CN116587872A - Energy recovery control method and device and vehicle - Google Patents
Energy recovery control method and device and vehicle Download PDFInfo
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- CN116587872A CN116587872A CN202310581812.9A CN202310581812A CN116587872A CN 116587872 A CN116587872 A CN 116587872A CN 202310581812 A CN202310581812 A CN 202310581812A CN 116587872 A CN116587872 A CN 116587872A
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- 238000011084 recovery Methods 0.000 title claims abstract description 171
- 238000000034 method Methods 0.000 title claims abstract description 28
- 230000001276 controlling effect Effects 0.000 claims abstract description 12
- 230000001105 regulatory effect Effects 0.000 claims abstract description 9
- 230000008859 change Effects 0.000 claims description 49
- 230000000368 destabilizing effect Effects 0.000 claims description 19
- 230000001687 destabilization Effects 0.000 claims description 15
- 238000013507 mapping Methods 0.000 claims description 12
- 238000012360 testing method Methods 0.000 description 8
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/18—Controlling the braking effect
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
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- 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
- B60L2260/00—Operating Modes
- B60L2260/40—Control modes
- B60L2260/44—Control modes by parameter estimation
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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Abstract
The application relates to the technical field of new energy automobiles, in particular to an energy recovery control method, an energy recovery control device and a vehicle. The method comprises the following steps: judging the instability risk level of the current vehicle when the current vehicle is detected to be in a sliding energy recovery state; when the instability risk level exceeds a preset reference level, acquiring an energy recovery limiting coefficient; regulating and controlling the original energy recovery torque according to the energy recovery limiting coefficient to obtain a target energy recovery torque; and carrying out energy recovery according to the target energy recovery torque. By adopting the method, the driving safety of the two-wheel drive vehicle type in the energy recovery process can be improved.
Description
Technical Field
The application relates to the technical field of new energy automobiles, in particular to an energy recovery control method, an energy recovery control device and a vehicle.
Background
The energy recovery is an inherent characteristic of a new energy automobile, and refers to braking and power generation through a motor when the automobile runs at a reduced speed, and the electric quantity is recovered into a battery pack, so that the cruising ability is improved. The two-wheel drive vehicle type is worse than the four-wheel drive vehicle type in vehicle stability due to single motor driving and recovery, and driving risks exist in the scene of energy recovery.
For example, energy recovery in special situations such as low temperature or low adhesion may cause instability of the vehicle, requiring immediate exit from the energy recovery mode. If the energy recovery mode is immediately exited, the sudden loss of deceleration gives the driver the illusion of sudden acceleration, so that the driver suddenly jerks the brake pedal or operates the steering wheel in a stress manner, and a certain driving risk is brought.
Therefore, the driving safety of the two-wheel drive vehicle is still to be improved in the energy recovery process.
Disclosure of Invention
Based on the method and the device for controlling energy recovery and the vehicle, the driving safety of the two-wheel drive vehicle type in the energy recovery process is improved.
In a first aspect, a control method for energy recovery is provided, comprising:
judging the instability risk level of the current vehicle when the current vehicle is detected to be in a sliding energy recovery state;
when the instability risk level exceeds a preset reference level, acquiring an energy recovery limiting coefficient;
regulating and controlling the original energy recovery torque according to the energy recovery limiting coefficient to obtain a target energy recovery torque;
and carrying out energy recovery according to the target energy recovery torque.
With reference to the first aspect, in a first implementation manner of the first aspect, the step of determining a destabilizing risk level of the current vehicle includes:
acquiring an estimated steady-state vehicle speed of the current vehicle and a preset reference steady-state vehicle speed;
obtaining a difference vehicle speed according to the reference steady-state vehicle speed and the estimated steady-state vehicle speed;
and judging the instability risk level of the current vehicle based on the difference vehicle speed.
With reference to the first aspect, in a second implementation manner of the first aspect, the step of determining a destabilizing risk level of the current vehicle includes:
acquiring an estimated steady-state vehicle speed, a reference steady-state vehicle speed and a steering wheel angle change rate of the current vehicle;
obtaining a difference vehicle speed according to the reference steady-state vehicle speed and the estimated steady-state vehicle speed;
and judging the instability risk level of the current vehicle based on the difference vehicle speed and the steering wheel angle change rate.
With reference to the first implementation manner of the first aspect, in a third implementation manner of the first aspect, the step of determining the instability risk level of the current vehicle based on the difference vehicle speed includes:
acquiring a preset first vehicle speed threshold value and a preset second vehicle speed threshold value;
if the difference vehicle speed is equal to the first vehicle speed threshold value, judging that the instability risk level of the current vehicle is a first level;
if the difference vehicle speed is greater than the first vehicle speed threshold and smaller than or equal to the second vehicle speed threshold, judging that the instability risk level of the current vehicle is a second level;
if the difference vehicle speed is greater than the second vehicle speed threshold, judging that the instability risk level of the current vehicle is a third level;
the risk of instability of the first level, the second level and the third level is gradually increased, and the reference level is the first level.
