CN116923103A

CN116923103A - Control method and control device

Info

Publication number: CN116923103A
Application number: CN202210320520.5A
Authority: CN
Inventors: 白宇
Original assignee: Shanghai Jusheng Technology Co Ltd
Current assignee: Shanghai Jusheng Technology Co Ltd
Priority date: 2022-03-29
Filing date: 2022-03-29
Publication date: 2023-10-24

Abstract

The embodiment of the invention discloses a control method and a control device. The vehicle controller provided by the embodiment of the invention can control the driving device to recycle mechanical energy generated in the braking or freewheeling process of the vehicle according to the actual running state of the vehicle when the vehicle is in the energy recycling state, and control the vehicle system to consume braking energy according to a preset energy consumption strategy so as to reduce the energy consumption of the power supply battery. According to the embodiment of the invention, the recovered mechanical energy is consumed through different components in the vehicle system according to the energy consumption strategy, so that the energy consumption of the power supply battery is reduced, and the utilization rate of braking energy is effectively improved.

Description

Control method and control device

Technical Field

The invention relates to the technical field of computers, in particular to a control method and a control device.

Background

In the energy recovery mode, the pure electric vehicle can convert mechanical energy (i.e., braking energy) generated by the vehicle in braking or freewheeling into electric energy through the braking energy recovery system for recovery and storage of the power supply battery. However, when the charging capacity of the power supply battery is limited, only limited mechanical energy can be recovered, and thus the consumption of the electric energy of the power supply battery increases.

Disclosure of Invention

Accordingly, an object of an embodiment of the present invention is to provide a control method and a control device for consuming recovered braking energy according to a predetermined energy consumption strategy, so as to reduce the consumption of the electric energy of the power supply battery and improve the utilization rate of the braking energy.

According to a first aspect of an embodiment of the present invention, there is provided a control method, adapted to a vehicle controller, the method including:

acquiring a running state of a target vehicle;

controlling a driving device of the target vehicle to recover braking energy according to the driving state in response to the target vehicle being in an energy recovery state;

the vehicle system is controlled to consume the braking energy according to a predetermined energy consumption strategy to reduce power supply battery energy consumption.

Preferably, the target vehicle is in an energy recovery state specifically:

the power pedal of the target vehicle is not triggered.

Preferably, the driving state includes a ramp ratio and a driving speed of the target vehicle, the ramp ratio representing a proportion of a downhill road section on a driving road of the target vehicle;

the controlling the driving device of the target vehicle to recover braking energy according to the driving state includes:

Controlling the drive device to recover the braking energy at a first intensity in response to the ramp duty cycle belonging to a first duty cycle interval and/or the travel speed belonging to a first speed interval;

controlling the driving device to recover the braking energy at a second intensity in response to the ramp duty cycle belonging to a second duty cycle interval and/or the travel speed belonging to a second speed interval;

and controlling the driving device to recover the braking energy with a third intensity in response to the ramp duty ratio belonging to a third duty ratio interval and/or the running speed belonging to a third speed interval.

Preferably, the energy consumption strategy comprises at least one of a consumer power consumption strategy, a power recovery strategy, a temperature regulation strategy, a reactive power consumption strategy and a brake compensation strategy.

Preferably, the energy consumption strategy further comprises priorities of the consumer power consumption strategy, the power recovery strategy, the temperature regulation strategy, the reactive power consumption strategy and the brake compensation strategy.

Preferably, controlling the vehicle system to consume the braking energy according to a predetermined energy consumption strategy comprises:

and controlling different parts in the vehicle system to sequentially consume the braking energy according to the priorities of the electric energy consumption strategy of the electric equipment, the electric energy recovery strategy, the temperature regulation strategy, the reactive power consumption strategy and the braking compensation strategy.

Preferably, the electric power consumption strategy of the electric equipment is to consume the braking energy through the electric equipment;

the controlling the vehicle system to consume the braking energy according to a predetermined energy consumption strategy includes:

controlling the driving device to convert the braking energy into electric energy;

acquiring the working state of electric equipment in the vehicle system;

and responding to the working state to represent that at least one electric equipment is working, and controlling the electric equipment to consume the electric energy according to the electric energy consumption strategy of the electric equipment.

