CN116424112A

CN116424112A - Vehicle braking energy recovery torque coordination control method and device and vehicle

Info

Publication number: CN116424112A
Application number: CN202310638910.1A
Authority: CN
Inventors: 徐秦; 郭丁瑞; 张金强; 郭伟; 罗斌
Original assignee: Deep Blue Automotive Technology Co ltd
Current assignee: Deep Blue Automotive Technology Co ltd
Priority date: 2023-05-31
Filing date: 2023-05-31
Publication date: 2023-07-14

Abstract

The application relates to the technical field of vehicles, in particular to a vehicle braking energy recovery torque coordination control method and device and a vehicle, wherein the method comprises the following steps: judging whether the vehicle meets a preset energy recovery torque control function activation condition or not; if the vehicle meets the preset energy recovery torque control function activation condition, judging whether a brake pedal of the vehicle is triggered, and when the brake pedal is not triggered, performing first torque up control of sliding recovery negative torque on the vehicle based on a preset feedforward control strategy; after the first torque up control is completed, the second torque up control for recovering the negative torque by the vehicle in the sliding mode is performed on the basis of a preset closed-loop control strategy, the target negative torque is obtained, and the motor is controlled to execute the target negative torque. Therefore, the problems of loss sense, vehicle impact sense and the like caused by larger step of feedback moment setting in the related art are solved, and driving experience is greatly improved.

Description

Vehicle braking energy recovery torque coordination control method and device and vehicle

Technical Field

The present disclosure relates to the field of vehicle technologies, and in particular, to a method and an apparatus for controlling braking energy recovery and torque coordination of a vehicle.

Background

New energy electric vehicles, in particular to pure electric vehicles, develop energy recovery systems in order to improve the electric driving range of the vehicles. The energy recovery system further comprises a sliding energy recovery system and a braking energy recovery system. The principle of energy recovery is that the motor feedback torque is preferentially adopted to brake and decelerate in a certain braking intensity range (the intensity of energy recovery is generally 0.1 g-0.3 g) by utilizing the excitation action of the motor, so that the running kinetic energy is converted into electric energy and stored in a storage battery.

Due to the operation characteristics of energy recovery, when the energy recovery function is operated, negative torque is concentrated on the drive shaft, if the vehicle runs on a low adhesion road surface or a high/low division road surface, or the running is transited from the high adhesion road surface to the low adhesion road surface, locking of the drive wheels or even reversion of the wheels occurs due to the action of the negative torque, and if the vehicle is a rear-drive vehicle, yaw or tail flick occurs at this time, so a dynamic torque control function has been developed against this problem.

In the related art, when it is detected that the vehicle state reaches the threshold triggered by the dynamic torque control function, the vehicle brake module directly requests a fixed single torque up target value, which is a target amount.

However, when the feedback torque in the related art is subjected to large step, a large deceleration loss feeling and a shock feeling of the vehicle can be generated, particularly when the vehicle runs on a low-attachment road surface such as a snow surface, the vehicle can frequently activate a dynamic torque control function after a driver releases an accelerator pedal, so that the vehicle frequently generates shock, the stability of the vehicle can be ensured, and the driving experience is very poor.

In the related art, in the patent [ CN106926710a ] "regenerative braking energy recovery system and control method of electric vehicle", the whole vehicle controller calculates feedback torque based on the opening value and the rotation speed of the accelerator pedal, and sends the feedback torque to the motor controller.

However, although the braking energy recovery control is realized, the real-time monitoring of the vehicle is omitted, and the lack of the function of dynamically adjusting the energy recovery torque may cause the problem of poor user experience, so that the problem needs to be solved.

Disclosure of Invention

The application provides a vehicle braking energy recovery torque coordination control method and device and a vehicle, so as to solve the problems that in the related art, the feedback torque is larger in setting step, thereby losing sense, vehicle impact sense and the like can be generated, and driving experience is greatly improved.

An embodiment of a first aspect of the present application provides a braking energy recovery torque coordination control method for a vehicle, including the steps of:

judging whether the vehicle meets a preset energy recovery torque control function activation condition or not; if the vehicle meets the preset energy recovery torque control function activation condition, judging whether a brake pedal of the vehicle is triggered, and when the brake pedal is not triggered, performing first torque up control of sliding recovery negative torque on the vehicle based on a preset feedforward control strategy; and after the first torque up control is completed, performing second torque up control on the vehicle for recovering the negative torque by sliding based on a preset closed-loop control strategy to obtain a target negative torque, and controlling a motor to execute the target negative torque.

According to the technical means, when the current vehicle meets the activation condition of the energy recovery torque control function, the vehicle is subjected to sliding recovery negative torque through the feedforward control strategy and the closed-loop control strategy to perform torque up operation, so that large step of feedback torque in the related technology is avoided, and vehicle impact in the function control process is optimized.

Optionally, in some embodiments, before controlling the motor to execute the target negative torque, further comprising: acquiring a VCU request torque of a whole vehicle controller; and generating an arbitration result according to the VCU request torque and the target negative torque, and sending the request execution torque request to a motor controller when the arbitration result is the request execution torque request so as to control the motor to execute the target negative torque through the motor controller.

According to the technical means, the torque control interface can be established between the braking module of the vehicle and the whole vehicle controller, so that the requested torque is obtained through the VCU, and the request execution torque request is sent to the motor controller.

Optionally, in some embodiments, after controlling the motor to execute the target negative torque, further comprising: judging whether the vehicle meets the preset energy recovery torque control function activating condition or not; and if the re-judging result is that the preset energy recovery torque control function activating condition is not met, controlling the vehicle to exit the energy recovery torque control function.