With reference to the second implementation manner of the first aspect, in a fourth implementation manner of the first aspect, the step of determining the instability risk level of the current vehicle based on the difference vehicle speed and the steering wheel angle change rate includes:
acquiring a preset first vehicle speed threshold value, a preset second vehicle speed threshold value, a preset third vehicle speed threshold value and a preset corner change rate threshold value;
if the difference vehicle speed is equal to the first vehicle speed threshold value and the steering wheel angle change rate is smaller than the change rate threshold value, judging that the instability risk level of the current vehicle is a first level;
if the difference vehicle speed is greater than the first vehicle speed threshold and less than or equal to the second vehicle speed threshold, and the estimated steady state vehicle speed is less than the third vehicle speed threshold; or, the difference vehicle speed is equal to the first vehicle speed threshold, the estimated steady-state vehicle speed is greater than or equal to the third vehicle speed threshold, and the steering wheel turning angle change rate is greater than or equal to the turning angle change rate threshold, and judging that the instability risk level of the current vehicle is a second level;
if the difference vehicle speed is greater than the second vehicle speed threshold; or, the difference vehicle speed is greater than the first vehicle speed threshold and less than or equal to the second vehicle speed threshold, the estimated steady-state vehicle speed is greater than or equal to the third vehicle speed threshold, and the steering wheel angle change rate is greater than or equal to the angle change rate threshold, and then the instability risk level of the current vehicle is judged to be a third level;
the risk of instability of the first level, the second level and the third level is gradually increased, and the reference level is the first level.
With reference to the third or fourth implementation manner of the first aspect, in a fifth implementation manner of the first aspect, the step of acquiring the energy recovery limiting coefficient when the destabilizing risk level exceeds a preset reference level includes:
acquiring a preset first mapping relation, wherein the first mapping relation is a corresponding relation between a plurality of pairs of energy recovery limiting coefficients and a difference vehicle speed;
and obtaining a corresponding energy recovery limiting coefficient according to the difference vehicle speed at the current moment and the first mapping relation.
With reference to the fifth possible implementation manner of the first aspect, in a sixth possible implementation manner of the first aspect, the step of obtaining the energy recovery limiting coefficient when the destabilizing risk level exceeds a preset reference level further includes:
counting the number of times of instability of the instability risk level exceeding the reference level in a driving period;
if the number of destabilization exceeds a preset number threshold, taking a preset first intervention threshold as the energy recovery limiting coefficient under the condition that the destabilization risk level is the second level, and taking a preset second intervention threshold as the energy recovery limiting coefficient under the condition that the destabilization risk level is the third level.
With reference to the first implementation manner of the first aspect, in a seventh implementation manner of the first aspect, the step of obtaining the estimated steady state vehicle speed of the current vehicle includes:
acquiring an inertial navigation vehicle speed effective position and an inertial navigation vehicle speed output by an intelligent driving part;
if the inertial navigation vehicle speed valid bit indicates that the inertial navigation vehicle speed is valid, taking the inertial navigation vehicle speed as the estimated steady-state vehicle speed;
and if the inertial navigation vehicle speed valid bit indicates that the inertial navigation vehicle speed is invalid, acquiring the left front wheel speed and the right front wheel speed of the current vehicle, and calculating the estimated steady-state vehicle speed according to the left front wheel speed and the right front wheel speed.
In a second aspect, there is provided a control device for energy recovery, the device comprising:
the instability risk level judging module is used for judging the instability risk level of the current vehicle when the current vehicle is detected to be in a sliding energy recovery state;
the energy recovery limiting coefficient acquisition module is used for acquiring an energy recovery limiting coefficient when the instability risk level exceeds a preset reference level;
the energy recovery torque regulation and control module is used for regulating and controlling the original energy recovery torque according to the energy recovery limiting coefficient to obtain a target energy recovery torque;
and the energy recovery execution module is used for carrying out energy recovery according to the target energy recovery torque.
In a third aspect, a vehicle is provided, the vehicle comprising the energy recovery control device according to the second aspect, wherein the energy recovery control device is adapted to perform the steps of the energy recovery control method according to the first aspect or in combination with any one of the possible embodiments of the first aspect.
According to the control method and device for energy recovery and the vehicle, when the current vehicle is detected to be in the sliding energy recovery state, the instability risk level of the current vehicle is judged; when the instability risk level exceeds a preset reference level, acquiring an energy recovery limiting coefficient; regulating and controlling the original energy recovery torque according to the energy recovery limiting coefficient to obtain a regulated and controlled target energy recovery torque; and performing energy recovery according to the target energy recovery torque. Therefore, the method can reduce the intensity of energy recovery, reduce the driving risk brought by immediately exiting the energy recovery mode and improve the driving safety of the two-wheel vehicle type in the energy recovery process under the special scenes of low temperature or low adhesive force and the like.
