controller acquiring the first corresponding relationship, and is not described herein again.
After the controller obtains the fourth corresponding relationship, the current vehicle speed may be paired with a plurality of vehicle speeds in the fourth corresponding relationship, and the coasting recovery torque corresponding to the current vehicle speed is determined to obtain the initial coasting recovery torque.
For example, if the current vehicle speed obtained by the controller is 60km/h, the fourth correspondence is as shown in FIG. 8, and the coasting recovery torque corresponding to the vehicle speed of 60km/h is-25.025 Nm, the controller determines the initial coasting recovery torque to be-25.025 Nm.
Alternatively, the implementation process of step 702 is not limited to the method for determining the initial coasting recovery torque based on the fourth corresponding relationship by the controller, and may also be implemented in other ways, which is not limited in this embodiment of the present application.
Step 703: the controller corrects the initial coasting recovery torque and determines a target coasting recovery torque.
In some embodiments, the implementation of step 703 can be divided into the following two steps: step 7031: the controller determines a coasting recovery torque correction value corresponding to the coasting data based on the coasting data of the hybrid vehicle. Step 7032: the controller determines a target coasting recovery torque based on the initial coasting recovery torque and the coasting recovery torque correction value. The taxiing data comprises the current rotating speed difference and/or the current deceleration of the hybrid vehicle, and the current rotating speed difference is the difference between the current rotating speed of the engine of the hybrid vehicle and the current rotating speed of the turbine of the hydraulic torque converter.
The implementation process of determining the coasting recovery torque correction value (the first coasting recovery torque correction value) by the controller based on the current rotational speed difference may refer to the relevant content of determining the first braking recovery torque by the controller based on the current rotational speed difference, which is not described herein again.
The current deceleration of the hybrid vehicle can be detected by a deceleration sensor. Alternatively, the vehicle speed can be acquired by the controller through a built-in algorithm based on the vehicle speed acquired by the vehicle speed sensor instead of the deceleration sensor
Figure BDA0003853749710000151
And (4) calculating. Where a represents the deceleration, Δ v and dv represent the change amount of the vehicle speed, and Δ t and dt represent the change amount of time.
In a scenario where the taxiing data includes a current deceleration of the hybrid vehicle, the implementation of step 7031 may be: and the controller acquires a recovery torque correction value matched with the current deceleration from the fifth corresponding relation to obtain a second coasting recovery torque correction value. The fifth correspondence relationship includes a plurality of recovery torque correction values and a plurality of vehicle speeds corresponding to the plurality of recovery torque correction values one to one.
The fifth corresponding relationship may also be preconfigured by the cloud, the cloud being preconfigured with a plurality of recovery torque correction values and a plurality of decelerations, each deceleration corresponding to one recovery torque correction value.
Fig. 9 is a schematic diagram of a fifth correspondence provided in the embodiment of the present application. As shown in fig. 9, the fifth correspondence may be a graph, for example. The abscissa in the graph represents deceleration (deceleration) in units of meters per square second (m/s) 2 ). The ordinate represents the recovery torque correction value (CUR _ coastdoulus _ Decrease). From this graph, the recovery torque correction value corresponding to the current deceleration can be determined, resulting in a second coasting recovery torque correction value.
And the cloud configuration completes the fifth corresponding relation, and the controller can obtain the recovery torque correction value matched with the current deceleration from the fifth corresponding relation only by obtaining the fifth corresponding relation so as to obtain a second sliding recovery torque correction value.
The process of acquiring the fifth corresponding relationship by the controller may refer to the content related to the first corresponding relationship acquired by the controller, which is not described herein again.
After the controller acquires the fifth correspondence relationship, the current deceleration may be paired with a plurality of decelerations in the fifth correspondence relationship, and the recovery torque correction value corresponding to the current deceleration may be determined to obtain a second coasting recovery torque correction value.