According to the technical means, after the motor is controlled to execute the target negative torque, the energy recovery torque control function activation condition is monitored in real time, so that the coordination of the braking energy recovery torque of the electric rear-drive vehicle of the current vehicle is ensured.

Optionally, in some embodiments, after re-determining whether the vehicle meets the preset energy recovery torque control function activation condition, further comprising: and if the re-judging result is that the preset energy recovery torque control function activating condition is met, judging whether a brake pedal of the vehicle is triggered or not again until the vehicle is controlled to exit the energy recovery torque control function.

According to the technical means, the embodiment of the application can continuously control the coordination of the braking energy recovery torque of the vehicle when the braking pedal of the vehicle is triggered by judging that the vehicle meets the activation condition of the energy recovery torque control function again, so that the effective control of the negative torque of the vehicle is ensured under the condition that the braking state of the vehicle is changed.

Optionally, in some embodiments, the determining whether the vehicle meets a preset energy recovery torque control function activation condition includes: collecting driving signals and driver operation information of a vehicle; calculating a maximum wheel speed difference or a maximum slip ratio of a drive shaft wheel of the vehicle according to the running information and the operation information; and if the maximum wheel speed difference or the maximum slip rate meets a preset function activation threshold, judging that the vehicle meets the preset energy recovery torque control function activation condition.

According to the technical means, the method and the device for controlling the vehicle driving axle wheel speed can accurately judge whether the current vehicle needs to be subjected to torque recovery control or not by calculating the maximum wheel speed difference or the maximum slip rate of the driving axle wheel of the vehicle, so that driving experience of a user is effectively improved, and stable operation of a whole vehicle system is ensured.

Optionally, in some embodiments, after determining whether a brake pedal of the vehicle is triggered, further comprising: if the brake pedal of the vehicle is triggered, the braking energy recovery electric torque is set to 0.

According to the technical means, the embodiment of the application can set the braking energy recovery electric torque to 0 after the braking pedal of the vehicle is triggered, so that better braking pedal feel and driving experience can be ensured.

A second aspect of the present invention provides a braking energy recovery torque coordination control device for a vehicle, including:

the judging module is used for judging whether the vehicle meets the preset energy recovery torque control function activating condition or not; the first control module is used for judging whether a brake pedal of the vehicle is triggered when the vehicle meets the preset energy recovery torque control function activation condition, and performing first torque up control of the vehicle for coasting recovery negative torque based on a preset feedforward control strategy when the brake pedal is not triggered; and the second control module is used for carrying out second torque up control on the vehicle for sliding and recovering the negative torque based on a preset closed-loop control strategy after the first torque up control is completed, obtaining the target negative torque and controlling the motor to execute the target negative torque.

Optionally, in some embodiments, before controlling the motor to execute the target negative torque, the second control module further includes: the acquisition unit is used for acquiring the VCU request torque of the whole vehicle controller; and the sending unit is used for generating an arbitration result according to the VCU request torque and the target negative torque, and sending the request execution torque request to a motor controller when the arbitration result is the request execution torque request so as to control the motor to execute the target negative torque through the motor controller.

Optionally, in some embodiments, after controlling the motor to execute the target negative torque, the second control module further includes: a judging unit configured to re-judge whether the vehicle satisfies the preset energy recovery torque control function activation condition; and the first control unit is used for controlling the vehicle to exit the energy recovery torque control function when the re-judging result is that the preset energy recovery torque control function activating condition is not met.

Optionally, in some embodiments, after re-judging whether the vehicle meets the preset energy recovery torque control function activation condition, the judging unit is further configured to: and when the re-judging result is that the preset energy recovery torque control function activating condition is met, re-judging whether a brake pedal of the vehicle is triggered or not until the vehicle is controlled to exit the energy recovery torque control function.

Optionally, in some embodiments, the determining module includes: the acquisition unit is used for acquiring running signals of the vehicle and driver operation information; a calculation unit for calculating a maximum wheel speed difference or a maximum slip ratio of a drive shaft wheel of the vehicle based on the running information and the operation information; and the judging unit is used for judging that the vehicle meets the preset energy recovery torque control function activation condition when the maximum wheel speed difference or the maximum slip rate meets the preset function activation threshold.

Optionally, in some embodiments, after determining whether a brake pedal of the vehicle is triggered, the first control module further includes: and a second control unit for setting the braking energy recovery electric torque to 0 when a brake pedal of the vehicle is triggered.

An embodiment of a third aspect of the present application provides a vehicle, including: the system comprises a memory, a processor and a computer program stored in the memory and capable of running on the processor, wherein the processor executes the program to realize the vehicle braking energy recovery torque coordination control method according to the embodiment.

A fourth aspect of the present application provides a computer-readable storage medium storing a computer program which, when executed by a processor, implements the braking energy recovery torque coordination control method of a vehicle as above.

The beneficial effects of this application:

(1) The method for controlling the coordination of the braking energy recovery torque of the vehicle effectively solves the problem that the vehicle may yaw or swing tail when the energy recovery function works.

(2) The method and the device effectively avoid the problem that the vehicle generates a lost sense and an impact sense due to larger setting step of the feedback moment in the related technology, thereby optimizing the vehicle impact in the function control process.

(3) The vehicle braking energy recovery torque control method and device can dynamically coordinate braking energy recovery torque of the vehicle, monitor the torque recovery function of the vehicle in real time, and intervene the vehicle in time, so that the running stability and safety of the vehicle are ensured.