Drawings
FIG. 1 is a schematic flow chart of a method for controlling energy recovery in a first embodiment;
fig. 2 is a block diagram showing the construction of a control device for energy recovery in the second embodiment.
Detailed Description
The present application will be described in further detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present application more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the application.
It should be noted that, the illustrations provided in the present embodiment merely illustrate the basic concept of the present application by way of illustration, and only the components related to the present application are shown in the drawings and are not drawn according to the number, shape and size of the components in actual implementation, and the form, number and proportion of the components in actual implementation may be arbitrarily changed, and the layout of the components may be more complex.
The structures, proportions, sizes, etc. shown in the drawings attached hereto are for illustration purposes only and are not intended to limit the scope of the application, which is defined by the claims, but rather by the claims.
References in this specification to orientations or positional relationships as "upper", "lower", "left", "right", "intermediate", "longitudinal", "transverse", "horizontal", "inner", "outer", "radial", "circumferential", etc., are based on the orientation or positional relationships shown in the drawings, are also for convenience of description only, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore are not to be construed as limiting the application. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In a first embodiment, as shown in fig. 1, a control method for energy recovery is provided, and the method is applied to a vehicle controller for illustration, and includes the following steps:
s101: and judging the instability risk level of the current vehicle when the current vehicle is detected to be in the sliding energy recovery state.
The coasting energy recovery state refers to a state in which mechanical energy of the vehicle traveling is converted into electric energy by a generator during the coasting of the vehicle, and stored in an energy storage system such as a battery. That is, when the original coasting energy recovery torque is less than 0 and the estimated steady-state vehicle speed is greater than the preset fourth vehicle speed threshold, the current vehicle is considered to be in the coasting energy recovery state. The fourth speed threshold may be obtained through a real vehicle test, and may be used to indicate that the vehicle is in a sliding state.
In a specific embodiment, the step of determining the destabilizing risk level of the current vehicle includes: acquiring an estimated steady-state vehicle speed of the current vehicle and a preset reference steady-state vehicle speed; obtaining a difference vehicle speed according to the reference steady-state vehicle speed and the estimated steady-state vehicle speed; and judging the instability risk level of the current vehicle based on the difference vehicle speed.
It should be noted that, the difference vehicle speed refers to an absolute value obtained by subtracting the estimated steady-state vehicle speed from the reference steady-state vehicle speed; the reference steady-state vehicle speed may be acquired by a vehicle body electronic stability system (ElectronicStabilityProgram, ESP) to which the vehicle chassis components are coupled, wherein the vehicle body electronic stability system may reference two wheel speeds of the vehicle drive wheels to obtain the reference steady-state vehicle speed.
Further, the step of determining the instability risk level of the current vehicle based on the difference vehicle speed includes: acquiring a preset first vehicle speed threshold value and a preset second vehicle speed threshold value; if the difference vehicle speed is equal to the first vehicle speed threshold value, judging that the instability risk level of the current vehicle is a first level; if the difference vehicle speed is greater than the first vehicle speed threshold and smaller than or equal to the second vehicle speed threshold, judging that the instability risk level of the current vehicle is a second level; if the difference vehicle speed is greater than the second vehicle speed threshold, judging that the instability risk level of the current vehicle is a third level; the risk of instability of the first level, the second level and the third level is gradually increased, and the reference level is the first level.
It should be noted that the first vehicle speed threshold value and the second vehicle speed threshold value may be obtained through a real vehicle test. The first vehicle speed threshold can be used for indicating that the vehicle has good stability without reducing the energy recovery strength; a value greater than the first vehicle speed threshold and less than or equal to the second vehicle speed threshold can be used to indicate that the vehicle is stable and that the energy recovery intensity needs to be properly reduced; a value greater than the first vehicle speed threshold can be used to indicate that the vehicle is poorly stabilized and that a substantial reduction in energy recovery intensity is desired. In this way, the risk of instability of the vehicle is classified into the first, second, and third classes by comparing the difference vehicle speed between the estimated steady-state vehicle speed and the reference steady-state vehicle speed with the first and second vehicle speed thresholds, respectively.
The application provides another implementation mode for judging the instability risk level, namely, comprehensively judging the instability risk level by combining the steering wheel angle change rate or the estimated steady state vehicle speed and the steering wheel angle change rate on the basis of the difference vehicle speed between the reference steady state vehicle speed and the estimated steady state vehicle speed. Wherein, steering wheel angle change rate reflects the intervention degree of the driver to the steering wheel.