Preferably, the electric energy recovery strategy is to charge the power supply battery by the braking energy;

the controlling the vehicle system to consume the braking energy according to a predetermined energy consumption strategy further includes:

determining the remaining electrical energy as a first remaining electrical energy in response to the electrical energy remaining, or the operating state indicating that no electrical consumer is operating;

acquiring the state of charge of the power supply battery;

and responding to the state of charge being lower than a target threshold value, and controlling a driving device to charge the power supply battery through the first residual electric energy according to the electric energy recovery strategy.

Preferably, the temperature regulation strategy is to regulate the temperature of the electric equipment and/or the power supply battery through the braking energy;

determining the first remaining electrical energy remaining as a second remaining electrical energy in response to the state of charge reaching the target threshold and the first remaining electrical energy remaining, or the state of charge not being below the target threshold;

acquiring an ambient temperature;

and responding to the environment temperature not belonging to the preset temperature range, controlling a temperature regulating device to carry out temperature regulating treatment on at least one of the electric equipment and the power supply battery through the second residual electric energy according to the temperature regulating strategy, wherein the first temperature range is the temperature range of the electric equipment and the power supply battery when the electric equipment and the power supply battery work normally.

Preferably, the controlling the vehicle system to consume the braking energy according to a predetermined energy consumption strategy further comprises:

determining the remaining second remaining electric energy as a third remaining electric energy in response to the ambient temperature reaching the predetermined temperature range and the second remaining electric energy remaining, or the ambient temperature belonging to the predetermined temperature range;

and controlling at least one of the electric equipment and the driving device to consume the third residual electric energy according to the reactive consumption strategy.

Preferably, the braking compensation strategy is to consume the braking energy through a braking system in a hydraulically compensated manner;

and controlling the brake system to consume the third residual electric energy according to the brake compensation strategy in response to the third residual electric energy residual so as to adjust the braking capability of the brake pedal.

Preferably, the method further comprises:

acquiring historical energy recovery data of the target vehicle;

determining a state of charge upper limit of the power supply battery according to the historical energy recovery data;

and controlling a display device to display the upper limit value of the state of charge so as to adjust the upper limit of the charge of the power supply battery.

According to a second aspect of an embodiment of the present invention, there is provided a control apparatus adapted to a vehicle controller, the apparatus comprising:

a state acquisition unit configured to acquire a running state of a target vehicle;

an energy recovery unit configured to control a driving device of the target vehicle to recover braking energy according to the running state in response to the target vehicle being in an energy recovery state;

and the energy consumption unit is used for controlling the vehicle system to consume the braking energy according to a preset energy consumption strategy so as to reduce the energy consumption of the power supply battery.

According to a third aspect of embodiments of the present invention, there is provided a computer readable storage medium having stored thereon computer program instructions, wherein the computer program instructions, when executed by a processor, implement the method according to any of the first aspects.

According to a fourth aspect of embodiments of the present invention, there is provided an electronic device comprising a memory and a processor, wherein the memory is for storing one or more computer program instructions, wherein the one or more computer program instructions are executed by the processor to implement the method as in any of the first aspects.

According to a fifth aspect of embodiments of the present invention, there is provided a computer program product comprising a computer program/instruction for execution by a processor to implement the method as in any of the first aspects.

The vehicle controller provided by the embodiment of the invention can control the driving device to recycle mechanical energy generated in the braking or freewheeling process of the vehicle according to the actual running state of the vehicle when the vehicle is in the energy recycling state, and control the vehicle system to consume braking energy according to a preset energy consumption strategy so as to reduce the energy consumption of the power supply battery. According to the embodiment of the invention, the recovered mechanical energy is consumed through different components in the vehicle system according to the energy consumption strategy, so that the energy consumption of the power supply battery is reduced, and the utilization rate of braking energy is effectively improved.