For example, if the current deceleration rate obtained by the controller is 3m/s 2 The fifth correspondence relationship is as shown in FIG. 9, and the deceleration is 3m/s 2 The corresponding recovery torque correction is 0.992, so the controller determines the second coast recovery torque correction to be 0.992.
Wherein the fifth correspondence is pre-calibrated. The calibration method of the fifth correspondence may refer to the calibration method of the third correspondence, which is not limited in this embodiment of the present application.
After obtaining the coast recovery torque correction value based on step 7031, the controller may determine a target coast recovery torque based on the initial coast recovery torque and the coast recovery torque correction value in step 7032.
Illustratively, the implementation process of step 7032 may be: the initial coasting recovery torque and the coasting recovery torque correction value are multiplied, and the multiplied value is set as the target coasting recovery torque.
Based on this, in a scenario where the taxiing data includes the current difference in the rotational speed of the hybrid vehicle, the implementation process of step 7032 is: the initial coasting recovery torque and the first coasting recovery torque correction value are multiplied, and the multiplied value is set as the target coasting recovery torque.
In the scenario where the taxiing data includes the current deceleration of the hybrid vehicle, step 7032 is implemented as: the initial coasting recovery torque and the second coasting recovery torque correction value are multiplied, and the multiplied value is set as the target coasting recovery torque.
In the scenario where the taxiing data includes the current speed difference and the current deceleration of the hybrid vehicle, step 7032 is implemented as: the initial coasting recovery torque, the first coasting recovery torque, and the second coasting recovery torque correction value are multiplied, and the multiplied value is set as the target coasting recovery torque.
Under the scene that the taxiing data comprises the current rotation speed difference and the current deceleration of the hybrid vehicle, the target taxiing recovery torque finally obtained by the controller is related to the vehicle speed, the rotation speed difference and the deceleration, and the target taxiing recovery torque is larger when the vehicle speed is larger, the rotation speed difference is smaller and the deceleration is smaller.
Step 704: the controller recovers energy in the coasting process to the power battery through the driving motor based on the target coasting recovery torque.
The implementation process of step 704 may refer to the related content of step 303, which is not described herein again.
In the embodiment of the application, the controller determines the initial coasting recovery torque according to the current vehicle speed of the hybrid vehicle, and corrects the initial coasting recovery torque to obtain the target coasting recovery torque. And then recovering energy in the coasting process to the power battery through the driving motor based on the target coasting recovery torque. Therefore, the hybrid vehicle can obtain the optimal target coasting recovery torque, and the efficiency of the target coasting recovery energy of the power battery is higher.
In addition, the maximum charge peak power of the power battery of a hybrid vehicle is limited in some extreme environments, such as low or high temperatures, resulting in limited energy that can be recovered by the power battery. For the normal driving process of the hybrid vehicle, if all the target recovered energy (target braking recovered energy and/or target coasting recovered energy) during vehicle braking is recovered to the power battery without limitation, the power battery Chi Guozai may be caused, and irreversible damage may be caused to the power battery for a long time. Moreover, if the driving motor recovers all energy to the power battery, the negative torque request of the driving motor is too large, so that the rotating speeds of the driving motor and the engine are influenced, the back pushing feeling of the hybrid vehicle during braking is serious, and the driving experience of a user is greatly influenced.
Based on this, the embodiment of the present application may limit the target braking recovery torque and the target coasting recovery torque in steps 303 and 704, so that the power battery can recover the optimal target recovery energy. Since the method for limiting the target braking recovery torque is the same as the method for limiting the target coasting recovery torque in the embodiments of the present application, the target braking recovery torque and/or the target coasting recovery torque are/is characterized by the target braking recovery torque in the following.
After the target recovery torque is obtained, the controller can determine the maximum torque which can be charged to the power battery by the driving motor according to the maximum charging peak power of the power battery. And limiting the maximum value of the target recovery torque based on the maximum torque to obtain the limited target recovery torque.