Specifically, in another embodiment, the step of determining the destabilizing risk level of the current vehicle includes: acquiring an estimated steady-state vehicle speed, a reference steady-state vehicle speed and a steering wheel angle change rate of the current vehicle; obtaining a difference vehicle speed according to the reference steady-state vehicle speed and the estimated steady-state vehicle speed; and judging the instability risk level of the current vehicle based on the difference vehicle speed and the steering wheel angle change rate.
Further, the step of determining the instability risk level of the current vehicle based on the difference vehicle speed and the steering wheel angle change rate includes: acquiring a preset first vehicle speed threshold value, a preset second vehicle speed threshold value, a preset third vehicle speed threshold value and a preset corner change rate threshold value; if the difference vehicle speed is equal to the first vehicle speed threshold value and the steering wheel angle change rate is smaller than the change rate threshold value, judging that the instability risk level of the current vehicle is a first level; if the difference vehicle speed is greater than the first vehicle speed threshold and less than or equal to the second vehicle speed threshold, and the estimated steady state vehicle speed is less than the third vehicle speed threshold; or, the difference vehicle speed is equal to the first vehicle speed threshold, the estimated steady-state vehicle speed is greater than or equal to the third vehicle speed threshold, and the steering wheel turning angle change rate is greater than or equal to the turning angle change rate threshold, and judging that the instability risk level of the current vehicle is a second level; if the difference vehicle speed is greater than the second vehicle speed threshold; or, the difference vehicle speed is greater than the first vehicle speed threshold and less than or equal to the second vehicle speed threshold, the estimated steady-state vehicle speed is greater than or equal to the third vehicle speed threshold, and the steering wheel angle change rate is greater than or equal to the angle change rate threshold, and then the instability risk level of the current vehicle is judged to be a third level; the risk of instability of the first level, the second level and the third level is gradually increased, and the reference level is the first level.
It should be noted that the first vehicle speed threshold value, the second vehicle speed threshold value, the third vehicle speed threshold value, and the rotation angle change rate threshold value may be set according to a real vehicle test, which is not limited in the present application. For example, the first vehicle speed threshold may be set to 0, the second vehicle speed threshold may be set to 10km/h, the third vehicle speed threshold may be set to 50km/h, and the angle change rate threshold may be set to 90 degrees/sec.
In the above embodiment, the step of obtaining the estimated steady-state vehicle speed of the current vehicle includes: acquiring an inertial navigation vehicle speed effective position and an inertial navigation vehicle speed output by an intelligent driving part; if the inertial navigation vehicle speed valid bit indicates that the inertial navigation vehicle speed is valid, taking the inertial navigation vehicle speed as the estimated steady-state vehicle speed; and if the inertial navigation vehicle speed valid bit indicates that the inertial navigation vehicle speed is invalid, acquiring the left front wheel speed and the right front wheel speed of the current vehicle, and calculating the estimated steady-state vehicle speed according to the left front wheel speed and the right front wheel speed.
The inertial navigation vehicle speed effective position is used for indicating whether the inertial navigation vehicle speed acquired by the intelligent driving component is reliable or not. For example, if the value of the effective bit of the inertial navigation vehicle speed is 1, it is indicated that the inertial navigation vehicle speed acquired by the intelligent driving component is reliable, and at this time, the inertial navigation vehicle speed can be used as an estimated steady-state vehicle speed for subsequent destabilization risk level judgment. If the value of the effective bit of the inertial navigation speed is 0, the inertial navigation speed acquired by the intelligent driving component is unreliable possibly due to faults such as weak navigation signals and lost communication signals, the inertial navigation speed cannot be used as the estimated steady state speed at the moment, the value obtained through conversion can be converted according to the wheel speed of the vehicle, and the converted value is used as the estimated steady state speed. The specific value of the effective value of the inertial navigation speed can also adopt other values to respectively indicate whether the inertial navigation speed is reliable or not, and the application is not limited to the specific value and is not illustrated one by one.
The left front wheel and the right front wheel of the vehicle speed are defined by taking the running direction of the current vehicle as a reference direction; the step of calculating the estimated steady-state vehicle speed from the left front wheel speed and the right front wheel speed may be referred to as: an average value of the sum of the wheel speeds of the left front wheel and the right front wheel is calculated, and the average value is used as an estimated steady-state vehicle speed.
In the above embodiment, the step of obtaining the steering wheel angle change rate may refer to: the steering wheel angle degrees at any two moments are collected, and the absolute value of the difference between the steering wheel angle degrees at the two moments is divided by the duration between the two moments to obtain a value which is used as the steering wheel angle change rate. The steering wheel angle degree can be acquired through the vehicle body electronic stability system, and the default duration of steering wheel change can be set to be 0.5 seconds.