Drawings

The above and other objects, features and advantages of the present invention will become more apparent from the following description of embodiments of the present invention with reference to the accompanying drawings, in which:

fig. 1 is a flowchart of a control method of a first embodiment of the present invention;

FIGS. 2-3 are flowcharts of braking energy consumption in an alternative implementation of the first embodiment of the present invention;

FIG. 4 is a schematic diagram of a control device according to a second embodiment of the present invention;

fig. 5 is a schematic view of an electronic device according to a third embodiment of the present invention.

Detailed Description

The present invention is described below based on examples, but the present invention is not limited to only these examples. In the following detailed description of the present invention, certain specific details are set forth in detail. The present invention will be fully understood by those skilled in the art without the details described herein. Well-known methods, procedures, flows, components and circuits have not been described in detail so as not to obscure the nature of the invention.

Moreover, those of ordinary skill in the art will appreciate that the drawings are provided herein for illustrative purposes and that the drawings are not necessarily drawn to scale.

Unless the context clearly requires otherwise, the words "comprise," "comprising," and the like in the description are to be construed in an inclusive sense as opposed to an exclusive or exhaustive sense; that is, it is the meaning of "including but not limited to".

In the description of the present invention, it should be understood that 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. Furthermore, in the description of the present invention, unless otherwise indicated, the meaning of "a plurality" is two or more.

In order to reduce the dependence on non-renewable resources such as coal, petroleum, natural gas and the like, new energy automobiles, particularly pure electric automobiles, are gradually moving into the daily life of people. For the traditional internal combustion engine automobile, when the automobile decelerates, brakes and slides, the motion energy of the automobile is converted into heat through a braking system and is dissipated, and the pure electric automobile can convert mechanical energy generated by the automobile in braking or freewheeling into electric energy through the braking energy recovery system in an energy recovery mode so as to be recovered and stored by a power supply battery, so that the electric quantity consumption of the power supply battery can be reduced.

A battery is a device capable of converting chemical energy into electrical energy. The conversion of chemical energy into electrical energy belongs to one of electrochemical reactions, and at a suitable temperature, the conversion of electrical energy can be performed at a higher conversion rate, and the more thorough the reaction is, the higher the state of charge of the battery is, and the lower the conversion efficiency of electrical energy (i.e., the charging capacity of the battery) is. Therefore, the charging capability of the existing dry battery, lead storage battery and lithium battery is affected by the state of charge, the ambient temperature and the like, and the charging capability of the power supply battery is weaker under extreme conditions such as higher state of charge (for example, higher than 90%), lower ambient temperature, higher temperature (for example, higher than 30 degrees) and the like, whereas the charging capability of the power supply battery is stronger.

In order to ensure that the power supply battery can normally work without being overcharged, the energy recovery intensity of the existing braking energy recovery system is positively correlated with the charging capacity of the power supply battery when the energy is recovered, the stronger the charging capacity of the battery is, the stronger the energy recovery intensity of the braking energy recovery system is, until the upper limit of the energy recovery intensity is reached, and conversely, the weaker the energy recovery intensity is. Therefore, when the charging capability of the power supply battery is limited, only limited mechanical energy can be recovered, and most of the mechanical energy is wasted due to the fact that the mechanical energy cannot be recovered, the power supply battery needs to consume the electric energy of the power supply battery to be used by the electric equipment and the motor, and therefore the consumption of the electric energy of the power supply battery can be increased.

Fig. 1 is a flowchart of a control method of a first embodiment of the present invention. As shown in fig. 1, the method of the present embodiment includes the following steps:

step S100, a running state of the target vehicle is acquired.

In the running process, the vehicle system of the pure electric vehicle can acquire various data including the running state of the pure electric vehicle and feed back the acquired data to the vehicle controller of the pure electric vehicle.

In the present embodiment, the running state of the target vehicle may include the running speed of the target vehicle and the proportion of the downhill road section in the running road of the target vehicle, that is, the ramp ratio. The running speed of the target vehicle may be an instantaneous running speed or an average running speed. Alternatively, the running state may also include other information such as a vehicle body inclination angle, a vehicle acceleration, and the like, and the present embodiment is not limited.