Illustratively, if the maximum torque is-15 Nm and the target recovery torque is-20 Nm, the target recovery torque is greater than the maximum torque, and the controller takes the maximum torque of-15 Nm as the limited target recovery torque. If the maximum torque is-15 Nm and the target recovery torque is-10 Nm, the target recovery torque is less than the maximum torque, and the controller does not limit the target recovery torque at this time, so the target recovery torque after the limitation is still-10 Nm.
In addition, the controller recovers energy based on the target recovery torque is generally a process in which the controller may also set a gradient of the recovery torque (i.e., a torque variation amount) used for recovering energy in accordance with the determined target recovery torque, instead of always recovering energy in accordance with the determined target recovery torque, so that the target recovery energy per unit time in the recovery process does not vary too much. Among them, the change in the target recovery energy includes an energy increase and an energy decrease, and thus, the gradient of the target recovery torque may include a positive gradient and a negative gradient. A positive gradient may be understood as a gradual increase of the recuperation torque used for recuperating energy starting from a smaller value to a determined target recuperation torque. A negative gradient may be understood as a gradual decrease of the recuperation torque used for recuperating energy from a determined target recuperation torque to a certain value.
In a scenario where the gradient of the target recovery torque includes a positive gradient, the limiting of the torque variation amount of the target recovery torque by the controller may be implemented by: the controller acquires a sixth correspondence relationship that includes a plurality of torque variation amounts, and a plurality of vehicle speeds and a plurality of recovery torques that are in one-to-one correspondence with the plurality of torque variation amounts. Wherein a torque variation amount is determined by a vehicle speed and a recovery torque. And the controller acquires the torque variation matched with the current vehicle speed and the target recovery torque from the sixth corresponding relation to obtain the target recovery torque variation.
The sixth correspondence may be a matrix, for example. The rows of the matrix represent the recovered torque in Nm, the columns of the matrix represent the vehicle speed in km/h. The elements of each row in the matrix indicate the torque variation amount corresponding to the same vehicle speed under different recovery torques, and the elements of each column in the matrix indicate the torque variation amount corresponding to the same recovery torque under different vehicle speeds. From the matrix, a torque variation amount matching the current vehicle speed and the target recovery torque can be determined to obtain the target recovery torque variation amount.
For example, if the current vehicle speed obtained by the controller is 15km/h, the target recovery torque obtained by the controller is-42.115 Nm, and in the sixth corresponding relation, the torque variation corresponding to the current vehicle speed of 15km/h and the target recovery torque of-42.115 Nm is 499.977Nm/10ms, which indicates that the torque variation is 499.977Nm every 10 ms.
In a scenario where the gradient of the target recovery torque includes a negative gradient, the implementation of the controller to limit the positive gradient of the target recovery torque may be: the controller acquires a seventh correspondence relationship that includes a plurality of torque variation amounts, and a plurality of vehicle speeds and a plurality of target recovery torques that are in one-to-one correspondence with the plurality of torque variation amounts. Wherein a torque variation amount is determined by a vehicle speed and a target recovery torque. And the controller acquires the torque variation matched with the current vehicle speed and the target recovery torque from the seventh corresponding relation to obtain the target recovery torque variation.
The seventh correspondence relationship may also be a matrix, for example, by which a torque variation amount matching the current vehicle speed and the target recovery torque may be determined to obtain the target recovery torque variation amount. For example, if the current vehicle speed obtained by the controller is 15km/h, the target recovery torque obtained by the controller is-42.115 Nm, and in the seventh corresponding relation, the torque variation corresponding to the current vehicle speed of 15km/h and the target recovery torque of-42.115 Nm is 500.008Nm/10ms, which indicates that the torque variation is 500.008Nm every 10 ms.
Further, the deceleration of the hybrid vehicle also affects the amount of torque change, and in general, the larger the deceleration, the larger the gradient of the target recovery torque, that is, the larger the amount of torque change.
Based on this, the implementation of the controller limiting the gradient of the target recovery torque may be: the controller acquires an eighth correspondence relationship that includes a plurality of torque variation amounts and a plurality of decelerations that correspond one-to-one to the plurality of torque variation amounts. And the controller acquires the torque variation matched with the current deceleration from the eighth corresponding relation to obtain the target recovery torque variation.