S102: and when the instability risk level exceeds a preset reference level, acquiring an energy recovery limiting coefficient.
In a specific embodiment, the step of obtaining the energy recovery limiting coefficient when the destabilizing risk level exceeds a preset reference level includes: acquiring a preset first mapping relation, wherein the first mapping relation is a corresponding relation between a plurality of pairs of energy recovery limiting coefficients and a difference vehicle speed; and obtaining a corresponding energy recovery limiting coefficient according to the difference vehicle speed at the current moment and the first mapping relation.
It should be noted that, through a large number of real vehicle verifications, the instability risk level and the energy recovery limiting coefficient can be found to be approximately linear, namely when the instability risk level is the first level, the vehicle stability is better at the moment, and the intensity of energy recovery does not need to be reduced; when the instability risk level is the second level, the vehicle stability is general, the intensity of energy recovery needs to be properly reduced, and the energy recovery limiting coefficient is different from 1 to 0.5; when the risk level of instability is the third level, it is indicated that the vehicle stability is poor at this time, and it is necessary to greatly reduce the strength of energy recovery, and the energy recovery limiting coefficient varies from 0.5 to 0.
And if the destabilization risk level is judged to be the second level or the third level, the specific value of the energy recovery limiting coefficient is influenced by the difference vehicle speed between the reference steady-state vehicle speed and the estimated steady-state vehicle speed. Specifically, the greater the difference vehicle speed, the worse the vehicle stability, the greater the degree of intervention on the energy recovery intensity, and the smaller the corresponding energy recovery limiting coefficient, so that the smaller the calculated target energy recovery torque is according to the product of the energy recovery limiting coefficient and the original energy recovery torque; conversely, the smaller the difference vehicle speed, the better the vehicle stability, the smaller the degree of intervention on the energy recovery intensity, and the larger the corresponding energy recovery limiting coefficient, so that the calculated target energy recovery torque is also the larger according to the product of the energy recovery limiting coefficient and the original energy recovery torque.
Therefore, the energy recovery limiting coefficient and the difference vehicle speed can be approximately seen as a linear relation, for example, when the difference vehicle speed is 0 through one real vehicle test, the energy recovery limiting coefficient is 1 without intervention or reduction of the energy recovery intensity; when the differential vehicle speed is 10km/h, the intensity of energy recovery is reduced to half, i.e., the energy recovery limiting coefficient is 0.5, and the vehicle stability can be kept good. Thus, according to the findings of the above-described tests, the first map between the differential vehicle speed and the energy recovery limiting coefficient can be approximately regarded as-0.05x+1=y, where x is the differential vehicle speed and y is the energy recovery limiting coefficient.
In a preferred embodiment, the step of obtaining the energy recovery limiting coefficient when the destabilizing risk level exceeds a preset reference level further includes: counting the number of times of instability of the instability risk level exceeding the reference level in a driving period; if the number of destabilization exceeds a preset number threshold, taking a preset first intervention threshold as the energy recovery limiting coefficient under the condition that the destabilization risk level is the second level, and taking a preset second intervention threshold as the energy recovery limiting coefficient under the condition that the destabilization risk level is the third level. The driving period refers to the duration of one time of running of the current vehicle, namely the duration between the time corresponding to the detected power-on signal and the time corresponding to the power-off signal; the frequency threshold may be obtained according to a real vehicle test, for example, may be set to 3 times, 5 times, etc., which is not limited in the present application; the first intervention threshold may be set to a lowest energy intervention coefficient corresponding to the second level, i.e. 0.5 (for example, the rule found by the aforesaid real vehicle test), and the second intervention threshold may be set to a lowest energy intervention coefficient corresponding to the third level, i.e. 0 (for example, the rule found by the aforesaid real vehicle test).
S103: regulating and controlling the original energy recovery torque according to the energy recovery limiting coefficient to obtain a target energy recovery torque;
s104: and carrying out energy recovery according to the target energy recovery torque.
In some embodiments, when the destabilizing risk level is determined to exceed the preset reference level and the original energy recovery torque is interfered by the energy recovery limiting coefficient, a prompt signal may be sent to inform the user, where the prompt signal may be a sound signal output by the intelligent voice system or a text signal displayed by a user interface of the vehicle-mounted terminal.
In summary, according to the method provided by the application, when the two-wheel vehicle type performs energy recovery in special scenes such as low temperature or low adhesion, the instability risk level can be judged, when the instability risk level exceeds the reference level, the corresponding energy recovery limiting coefficient is obtained, and the target energy recovery torque is redetermined according to the energy recovery limiting coefficient, so that the intensity of energy recovery is reduced, the phenomenon of driving risk caused by immediately exiting the energy recovery mode is improved, and the driving safety of the two-wheel vehicle type in the energy recovery process is improved.