Additional aspects and advantages of the application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the application.

Drawings

The foregoing and/or additional aspects and advantages of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings, in which:

FIG. 1 is a schematic illustration of the initial dynamic torque control function control effect of one embodiment of the present application;

FIG. 2 is a flow chart of a method of coordinated control of braking energy recovery torque of a vehicle according to an embodiment of the present application;

FIG. 3 is a schematic illustration of the control effect of the dynamic energy recovery torque control function of one embodiment of the present application;

FIG. 4 is a schematic diagram of a feed-forward predictive control map according to one embodiment of the present application;

FIG. 5 is a logic diagram of a first closed loop control according to one embodiment of the present application;

FIG. 6 is a logic diagram of a second closed loop control according to one embodiment of the present application;

FIG. 7 is a flow chart of a dynamic braking energy recovery torque coordination control method according to one embodiment of the present application;

FIG. 8 is a schematic diagram of a first control flow according to an embodiment of the present application;

FIG. 9 is a schematic diagram of a second control flow according to one embodiment of the present application;

FIG. 10 is a block schematic diagram of a vehicle braking energy recovery torque coordination control device provided in accordance with an embodiment of the present application;

fig. 11 is a schematic structural view of a vehicle according to an embodiment of the present application.

Wherein, the 101-functional module, the 102 braking module and the 103-control module; 301-a braking module, 302-a function activation pre-control module and 303-a closed loop control module; 401-wheel deceleration, 402-running vehicle speed and 403-control coefficient Factor; 10-a braking energy recovery torque coordination control device of the vehicle; 100-judging module, 200-first control module and 300-second control module; 1101-memory, 1102-processor and 1103-communication interface.

Detailed Description

Embodiments of the present application are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary and intended for the purpose of explaining the present application and are not to be construed as limiting the present application.

The following describes a braking energy recovery torque coordination control method and device for a vehicle and the vehicle according to the embodiments of the present application with reference to the accompanying drawings. Aiming at the problems that the feedback torque is larger in setting step, so that loss feeling and vehicle impact feeling can be generated in the related art mentioned in the background art, the application provides a vehicle braking energy recovery torque coordination control method. Therefore, the problems of loss sense, vehicle impact sense and the like caused by larger step of feedback moment setting in the related art are solved, and driving experience is greatly improved.

Prior to describing the embodiments of the present application, a scheme of a dynamic torque control function in the related art will be described.

The sliding energy recovery intensity can reach 0.2g (Tesla can reach 0.25 g), and the sliding recovery function enters the process that: when the conditions of the storage electric quantity, the recovery capacity, the running speed and the like of the storage battery are all met, after a driver releases an accelerator pedal to slide, the motor gradually increases the feedback torque of the motor according to a certain gradient until the feedback torque reaches a set limit value, and at the moment, the maximum feedback negative torque of the motor can reach thousands of newtons; when the coast recovery is required to exit, the VCU (Vehicle Control Unit, vehicle controller) controls the lead coast recovery motor to feed back negative torque to exit according to a ramp.

The braking energy recovery intensity and the sliding energy recovery are generally in a superposition relation, and the braking intensity after superposition of the braking energy recovery intensity and the sliding energy recovery is not higher than a set limit value; the braking energy recovery and entering process is as follows: when the whole vehicle meets various conditions of energy recovery, the braking requirement of a driver can preferentially allocate motor feedback torque to brake, and at the moment, the electric torque can be overlapped with the coasting recovery torque; when the braking energy recovery electric torque needs to be withdrawn, the system controls a motor for guiding braking distribution to feed back negative torque to withdraw according to a set ramp, and supplements hydraulic braking; if other stable control safety functions such as dynamic torque control function, ABS (antilock braking system) function are activated, the pilot quick exit is controlled and the hydraulic brake is supplemented.

Just as the above-described operation characteristics of energy recovery cause locking of the drive wheel due to the action of negative torque and even reverse rotation of the wheel, a dynamic torque control function has been developed against this problem.

Fig. 1 is a schematic diagram of an initial control effect of a dynamic torque control function according to an embodiment of the present application, and as shown in fig. 1, the dynamic torque control system is divided into three modules: a function module 101, a brake module 102 and a control module 103. In the functional module 101, it is monitored that the vehicle state reaches a threshold of function triggering, and the function is activated; in the braking module 102, a fixed single step negative torque up-torque target value whlnctartq is directly requested, the target value is a calibration quantity, and in order to improve robustness, the up-torque target value whlnctartq needs to be set to "-100n.m" (different according to different vehicle parameters) in extreme cases according to the stability requirement of the vehicle; in the control module 103, the motor needs to step from a larger negative torque (e.g., -1500 n.m) to a smaller negative torque "-100n.m" within 30-50 ms after receiving the torque up request target value whlnctartq.

However, in the related art, the negative torque up-turn has a calibrated value, which may generate a large deceleration loss feeling and a shock feeling of the vehicle; particularly, when the vehicle runs on a low-road surface such as a snow surface, the vehicle can frequently activate the dynamic torque control function after the driver releases the accelerator pedal, so that the vehicle frequently generates impact, the stability of the vehicle can be ensured, and the driving experience is very poor.

Aiming at the problem of poor driving experience, the aim of the application is to provide a novel dynamic energy recovery torque coordination control method, after the system recognizes that the activation condition of a dynamic energy recovery torque control function is met, the system firstly performs effective pre-control of recovery negative torque, then performs closed-loop control of the torque, and guides the energy recovery negative torque to complete torque up, so that large step of feedback torque in the related technology is avoided, and vehicle impact in the function control process is optimized. The braking energy recovery torque coordination control method of the vehicle of the present application will be described in detail.