Wherein the eighth correspondence relationship may be exemplarily a graph in which an abscissa indicates deceleration in units of meters per square second (m/s) 2 ) And the ordinate indicates the amount of torque variation. For example, if the current deceleration achieved by the controller is 10.002m/s 2 In the eighth correspondence relationship, the current deceleration is 10.002m/s 2 The corresponding torque change was 2500.038Nm/10ms, indicating a change in torque of 2500.038Nm every 10 ms.
After the target recovery torque variation is obtained based on the above manner, the controller may recover the target recovery energy to the power battery by driving the motor based on the limited target recovery torque and the target recovery torque variation, so that the power battery obtains the optimal energy.
In addition, if the controller is different between the target recovery torque variation amount obtained based on the current vehicle speed and the target recovery torque variation amount obtained based on the current deceleration, the controller determines the minimum value of the two target recovery variation amounts, and takes the minimum value as the final target recovery torque variation amount. When the controller recovers the target recovery energy to the power battery through the driving motor, the change of the target recovery energy in the recovery process is more gradual.
The following further describes the vehicle energy recovery method provided in the embodiment of the present application, taking fig. 10 as an example.
FIG. 10 is a flow chart of a vehicle energy recovery method provided by an embodiment of the application. As shown in fig. 10, the controller first determines the running state of the hybrid vehicle, and determines the target recovery torque based on the running state of the vehicle. After the target recovery torque is obtained, the controller may limit the target recovery torque based on the maximum charging torque of the driving motor and limit the target recovery torque gradient to obtain the limited target recovery torque and the target recovery torque variation. Wherein the controller may determine the target recovery torque change amount based on the current vehicle speed and the target recovery torque, and optionally, may also determine the target recovery torque change amount based on the current deceleration. After the limited target recovery torque and the target recovery torque variation are obtained, the controller recovers the target recovery energy to the power battery through the driving motor based on the limited target recovery torque and the target recovery torque variation.
According to the vehicle energy recovery method provided by the embodiment of the application, factors such as the vehicle speed, the deceleration, the pressure of the brake master cylinder, the rotating speed difference and the like are introduced into a control strategy, the recovery torques of the vehicle in different running states are determined, and the size and the variable quantity of the obtained target recovery torque are limited, so that the hybrid vehicle can obtain the optimal recovery energy under different working conditions, and the driving safety and the driving comfort are further improved.
In addition, the embodiment of the application also provides a hybrid vehicle, the hybrid vehicle comprises a controller, a driving motor and a power battery, and the controller is used for:
acquiring the current brake master cylinder pressure of the hybrid vehicle;
determining a target brake recovery torque based on the current brake master cylinder pressure;
and recovering energy in the braking process to the power battery through the driving motor based on the target braking recovery torque.
Optionally, the controller is to:
determining an initial brake recovery torque based on the current brake master cylinder pressure;
and correcting the initial braking recovery torque, and determining a target braking recovery torque.
Optionally, the controller is to:
acquiring a corresponding relation between the brake recovery torque and the brake master cylinder pressure, wherein the corresponding relation comprises a plurality of brake recovery torques and a plurality of brake master cylinder pressures which are in one-to-one correspondence with the plurality of brake recovery torques;
and obtaining the braking recovery torque matched with the current pressure of the brake master cylinder from the corresponding relation to obtain the initial braking recovery torque.
Optionally, the controller is to:
determining a braking recovery torque correction value corresponding to braking data based on the braking data of the hybrid vehicle;
a target brake recovery torque is determined based on the initial brake recovery torque and the brake recovery torque correction value.
Optionally, the braking data includes a current rotational speed difference of the hybrid vehicle and/or a current vehicle speed, the current rotational speed difference being a difference between a current rotational speed of an engine of the hybrid vehicle and a current rotational speed of a turbine of the torque converter.