It should be understood that, although the steps in the flowchart of fig. 1 are shown in sequence as indicated by the arrows, the steps are not necessarily performed in sequence as indicated by the arrows. The steps are not strictly limited to the order of execution unless explicitly recited herein, and the steps may be executed in other orders. Moreover, at least some of the steps in fig. 1 may include multiple sub-steps or stages that are not necessarily performed at the same time, but may be performed at different times, nor do the order in which the sub-steps or stages are performed necessarily performed in sequence, but may be performed alternately or alternately with at least a portion of other steps or sub-steps of other steps.
In a second embodiment, as shown in fig. 2, there is provided an energy recovery control device, the device comprising:
the instability risk level judging module is used for judging the instability risk level of the current vehicle when the current vehicle is detected to be in a sliding energy recovery state;
the energy recovery limiting coefficient acquisition module is used for acquiring an energy recovery limiting coefficient when the instability risk level exceeds a preset reference level;
the energy recovery torque regulation and control module is used for regulating and controlling the original energy recovery torque according to the energy recovery limiting coefficient to obtain a target energy recovery torque;
and the energy recovery execution module is used for carrying out energy recovery according to the target energy recovery torque.
In a first embodiment, the destabilizing risk level judging module executes the step of judging the destabilizing risk level of the current vehicle, including: acquiring an estimated steady-state vehicle speed of the current vehicle and a preset reference steady-state vehicle speed; obtaining a difference vehicle speed according to the reference steady-state vehicle speed and the estimated steady-state vehicle speed; and judging the instability risk level of the current vehicle based on the difference vehicle speed.
In a second embodiment, the destabilizing risk level judging module performs a step of judging a destabilizing risk level of the current vehicle, including: acquiring an estimated steady-state vehicle speed, a reference steady-state vehicle speed and a steering wheel angle change rate of the current vehicle; obtaining a difference vehicle speed according to the reference steady-state vehicle speed and the estimated steady-state vehicle speed; and judging the instability risk level of the current vehicle based on the difference vehicle speed and the steering wheel angle change rate.
The instability risk level judging module can be electrically connected with the electronic stability system of the vehicle body, so that a reference steady-state vehicle speed acquired by the electronic stability system of the vehicle body is acquired; the instability risk level judging module can be electrically connected with the steering wheel controller, so that the steering wheel angle change rate is obtained through the steering wheel controller.
As a further embodiment of the first embodiment, the destabilizing risk level judging module executes the step of judging the destabilizing risk level of the current vehicle based on the difference vehicle speed, including: acquiring a preset first vehicle speed threshold value and a preset second vehicle speed threshold value; if the difference vehicle speed is equal to the first vehicle speed threshold value, judging that the instability risk level of the current vehicle is a first level; if the difference vehicle speed is greater than the first vehicle speed threshold and smaller than or equal to the second vehicle speed threshold, judging that the instability risk level of the current vehicle is a second level; if the difference vehicle speed is greater than the second vehicle speed threshold, judging that the instability risk level of the current vehicle is a third level; the risk of instability of the first level, the second level and the third level is gradually increased, and the reference level is the first level.
As a further embodiment of the second embodiment, the destabilizing risk level judging module executes the step of judging the destabilizing risk level of the current vehicle based on the difference vehicle speed and the steering wheel angle change rate, including: acquiring a preset first vehicle speed threshold value, a preset second vehicle speed threshold value, a preset third vehicle speed threshold value and a preset corner change rate threshold value; if the difference vehicle speed is equal to the first vehicle speed threshold value and the steering wheel angle change rate is smaller than the change rate threshold value, judging that the instability risk level of the current vehicle is a first level; if the difference vehicle speed is greater than the first vehicle speed threshold and less than or equal to the second vehicle speed threshold, and the estimated steady state vehicle speed is less than the third vehicle speed threshold; or, the difference vehicle speed is equal to the first vehicle speed threshold, the estimated steady-state vehicle speed is greater than or equal to the third vehicle speed threshold, and the steering wheel turning angle change rate is greater than or equal to the turning angle change rate threshold, and judging that the instability risk level of the current vehicle is a second level; if the difference vehicle speed is greater than the second vehicle speed threshold; or, the difference vehicle speed is greater than the first vehicle speed threshold and less than or equal to the second vehicle speed threshold, the estimated steady-state vehicle speed is greater than or equal to the third vehicle speed threshold, and the steering wheel angle change rate is greater than or equal to the angle change rate threshold, and then the instability risk level of the current vehicle is judged to be a third level; the risk of instability of the first level, the second level and the third level is gradually increased, and the reference level is the first level.