Specifically, fig. 2 is a schematic flow chart of a method for controlling braking energy recovery torque coordination of a vehicle according to an embodiment of the present application.

As shown in fig. 2, the braking energy recovery torque coordination control method of the vehicle includes the steps of:

in step S201, it is determined whether the vehicle satisfies a preset energy recovery torque control function activation condition.

It can be appreciated that if the current vehicle is in a normal driving state, energy recovery torque control is not required, so that resources are not wasted, and unnecessary waste is caused. Accordingly, the present embodiments provide an energy recovery torque control function activation condition for determining whether a current vehicle requires braking energy recovery control.

Optionally, in some embodiments, determining whether the vehicle satisfies a preset energy recovery torque control function activation condition includes: collecting driving signals and driver operation information of a vehicle; calculating a maximum wheel speed difference or a maximum slip rate of a driving shaft wheel of the vehicle according to the driving information and the operation information; and if the maximum wheel speed difference or the maximum slip rate meets a preset function activation threshold, judging that the vehicle meets a preset energy recovery torque control function activation condition.

It should be noted that, the preset activation condition of the energy recovery torque control function in the embodiment of the present application is that the maximum wheel speed difference or the maximum slip rate of the vehicle reaches the function activation threshold, and the maximum wheel speed difference or the maximum slip rate of the vehicle is obtained by calculation based on the running information and the operation information of the vehicle, so that the embodiment of the present application needs to obtain the running signal and the driver operation information of the current vehicle first.

Specifically, fig. 3 is a schematic diagram of a control effect of the dynamic energy recovery torque control function provided in the embodiment of the present application, and as shown in fig. 3, the dynamic energy recovery torque control system in the embodiment of the present application includes three parts: the braking module 301, the function activation pre-control module 302 and the closed-loop control module 303, wherein the braking module 301 establishes torque control interfaces WhlIncTarTq and WhlIncTarTact with a vehicle controller VCU, and also can establish torque control interfaces WhlIncTarTq and WhlIncTarTact with an IPU electric drive controller, and the braking module 301 acquires vehicle running information and driver operation information through establishing interfaces with the VCU and the IPU (Instruction Processing Unit, a motor controller), so that real-time wheel speed difference, slip rate and wheel deceleration calculation are performed through acquired four-wheel speeds.

Further, according to the embodiment of the application, through a real-time wheel speed difference calculation result, by combining an operation signal of a driver and other running state signals of a vehicle, whether the activation condition of the dynamic recovery torque coordination control function is reached is judged, and if the activation condition is not met, the function is kept in a standby state and no intervention is performed; if the activation condition is met, the function is activated immediately and an active request control intervention is performed for recovering the negative torque. In addition, the wheel speed difference or the wheel deceleration or the slip rate in the embodiment of the present application is an activation threshold for activating functions, where the threshold is a calibration parameter, and the present application is not specifically limited to the calibration parameter, and a person skilled in the art may set the present application according to actual situations.

In step S202, if the vehicle meets a preset energy recovery torque control function activation condition, it is determined whether a brake pedal of the vehicle is triggered, and when the brake pedal is not triggered, a first torque up control for recovering negative torque during coasting is performed on the vehicle based on a preset feedforward control strategy.

In some embodiments, the current vehicle meets a preset activation condition of the energy recovery torque control function, and the vehicle is in a non-pure sliding state, and a driver has a braking operation, namely a brake pedal is triggered, so that the braking energy recovery electric torque rapidly drops by 0, and rapid compensation of the hydraulic braking torque is synchronously performed.

In other embodiments, when the brake pedal is not triggered, the first up-torque control for coasting and recovering negative torque of the vehicle is required based on the feedforward control strategy, that is, the intervention of the dynamic recovery torque control function of the brake module 301, the functional stem is pre-divided into feedforward pre-control and closed-loop control, after the function is activated, the brake module will perform feedforward pre-control first, and the control parameters include three dimensions of the vehicle speed, the wheel deceleration and the torque pre-control coefficient, and the values are calibration parameters.

Specifically, fig. 4 is a schematic diagram of a feedforward pre-control map provided in an embodiment of the present application, where a coordinate 401 in fig. 4 represents a wheel deceleration of a signal cycle before a function is activated, a coordinate 402 in fig. 4 represents a driving speed of a vehicle of a signal cycle before the function is activated, and a coordinate 403 in fig. 4 represents a current function recovery negative torque control coefficient, which is used to quickly calculate a converted whlncttartq request target negative torque, and further, a braking module requests the whlnctq request target negative torque to a vehicle controller VCU, and the VCU executes a next torque control. In addition, the feedforward pre-control map provided in this embodiment is only schematic, and the present application is not specifically limited to this drawing, and those skilled in the art can draw according to actual situations.

For example, in conjunction with the illustration of fig. 3, the brake module 301 indirectly establishes a torque control interface through the vehicle controller VCU and the IPU electric drive controller, sends a control target torque to implement torque control, when the function is activated, whlnctq= "target negative torque value", whlncttact= "1", when the function is not activated, whlnctq= default, whlncttact= "0", so that the VCU requests the target negative torque to perform torque control on the current vehicle according to the whlnctq.

Therefore, the embodiment of the application calculates the target control negative torque through the wheel speed, the wheel deceleration, the target wheel speed difference or the slip ratio, assigns the torque value to the torque control interface and transmits the torque value to the control object through the control interface.