In order to better determine the ramp duty ratio and the average running speed of the target vehicle, in this step, the vehicle controller may acquire the proportion of the ramp section of the target vehicle in the running road of the current period as the ramp duty ratio according to a predetermined period, and at the same time acquire the running distance of the target vehicle in the current period, and determine the average running speed of the target vehicle in the current period according to the running distance of the target vehicle in the current period and the period duration.

In step S200, in response to the target vehicle being in the energy recovery state, the driving device of the target vehicle is controlled to recover braking energy according to the running state.

The target vehicle may enter the energy recovery state when the power pedal of the target vehicle is not triggered or the brake pedal of the target vehicle is triggered. During normal running of a pure electric vehicle, a motor (i.e., an electric vehicle motor, a motor, etc.) as a driving device may convert electric energy stored in a power supply battery into mechanical energy to drive a target vehicle forward. In the energy recovery state, the braking energy recovery system of the pure electric vehicle can control the motor controller to output negative torque under the control of the vehicle controller so as to control the motor to convert mechanical energy generated by the target vehicle in braking or freewheeling into electric energy.

In the state where the pure electric vehicle is in the energy recovery state, the motor coil converts mechanical energy into electric energy by generating an inverse electromotive force in a direction of obstructing the change of the magnetic flux. In this process, the current flowing to rotate the motor is opposite to the reverse current generated by the reverse electromotive force, and resistance is generated on the reverse current to reduce the rotation speed of the motor until the instantaneous rotation speed of the motor is the same as the synchronous rotation speed. Reducing the rotational speed of the motor can cause the pure electric vehicle to generate deceleration (or jerk) feeling, and the faster the rotational speed of the motor is reduced, the higher the energy recovery intensity of the target vehicle is, and the more obvious the deceleration feeling of the target vehicle is.

In the prior art, after the electric machine converts mechanical energy into electrical energy, the electrical energy is stored directly into a power supply battery. Therefore, in order to prevent damage to the power supply battery caused by charging the power supply battery when the charging capability of the power supply battery is low, the vehicle controller needs to determine whether to recover the energy based on the state of charge of the power supply battery, the ambient temperature, and the like. If it is determined that the charge state of the power supply battery, the ambient temperature and other factors are not suitable for charging the power supply battery, the vehicle controller does not perform energy recovery, or performs energy recovery with very low energy recovery intensity, at this time, the braking energy which can be recovered is very limited, and the difference between the deceleration sense of the target vehicle and the deceleration sense of the power supply battery, which is generated by the target vehicle when the power supply battery can be charged normally, is obvious, so that the driving experience of a driver of the vehicle is reduced, and serious traffic accidents are also easily caused. In this embodiment, the electric energy is not directly stored in the power supply battery after the electric motor converts the mechanical energy into the electric energy, so that the vehicle controller does not need to determine whether to perform energy recovery according to the charging capability of the power supply battery.

In the present embodiment, the vehicle controller may control the driving device of the target vehicle to recover braking energy at different intensities according to the running state of the vehicle. Specifically, when the lane duty belongs to the first duty section, and/or the traveling speed of the target vehicle belongs to the first speed section, the vehicle controller may control the driving device to recover the braking energy at the first intensity; when the lane duty ratio belongs to a second duty ratio interval and/or the running speed of the target vehicle belongs to a second speed interval, the vehicle controller can control the driving device to recover braking energy with a second intensity; the vehicle controller may control the driving device to recover the braking energy at the third intensity when the lane duty belongs to the third duty section and/or the running speed of the target vehicle belongs to the second speed section. The higher the lane ratio or the faster the traveling speed of the target vehicle, the higher the energy recovery intensity of the target vehicle, and thus the second intensity is greater than the first intensity and less than the third intensity, the upper limit of the first duty cycle section is not higher than the lower limit of the second duty cycle section, and the upper limit of the second duty cycle section is not higher than the lower limit of the third duty cycle section, while the upper limit of the first speed section is not higher than the lower limit of the second speed section, and the upper limit of the second speed section is not higher than the lower limit of the third speed section.