In the embodiment of the application, the controller determines the target brake recovery torque directly according to the current brake master cylinder pressure of the hybrid vehicle, and then recovers energy through the driving motor. The method provided by the embodiment of the application can enable the hybrid electric vehicle to obtain the optimal braking recovery torque, and further enables the efficiency of the power battery for recovering energy to be higher.
In addition, the embodiment of the application also provides a hybrid vehicle, the hybrid vehicle comprises a controller, a driving motor and a power battery, and the controller is used for:
acquiring the current speed of the hybrid vehicle;
determining an initial coast recovery torque based on a current vehicle speed;
correcting the initial sliding recovery torque, and determining a target sliding recovery torque;
and recovering energy in the sliding process to the power battery through the driving motor based on the target sliding recovery torque.
Optionally, the controller is to:
determining a coasting recovery torque correction value corresponding to the coasting data based on the coasting data of the hybrid vehicle;
a target coast recovery torque is determined based on the initial coast recovery torque and the coast recovery torque correction value.
Optionally, the slip data comprises a current rotational speed difference and/or a current deceleration of the hybrid vehicle, the current rotational speed difference being a difference between a current rotational speed of an engine of the hybrid vehicle and a current rotational speed of a turbine of the torque converter.
In the embodiment of the application, the controller determines the initial coasting recovery torque according to the current vehicle speed of the hybrid vehicle, and corrects the initial coasting recovery torque to obtain the target coasting recovery torque. And then recovering energy in the coasting process to the power battery through the driving motor based on the target coasting recovery torque. Therefore, the hybrid vehicle can obtain the optimal target coasting recovery torque, and the efficiency of the target coasting recovery energy of the power battery is higher.
It should be noted that: in the hybrid vehicle provided in the above embodiment, only the division of the above functional modules is taken as an example for energy recovery, and in practical applications, the above function distribution may be completed by different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the above described functions. In addition, the hybrid vehicle and the embodiment of the vehicle energy recovery method provided by the embodiment belong to the same concept, and the specific implementation process is detailed in the embodiment of the method and is not described again.
In some embodiments, a computer-readable storage medium is also provided, in which a computer program is stored, which, when being executed by a processor, carries out the steps of the vehicle energy recovery method in the above-mentioned embodiments. For example, the computer readable storage medium may be a ROM, a RAM, a CD-ROM, a magnetic tape, a floppy disk, an optical data storage device, and the like.
It is noted that the computer-readable storage medium mentioned in the embodiments of the present application may be a non-volatile storage medium, in other words, a non-transitory storage medium.
It should be understood that all or part of the steps to implement the above embodiments may be implemented by software, hardware, firmware, or any combination thereof. When implemented in software, may be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. The computer instructions may be stored in the computer-readable storage medium described above.
That is, in some embodiments, there is also provided a computer program product containing instructions which, when run on a computer, cause the computer to perform the steps of the vehicle energy recovery method described above.
It should be noted that the information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data for analysis, stored data, displayed data, etc.) and signals referred to in the embodiments of the present application are authorized by the user or fully authorized by each party, and the collection, use and processing of the relevant data need to comply with relevant laws and regulations and standards in relevant countries and regions.
It is to be understood that reference herein to "at least one" means one or more and "a plurality" means two or more. In the description of the embodiments of the present application, "/" means "or" unless otherwise specified, for example, a/B may mean a or B; "and/or" herein is merely an association relationship describing an associated object, and means that there may be three relationships, for example, a and/or B, and may mean: a exists alone, A and B exist simultaneously, and B exists alone. In addition, in order to facilitate clear description of technical solutions of the embodiments of the present application, in the embodiments of the present application, words such as "first" and "second" are used to distinguish identical items or similar items with substantially identical functions and actions. Those skilled in the art will appreciate that the terms "first," "second," and the like do not denote any order or importance, but rather the terms "first," "second," and the like do not denote any order or importance.