In step S203, after the first torque up control is completed, a second torque up control for recovering the negative torque during coasting is performed on the vehicle based on a preset closed-loop control strategy, so as to obtain a target negative torque, and the motor is controlled to execute the target negative torque.

After the first torque up control is completed, that is, after the pre-control 302 is completed, the system enters the closed-loop control 303 to perform the second torque up control for recovering the negative torque on the vehicle, to obtain the final target negative torque, and to control the motor based on the target negative torque, as shown in fig. 3. In addition, kp and ki of the closed-loop control are calibration parameters, the numerical value is not specifically limited, and a person skilled in the art can set the closed-loop control according to actual conditions.

Optionally, in some embodiments, before controlling the motor to perform the target negative torque, further comprising: acquiring a VCU request torque of a whole vehicle controller; and generating an arbitration result according to the VCU request torque and the target negative torque, and sending a request execution torque request to the motor controller when the arbitration result is the request execution torque request so as to control the motor to execute the target negative torque through the motor controller.

It can be appreciated that, the energy recovery torque coordination control method of the present application provides two torque control interfaces, and the brake module 301 of the present application may send the target negative torque whlncttartq to the vehicle controller VCU, and after being arbitrated by the VCU, request the IPU controller to execute the torque request, or directly send the arbitrated target negative torque whlncttartq to the IPU controller to request the IPU controller to execute the torque request.

The following examples are presented to schematically illustrate two ways of closed loop control provided herein.

In some embodiments, fig. 5 is a logic schematic diagram of a first closed-loop control provided in an embodiment of the present application, and in conjunction with fig. 3 and 5, 501 is an input control target wheel speed difference slip_tar, and 503 calculates a target negative torque whlncttartq by the wheel speed controller. The brake module 301 may send the target negative torque WhlIncTarTq to the vehicle controller VCU, which arbitrates and then requests execution of the torque request from the IPU controller.

In other embodiments, fig. 6 is a logic diagram of a second closed loop control provided in an embodiment of the present application, and in conjunction with fig. 3 and fig. 6, the brake module 301 may send the arbitrated target negative torque whlncttartq directly to the IPU controller to request execution of the torque request.

The specific steps of this embodiment will be described in the following embodiments, and in order to avoid redundancy, details are not described here.

Optionally, in some embodiments, after controlling the motor to perform the target negative torque, further comprising: judging whether the vehicle meets the preset energy recovery torque control function activation condition again; and if the re-judging result is that the preset energy recovery torque control function activating condition is not met, controlling the vehicle to exit the energy recovery torque control function.

It should be noted that, after the function is activated, the system in the embodiment of the application will continuously perform control intervention on the current vehicle, and when the re-judging result is that the activation condition of the energy recovery torque control function is not satisfied, the system controls the vehicle to exit the energy recovery torque control function and enter the monitoring and judging of the next function activation cycle.

Optionally, in some embodiments, after re-determining whether the vehicle meets the preset energy recovery torque control function activation condition, further comprising: and if the re-judging result is that the preset energy recovery torque control function activating condition is met, re-judging whether a brake pedal of the vehicle is triggered or not until the vehicle is controlled to exit the energy recovery torque control function.

Specifically, when the re-judging result is that the activation condition of the energy recovery torque control function is met and the brake pedal is triggered, the intervention control of the brake energy recovery torque of the vehicle is continued until the dynamic energy recovery torque control function meets the function exit condition, and the current control cycle is exited.

Therefore, the system is monitored and controlled in real time, and the function of dynamically coordinating and controlling the braking energy recovery torque of the vehicle is achieved, so that the driving experience of a user is improved.

The following examples schematically illustrate the flow of a braking energy recovery torque coordination control method for a vehicle according to an embodiment of the present application.

Specifically, fig. 7 is a schematic flow chart of a dynamic braking energy recovery torque coordination control method according to an embodiment of the present application, and in combination with fig. 3 and fig. 7, the method includes the following steps:

in step S701, the dynamic regenerative torque function of the brake module 301 is free from failure and is available in a standby state.

In step S702, the braking module 301 calculates the wheel speed difference between the driving wheel and the non-driving wheel, determines whether the threshold for activating the dynamic recovery torque control function is reached, activates the function if the threshold is reached, and performs dynamic intervention on the energy recovery negative torque, and if the threshold is not reached, continues to monitor the calculation and determination.

In step S703, the brake module 301 determines whether the driver has performed a braking operation, and if the function is activated and the vehicle is in a non-pure sliding state, the driver has a braking operation, and the braking energy recovery electric torque rapidly drops by 0, and the hydraulic braking torque is rapidly complemented synchronously.

In step S704, the braking module 301 performs feedforward control on the coasting energy recovery torque through the torque control interface, and performs up-torque control on the coasting recovery negative torque according to the calibration parameters.

In step S705, the brake module 301 performs closed-loop torque control on the coasting recovery negative torque through the torque control interface by using the wheel end actual torque after the feedforward control as an integration start point.

In step S706, by dynamic control of the dynamic energy recovery torque by the brake module 301, the longitudinal deceleration ax and lateral stability yawrate of the vehicle are effectively controlled, and the dynamic energy recovery torque control function will continuously guide adjustment of the motor negative torque.

In step S707, the braking module determines that the dynamic energy recovery torque control function satisfies a function exit condition, and the function stops torque intervention control, exits the current control cycle, and enters the next function activation monitoring period.