Specifically, the step of obtaining the energy recovery limiting coefficient when the destabilizing risk level exceeds a preset reference level includes: acquiring a preset first mapping relation, wherein the first mapping relation is a corresponding relation between a plurality of pairs of energy recovery limiting coefficients and a difference vehicle speed; and obtaining a corresponding energy recovery limiting coefficient according to the difference vehicle speed at the current moment and the first mapping relation.
In a preferred embodiment, the energy recovery limiting coefficient obtaining module performs the step of obtaining the energy recovery limiting coefficient when the risk level of instability exceeds a preset reference level, and further includes: counting the number of times of instability of the instability risk level exceeding the reference level in a driving period; if the number of destabilization exceeds a preset number threshold, taking a preset first intervention threshold as the energy recovery limiting coefficient under the condition that the destabilization risk level is the second level, and taking a preset second intervention threshold as the energy recovery limiting coefficient under the condition that the destabilization risk level is the third level.
As a specific implementation manner of the foregoing embodiment, the step of obtaining the estimated steady-state vehicle speed of the current vehicle is performed by the instability risk level judging module, including: acquiring an inertial navigation vehicle speed effective position and an inertial navigation vehicle speed output by an intelligent driving part; if the inertial navigation vehicle speed valid bit indicates that the inertial navigation vehicle speed is valid, taking the inertial navigation vehicle speed as the estimated steady-state vehicle speed; and if the inertial navigation vehicle speed valid bit indicates that the inertial navigation vehicle speed is invalid, acquiring the left front wheel speed and the right front wheel speed of the current vehicle, and calculating the estimated steady-state vehicle speed according to the left front wheel speed and the right front wheel speed.
The instability risk level judging module can be electrically connected with the intelligent driving component so as to acquire the inertial navigation speed effective position and the inertial navigation speed acquired by the intelligent driving component; the destabilization risk level judging module can further comprise a speed sensor, and the speed sensor is used for collecting the wheel speed of the left front wheel and the wheel speed of the right front wheel.
For specific limitations on the control means of energy recovery, reference may be made to the above limitations on the control method of energy recovery, and no further description is given here. The various modules in the energy recovery control device described above may be implemented in whole or in part by software, hardware, or a combination thereof. The above modules may be embedded in hardware or may be independent of a processor in the computer device, or may be stored in software in a memory in the computer device, so that the processor may call and execute operations corresponding to the above modules.
In another embodiment, a vehicle is provided, which includes the energy recovery control device according to the second embodiment, wherein the energy recovery control device is configured to perform the steps of the energy recovery control method according to the first embodiment.
Those skilled in the art will appreciate that implementing all or part of the above described methods may be accomplished by way of a computer program stored on a non-transitory computer readable storage medium, which when executed, may comprise the steps of the embodiments of the methods described above. Any reference to memory, storage, database, or other medium used in embodiments provided herein may include non-volatile and/or volatile memory. The nonvolatile memory can include Read Only Memory (ROM), programmable ROM (PROM), electrically Programmable ROM (EPROM), electrically Erasable Programmable ROM (EEPROM), or flash memory. Volatile memory can include Random Access Memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms such as Static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double Data Rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous Link DRAM (SLDRAM), memory bus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), among others.
The technical features of the above embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.
The above examples illustrate only a few embodiments of the application, which are described in detail and are not to be construed as limiting the scope of the application. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the application, which are all within the scope of the application. Accordingly, the scope of protection of the present application is to be determined by the appended claims.
Claims (10)
1. A method of controlling energy recovery, comprising:
judging the instability risk level of the current vehicle when the current vehicle is detected to be in a sliding energy recovery state;
when the instability risk level exceeds a preset reference level, acquiring an energy recovery limiting coefficient;
regulating and controlling the original energy recovery torque according to the energy recovery limiting coefficient to obtain a target energy recovery torque;
and carrying out energy recovery according to the target energy recovery torque.
2. The method according to claim 1, characterized in that the step of judging the instability risk level of the current vehicle includes:
acquiring an estimated steady-state vehicle speed of the current vehicle and a preset reference steady-state vehicle speed;
obtaining a difference vehicle speed according to the reference steady-state vehicle speed and the estimated steady-state vehicle speed;
and judging the instability risk level of the current vehicle based on the difference vehicle speed.
3. The method according to claim 1, characterized in that the step of judging the instability risk level of the current vehicle includes:
acquiring an estimated steady-state vehicle speed, a reference steady-state vehicle speed and a steering wheel angle change rate of the current vehicle;
obtaining a difference vehicle speed according to the reference steady-state vehicle speed and the estimated steady-state vehicle speed;
and judging the instability risk level of the current vehicle based on the difference vehicle speed and the steering wheel angle change rate.