The above-mentioned embodiments are provided by way of example and should not be construed as limiting the present application, and any modifications, equivalents, improvements and the like made within the spirit and principle of the present application should be included in the protection scope of the present application.

Claims (10)

1. A vehicle energy recovery method is characterized in that the method is applied to a controller on a hybrid vehicle, and the hybrid vehicle further comprises a driving motor and a power battery;
the method comprises the following steps:
the controller acquires a current brake master cylinder pressure of the hybrid vehicle;
the controller determines a target brake recovery torque based on the current brake master cylinder pressure;
the controller recovers energy in a braking process to the power battery through the driving motor based on the target braking recovery torque.
2. The method of claim 1, wherein the controller determines a target brake recovery torque based on the current master cylinder pressure, comprising:
the controller determines an initial brake recovery torque based on the current brake master cylinder pressure;
the controller corrects the initial brake recovery torque and determines the target brake recovery torque.
3. The method of claim 2, wherein the controller determines an initial brake recovery torque based on the current master cylinder pressure, comprising:
the controller acquires a corresponding relation between the brake recovery torque and the brake master cylinder pressure, wherein the corresponding relation comprises a plurality of brake recovery torques and a plurality of brake master cylinder pressures which are in one-to-one correspondence with the plurality of brake recovery torques;
and the controller acquires the braking recovery torque matched with the current brake master cylinder pressure from the corresponding relation to obtain the initial braking recovery torque.
4. The method of claim 2, wherein the controller modifying the initial brake recovery torque to determine the target brake recovery torque comprises:
the controller determines a braking recovery torque correction value corresponding to braking data based on the braking data of the hybrid vehicle;
the controller determines the target brake recovery torque based on the initial brake recovery torque and the brake recovery torque correction value.
5. The method according to claim 4, characterized in that the braking data comprise a current rotational speed difference of the hybrid vehicle, which is a difference between a current rotational speed of an engine of the hybrid vehicle and a current rotational speed of a turbine of a hydrodynamic torque converter, and/or a current vehicle speed.
6. A vehicle energy recovery method is characterized in that the method is applied to a controller on a hybrid vehicle, and the hybrid vehicle further comprises a driving motor and a power battery;
the method comprises the following steps:
the controller acquires a current vehicle speed of the hybrid vehicle;
the controller determines an initial coast recovery torque based on the current vehicle speed;
the controller corrects the initial sliding recovery torque and determines a target sliding recovery torque;
the controller recovers energy in a coasting process to the power battery through the driving motor based on the target coasting recovery torque.
7. The method of claim 6, wherein the controller modifying the initial coast recovery torque to determine a target coast recovery torque comprises:
the controller determines a coasting recovery torque correction value corresponding to the coasting data based on the coasting data of the hybrid vehicle;
the controller determines the target coasting recovery torque based on the initial coasting recovery torque and the coasting recovery torque correction value.
8. The method of claim 7, wherein the slip data includes a current speed difference and/or a current deceleration of the hybrid vehicle, the current speed difference being a difference between a current speed of an engine of the hybrid vehicle and a current speed of a turbine of a torque converter.
9. A hybrid vehicle, characterized by comprising a controller, a drive motor, and a power battery, the controller being configured to:
acquiring the current brake master cylinder pressure of the hybrid vehicle;
determining a target brake recovery torque based on the current brake master cylinder pressure;
and recovering energy in the braking process to the power battery through the driving motor based on the target braking recovery torque.
10. A hybrid vehicle, characterized by comprising a controller, a drive motor, and a power battery, the controller being configured to:
acquiring the current speed of the hybrid vehicle;
determining an initial coast recovery torque based on the current vehicle speed;
correcting the initial sliding recovery torque, and determining a target sliding recovery torque;
and recovering energy in the coasting process to the power battery through the driving motor based on the target coasting recovery torque.
CN202211141575.6A 2022-09-20 2022-09-20 Vehicle energy recovery method and hybrid vehicle Pending CN115593236A (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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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