Therefore, according to the vehicle braking energy recovery torque coordination control method, after the system recognizes that the activation condition of the dynamic energy recovery torque control function is met, the system firstly performs effective pre-control of the recovery negative torque, then enters the closed-loop control of the torque, and guides the energy recovery negative torque to complete the torque up, so that the vehicle impact in the function control process is optimized.

In order to facilitate a further understanding of the differences in torque control interface schemes among the above embodiments by those skilled in the art, the following enumerated embodiments further illustrate a braking energy recovery torque coordination control method for a vehicle of the present application.

Specifically, fig. 8 is a schematic diagram of a first control flow provided in an embodiment of the present application, and in combination with fig. 4, fig. 5 and fig. 8, the control flow includes the following steps:

in step S801, the driving information of the whole vehicle and the operation information of the driver (such as the wheel speed signal Whlspd, the rotation angle signal steerrag, the braking signal BrkPedlSt, VCU, the wheel end torque signal VcuWhlActTq, the vehicle longitudinal acceleration signal ax, and the lateral acceleration signal ay) are collected and monitored, which are used for calculating control parameters and judging activation and withdrawal of functions.

Step S802, comparing the wheel speed signals of the front axle and the rear axle of the whole vehicle, calculating the maximum wheel speed difference or slip rate of the wheels of the driving axle and the deceleration parameters of the wheels, and judging whether the vehicle meets the activation condition or not.

Step S803, judging whether the control function is activated, and executing step S802 when the wheel speed difference or the slip rate reaches the function activation threshold set by calibration and does not reach the function activation threshold, namely continuing to monitor and calculate; when the function activation threshold is reached and the necessary status conditions for other function activation are satisfied, step S804 is executed, i.e. the dynamic energy recovery torque coordination control function is activated.

Step S804, when the wheel speed difference or the slip rate reaches the function activation threshold set by calibration, and the necessary state conditions required by other function activation are satisfied, the dynamic energy recovery torque coordination control function is activated, and step S805 and step S809 are performed.

Step S805, it is determined whether the pedal is braked, if the driver has a brake operation, step S811 is executed, and if not, step S806 is executed.

Step S806, the coasting energy recovery torque is subjected to feedforward control through a torque control interface; as shown in fig. 5, 501 is an input control target wheel speed difference slip_tar, and the brake module 301 performs torque up control of coasting recovery negative torque according to calibration parameters, where the control parameters include three dimensions of a vehicle speed, a wheel deceleration and a torque pre-control coefficient, and are calibration parameters; in addition, the control parameter may refer to the map diagram of the feedforward pre-control of fig. 4, and the negative torque control coefficient is recovered according to the current function 403, where the coefficient is used to quickly calculate the target negative torque of the converted whlncttartq request, and the target negative torque of the whlncttartq request is requested to the vehicle controller VCU, and the VCU executes the next torque control.

Step S807, after the feedforward control is performed, the coasting energy recovery torque enters the torque closed-loop control through the torque control interface whlncdartq, and the flow of the closed-loop control may refer to fig. 5 in the embodiment of the present application.

In step S808, the whole vehicle controller VCU receives the target negative torque whlncttartq from the brake module.

In step S809, the IPU electric drive controller receives the arbitrated target negative torque, and finally, the IPU motor controller controls the motor to execute the target control negative torque whlnctartq request.

In step S810, the vehicle controller receives a request for controlling the motor to execute the target control negative torque whlnctartq by the IPU motor controller, and controls the vehicle to execute the braking energy recovery torque function.

In step S811, the braking energy recovery electric torque rapidly drops to 0, and the hydraulic braking torque is rapidly complemented synchronously.

Step S812, determining whether the condition of the exit function is satisfied, if yes, executing step S813, otherwise, executing step S805.

Step S813, the current function control cycle is exited, the step S803 is continuously executed, the whole vehicle system is monitored in real time, and the judgment of the activation condition of the control function is carried out, so that the braking energy recovery of the vehicle is dynamically regulated.

In other embodiments, fig. 9 is a schematic diagram of a second control flow provided in the embodiment of the present application, and the difference between the present embodiment and the first embodiment is that step S808 in fig. 8 and step S908 in fig. 9 mainly differ from the above-mentioned torque control interface. The first control flow may refer to fig. 5 provided in the embodiment of the present application, where the brake module 301 sends the negative torque to the vehicle controller VCU, and the logic of the second control flow may refer to fig. 6 provided in the embodiment of the present application, where the arbitrated target negative torque is directly sent to the IPU controller. Since the implementation steps of the two embodiments are similar, the description of fig. 9 is not repeated here in order to avoid redundancy.

According to the vehicle braking energy recovery torque coordination control method, whether the vehicle meets the preset energy recovery torque control function activation condition is judged, if the vehicle meets the preset energy recovery torque control function activation condition, whether a brake pedal of the vehicle is triggered or not is judged, when the brake pedal is not triggered, the vehicle is subjected to first torque up control of sliding recovery negative torque based on a preset feedforward control strategy, after the first torque up control is finished, the vehicle is subjected to second torque up control of sliding recovery negative torque based on a preset closed-loop control strategy, the target negative torque is obtained, and the motor is controlled to execute the target negative torque. Therefore, the problems of loss sense, vehicle impact sense and the like caused by larger step of feedback moment setting in the related art are solved, and driving experience is greatly improved.

Next, a braking energy recovery torque coordination control device of a vehicle according to an embodiment of the present application will be described with reference to the accompanying drawings.

Fig. 10 is a block schematic diagram of a braking energy recovery torque coordination control device of a vehicle according to an embodiment of the present application.