4. The method according to claim 2, characterized in that the step of determining the instability risk level of the current vehicle based on the difference vehicle speed includes:
acquiring a preset first vehicle speed threshold value and a preset second vehicle speed threshold value;
if the difference vehicle speed is equal to the first vehicle speed threshold value, judging that the instability risk level of the current vehicle is a first level;
if the difference vehicle speed is greater than the first vehicle speed threshold and smaller than or equal to the second vehicle speed threshold, judging that the instability risk level of the current vehicle is a second level;
if the difference vehicle speed is greater than the second vehicle speed threshold, judging that the instability risk level of the current vehicle is a third level;
the risk of instability of the first level, the second level and the third level is gradually increased, and the reference level is the first level.
5. The control method of energy recovery according to claim 3, characterized in that the step of judging the instability risk level of the current vehicle based on the difference vehicle speed and the steering wheel angle change rate includes:
acquiring a preset first vehicle speed threshold value, a preset second vehicle speed threshold value, a preset third vehicle speed threshold value and a preset corner change rate threshold value;
if the difference vehicle speed is equal to the first vehicle speed threshold value and the steering wheel angle change rate is smaller than the change rate threshold value, judging that the instability risk level of the current vehicle is a first level;
if the difference vehicle speed is greater than the first vehicle speed threshold and less than or equal to the second vehicle speed threshold, and the estimated steady state vehicle speed is less than the third vehicle speed threshold; or, the difference vehicle speed is equal to the first vehicle speed threshold, the estimated steady-state vehicle speed is greater than or equal to the third vehicle speed threshold, and the steering wheel turning angle change rate is greater than or equal to the turning angle change rate threshold, and judging that the instability risk level of the current vehicle is a second level;
if the difference vehicle speed is greater than the second vehicle speed threshold; or, the difference vehicle speed is greater than the first vehicle speed threshold and less than or equal to the second vehicle speed threshold, the estimated steady-state vehicle speed is greater than or equal to the third vehicle speed threshold, and the steering wheel angle change rate is greater than or equal to the angle change rate threshold, and then the instability risk level of the current vehicle is judged to be a third level;
the risk of instability of the first level, the second level and the third level is gradually increased, and the reference level is the first level.
6. The method according to claim 4 or 5, characterized in that the step of acquiring the energy recovery limiting coefficient when the risk level of instability exceeds a preset reference level, comprises:
acquiring a preset first mapping relation, wherein the first mapping relation is a corresponding relation between a plurality of pairs of energy recovery limiting coefficients and a difference vehicle speed;
and obtaining a corresponding energy recovery limiting coefficient according to the difference vehicle speed at the current moment and the first mapping relation.
7. The method according to claim 6, wherein the step of acquiring the energy recovery limiting coefficient when the destabilizing risk level exceeds a preset reference level, further comprises:
counting the number of times of instability of the instability risk level exceeding the reference level in a driving period;
if the number of destabilization exceeds a preset number threshold, taking a preset first intervention threshold as the energy recovery limiting coefficient under the condition that the destabilization risk level is the second level, and taking a preset second intervention threshold as the energy recovery limiting coefficient under the condition that the destabilization risk level is the third level.
8. The method of controlling energy recovery according to claim 2, characterized in that the step of obtaining an estimated steady state vehicle speed of the current vehicle comprises:
acquiring an inertial navigation vehicle speed effective position and an inertial navigation vehicle speed output by an intelligent driving part;
if the inertial navigation vehicle speed valid bit indicates that the inertial navigation vehicle speed is valid, taking the inertial navigation vehicle speed as the estimated steady-state vehicle speed;
and if the inertial navigation vehicle speed valid bit indicates that the inertial navigation vehicle speed is invalid, acquiring the left front wheel speed and the right front wheel speed of the current vehicle, and calculating the estimated steady-state vehicle speed according to the left front wheel speed and the right front wheel speed.
9. A control device for energy recovery, the device comprising:
the instability risk level judging module is used for judging the instability risk level of the current vehicle when the current vehicle is detected to be in a sliding energy recovery state;
the energy recovery limiting coefficient acquisition module is used for acquiring an energy recovery limiting coefficient when the instability risk level exceeds a preset reference level;
the energy recovery torque regulation and control module is used for regulating and controlling the original energy recovery torque according to the energy recovery limiting coefficient to obtain a target energy recovery torque;
and the energy recovery execution module is used for carrying out energy recovery according to the target energy recovery torque.
10. A vehicle, characterized in that the vehicle comprises an energy recovery control device according to claim 9, wherein the energy recovery control device is adapted to perform the steps of the energy recovery control method according to any one of claims 1-8.
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| CN202310581812.9A CN116587872A (en) | 2023-05-23 | 2023-05-23 | Energy recovery control method and device and vehicle |
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| CN202310581812.9A CN116587872A (en) | 2023-05-23 | 2023-05-23 | Energy recovery control method and device and vehicle |
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