As shown in fig. 10, the braking energy recovery torque coordination control device 10 of the vehicle includes: a judgment module 100, a first control module 200 and a second control module 300.

Wherein, the judging module 100 is configured to judge whether the vehicle meets a preset activation condition of the energy recovery torque control function; the first control module 200 is configured to determine whether a brake pedal of the vehicle is triggered when the vehicle meets a preset activation condition of the energy recovery torque control function, and perform a first torque up control of recovering negative torque during coasting of the vehicle based on a preset feedforward control strategy when the brake pedal is not triggered; and a second control module 300, configured to, after the first torque up control is completed, perform a second torque up control for recovering the negative torque by sliding the vehicle based on a preset closed-loop control strategy, obtain a target negative torque, and control the motor to execute the target negative torque.

Optionally, in some embodiments, the second control module 300 further comprises, prior to controlling the motor to execute the target negative torque: an acquisition unit and a transmission unit.

The acquisition unit is used for acquiring the VCU request torque of the whole vehicle controller; and the sending unit is used for generating an arbitration result according to the VCU request torque and the target negative torque, and sending the request execution torque request to the motor controller when the arbitration result is the request execution torque request so as to control the motor to execute the target negative torque through the motor controller.

Optionally, in some embodiments, after controlling the motor to perform the target negative torque, the second control module 300 further includes: a judging unit and a first control unit.

The judging unit is used for judging whether the vehicle meets the preset energy recovery torque control function activating condition or not; and the first control unit is used for controlling the vehicle to exit the energy recovery torque control function when the re-judging result is that the preset energy recovery torque control function activating condition is not met.

Optionally, in some embodiments, after re-judging whether the vehicle satisfies the preset energy recovery torque control function activation condition, the judging unit is further configured to: and when the re-judging result is that the preset energy recovery torque control function activating condition is met, re-judging whether the brake pedal of the vehicle is triggered or not until the vehicle is controlled to exit the energy recovery torque control function.

Optionally, in some embodiments, the determining module 100 includes: the device comprises an acquisition unit, a calculation unit and a judgment unit.

The system comprises an acquisition unit, a control unit and a control unit, wherein the acquisition unit is used for acquiring running signals of a vehicle and driver operation information; a calculation unit for calculating a maximum wheel speed difference or a maximum slip ratio of a drive shaft wheel of the vehicle according to the running information and the operation information; and the judging unit is used for judging that the vehicle meets the preset energy recovery torque control function activation condition when the maximum wheel speed difference or the maximum slip rate meets the preset function activation valve limit.

Optionally, in some embodiments, after determining whether the brake pedal of the vehicle is triggered, the first control module 200 further includes: and a second control unit. Wherein the second control unit is configured to set the braking energy recovery electric torque to 0 when a brake pedal of the vehicle is triggered.

It should be noted that the explanation of the foregoing embodiment of the method for controlling the braking energy recovery torque coordination of the vehicle is also applicable to the braking energy recovery torque coordination control device of the vehicle in this embodiment, and will not be repeated here.

According to the vehicle braking energy recovery torque coordination control device provided by the embodiment of the application, whether the vehicle meets the preset energy recovery torque control function activation condition is judged, if the vehicle meets the preset energy recovery torque control function activation condition, whether a brake pedal of the vehicle is triggered or not is judged, when the brake pedal is not triggered, the vehicle is subjected to first torque up control of sliding recovery negative torque based on a preset feedforward control strategy, after the first torque up control is finished, the vehicle is subjected to second torque up control of sliding recovery negative torque based on a preset closed-loop control strategy, the target negative torque is obtained, and the motor is controlled to execute the target negative torque. Therefore, the problems of loss sense, vehicle impact sense and the like caused by larger step of feedback moment setting in the related art are solved, and driving experience is greatly improved.

Fig. 11 is a schematic structural diagram of a vehicle according to an embodiment of the present application. The vehicle may include:

memory 1101, processor 1102, and a computer program stored on memory 1101 and executable on processor 1102.

The processor 1102 implements the braking energy recovery torque coordination control method of the vehicle provided in the above-described embodiment when executing a program.

Further, the vehicle further includes:

a communication interface 1103 for communication between the memory 1101 and the processor 1102.

Memory 1101 for storing a computer program executable on processor 1102.

The memory 1101 may include a high-speed RAM memory or may further include a non-volatile memory (non-volatile memory), such as at least one magnetic disk memory.

If the memory 1101, the processor 1102, and the communication interface 1103 are implemented independently, the communication interface 1103, the memory 1101, and the processor 1102 may be connected to each other through a bus and perform communication with each other. The bus may be an industry standard architecture (Industry Standard Architecture, abbreviated ISA) bus, an external device interconnect (Peripheral Component, abbreviated PCI) bus, or an extended industry standard architecture (Extended Industry Standard Architecture, abbreviated EISA) bus, among others. The buses may be divided into address buses, data buses, control buses, etc. For ease of illustration, only one thick line is shown in FIG. 11, but not only one bus or one type of bus.

Alternatively, in a specific implementation, if the memory 1101, the processor 1102, and the communication interface 1103 are integrated on a chip, the memory 1101, the processor 1102, and the communication interface 1103 may perform communication with each other through internal interfaces.

The processor 1102 may be a central processing unit (Central Processing Unit, abbreviated as CPU) or an application specific integrated circuit (Application Specific Integrated Circuit, abbreviated as ASIC) or one or more integrated circuits configured to implement embodiments of the present application.

The present embodiment also provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the braking energy recovery torque coordination control method of a vehicle as above.

In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or N embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, the meaning of "N" is at least two, such as two, three, etc., unless explicitly defined otherwise.

Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing specific logical functions or steps of the process, and additional implementations are included within the scope of the preferred embodiment of the present application in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order from that shown or discussed, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the embodiments of the present application.

Logic and/or steps represented in the flowcharts or otherwise described herein, e.g., a ordered listing of executable instructions for implementing logical functions, can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic device) having one or N wires, a portable computer cartridge (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). In addition, the computer readable medium may even be paper or other suitable medium on which the program is printed, as the program may be electronically captured, via optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner if necessary, and then stored in a computer memory.

It is to be understood that portions of the present application may be implemented in hardware, software, firmware, or a combination thereof. In the above-described embodiments, the N steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. As with the other embodiments, if implemented in hardware, may be implemented using any one or combination of the following techniques, as is well known in the art: discrete logic circuits having logic gates for implementing logic functions on data signals, application specific integrated circuits having suitable combinational logic gates, programmable Gate Arrays (PGAs), field Programmable Gate Arrays (FPGAs), and the like.

Those of ordinary skill in the art will appreciate that all or a portion of the steps carried out in the method of the above-described embodiments may be implemented by a program to instruct related hardware, where the program may be stored in a computer readable storage medium, and where the program, when executed, includes one or a combination of the steps of the method embodiments.

In addition, each functional unit in each embodiment of the present application may be integrated in one processing module, or each unit may exist alone physically, or two or more units may be integrated in one module. The integrated modules may be implemented in hardware or in software functional modules. The integrated modules may also be stored in a computer readable storage medium if implemented in the form of software functional modules and sold or used as a stand-alone product.

The above-mentioned storage medium may be a read-only memory, a magnetic disk or an optical disk, or the like. Although embodiments of the present application have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the application, and that variations, modifications, alternatives, and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the application.

Claims

1. A braking energy recovery torque coordination control method of a vehicle, characterized by comprising the steps of:

judging whether the vehicle meets a preset energy recovery torque control function activation condition or not;

if the vehicle meets the preset energy recovery torque control function activation condition, judging whether a brake pedal of the vehicle is triggered, and when the brake pedal is not triggered, performing first torque up control of sliding recovery negative torque on the vehicle based on a preset feedforward control strategy; and

and after the first torque up control is completed, performing second torque up control on the vehicle for recovering the negative torque in a sliding mode based on a preset closed-loop control strategy to obtain a target negative torque, and controlling a motor to execute the target negative torque.

2. The method of claim 1, further comprising, prior to controlling the motor to execute the target negative torque:

Acquiring a VCU request torque of a whole vehicle controller;

and generating an arbitration result according to the VCU request torque and the target negative torque, and sending the request execution torque request to a motor controller when the arbitration result is the request execution torque request so as to control the motor to execute the target negative torque through the motor controller.

3. The method of claim 1, further comprising, after controlling the motor to execute the target negative torque:

judging whether the vehicle meets the preset energy recovery torque control function activating condition or not;

and if the re-judging result is that the preset energy recovery torque control function activating condition is not met, controlling the vehicle to exit the energy recovery torque control function.

4. The method according to claim 3, further comprising, after re-judging whether the vehicle satisfies the preset energy recovery torque control function activation condition:

and if the re-judging result is that the preset energy recovery torque control function activating condition is met, judging whether a brake pedal of the vehicle is triggered or not again until the vehicle is controlled to exit the energy recovery torque control function.

5. The method of claim 1, wherein the determining whether the vehicle satisfies a preset energy recovery torque control function activation condition comprises:

collecting driving signals and driver operation information of a vehicle;

calculating a maximum wheel speed difference or a maximum slip ratio of a drive shaft wheel of the vehicle according to the running information and the operation information;

and if the maximum wheel speed difference or the maximum slip rate meets a preset function activation threshold, judging that the vehicle meets the preset energy recovery torque control function activation condition.

6. The method of claim 1, further comprising, after determining whether a brake pedal of the vehicle is triggered:

if the brake pedal of the vehicle is triggered, the braking energy recovery electric torque is set to 0.

7. A braking energy recovery torque coordination control device of a vehicle, characterized by comprising:

the judging module is used for judging whether the vehicle meets the preset energy recovery torque control function activating condition or not;

the first control module is used for judging whether a brake pedal of the vehicle is triggered when the vehicle meets the preset energy recovery torque control function activation condition, and performing first torque up control of the vehicle for coasting recovery negative torque based on a preset feedforward control strategy when the brake pedal is not triggered; and

And the second control module is used for carrying out second torque up control on the vehicle for sliding and recovering the negative torque based on a preset closed-loop control strategy after the first torque up control is completed, obtaining the target negative torque and controlling the motor to execute the target negative torque.

8. The apparatus of claim 7, wherein the second control module, prior to controlling the motor to execute the target negative torque, further comprises:

the acquisition unit is used for acquiring the VCU request torque of the whole vehicle controller;

and the sending unit is used for generating an arbitration result according to the VCU request torque and the target negative torque, and sending the request execution torque request to a motor controller when the arbitration result is the request execution torque request so as to control the motor to execute the target negative torque through the motor controller.

9. A vehicle, characterized by comprising: a memory, a processor, and a computer program stored on the memory and executable on the processor, the processor executing the program to implement the braking energy recovery torque coordination control method of a vehicle according to any one of claims 1 to 6.

10. A computer-readable storage medium having stored thereon a computer program, characterized in that the program is executed by a processor for realizing the braking energy recovery torque coordination control method of a vehicle according to any one of claims 1 to 6.