The energy recovery strength of the motor is affected by the torque. The smaller the torque, the faster the motor decreases the speed of rotation, the stronger the energy recovery strength, and the larger the torque, the slower the motor decreases the speed of rotation, the lower the energy recovery strength. Therefore, in the present embodiment, the correspondence relationship between the torque of the motor and the energy recovery intensity may be obtained in advance, so that the vehicle controller may control the motor controller to output negative torques of different magnitudes, thereby controlling the motor to recover braking energy generated by the target vehicle at different intensities.

For example, in a ramp duty cycle that belongs to a first duty cycle interval: 0-5% and/or the driving speed of the target vehicle belongs to the first speed interval: at 0-50km/h, the vehicle controller may control the driving device of the target vehicle to perform energy recovery at an energy recovery intensity of 0.1g, i.e., the first intensity; in the second duty cycle interval, the ramp duty cycle is: 5-10% and/or the driving speed of the target vehicle belongs to the second speed interval: at 50-100km/h, the vehicle controller may control the driving device of the target vehicle to perform energy recovery at an energy recovery intensity of 0.2g, that is, a second intensity; in the third duty cycle interval, the ramp duty cycle is: greater than 10% and/or the travel speed of the target vehicle belongs to the first speed interval: above 100km/h, the vehicle controller may control the driving device of the target vehicle to perform energy recovery at an energy recovery intensity of 0.3g, i.e., a third intensity. Where g is the gravitational acceleration of the target vehicle's locus.

In step S300, the vehicle system is controlled to consume braking energy according to a predetermined energy consumption strategy to reduce power consumption of the power supply battery.

In this embodiment, the energy consumption strategy may include at least one of a consumer power consumption strategy, a power recovery strategy, a temperature regulation strategy, a reactive power consumption strategy, and a brake compensation strategy. Optionally, while the energy consumption policy may include a consumer power consumption policy, a power recovery policy, a temperature regulation policy, a reactive power consumption policy, and a brake compensation policy, priorities of the policies may also be included. Further, the priority of each policy may be preset, or may be set by the driver of the vehicle.

Alternatively, the corresponding energy consumption strategies may be the same or different when the target vehicle is in different driving states.

The electric energy consumption strategy of the electric equipment is to consume braking energy through the electric equipment, the electric energy recovery strategy is to charge a power supply battery through the braking energy, the temperature regulation strategy is to regulate the temperature of the electric equipment and/or the power supply battery through the braking energy, the reactive power consumption strategy is to consume the braking energy through the electric equipment and/or the driving device in a reactive power driving mode, and the braking compensation strategy is to consume the braking energy through a braking system in a hydraulic compensation mode.

In this step, the vehicle controller may control different components in the vehicle system to sequentially consume the recovered braking energy according to priorities of the energy consumption policies, which may include a consumer power consumption policy, a power recovery policy, a temperature regulation policy, a reactive power consumption policy, and a braking compensation policy.

Fig. 2-3 are flowcharts of braking energy consumption in an alternative implementation of the first embodiment of the present invention. In an alternative implementation, the predetermined consumption policy is: electric energy consumption strategy- > electric energy recovery strategy- > temperature regulation strategy- > reactive power consumption strategy- > braking compensation strategy, that is, the electric energy consumption strategy of the electric equipment has the highest priority and the braking compensation strategy has the lowest priority. As shown in fig. 2-3, step S300 may include the steps of:

in step S310, the driving device is controlled to convert the braking energy into electric energy.

In this step, the vehicle controller may control the motor controller to output a negative torque to control the motor to convert braking energy generated by the target vehicle during braking or freewheeling into electric energy.

Step S3A, determining whether the electric equipment is working.

In an alternative implementation manner of this embodiment, the vehicle controller may obtain the working states of the electric devices in the vehicle system. The electrical devices in the vehicle system may include an on-board display, an air conditioning system, a music player, and the like.

If the obtained working state indicates that at least one electric equipment is working, the vehicle controller may execute step S320; if the obtained operation state indicates that no electric equipment is operating, step S330 is performed.

Step S320, the electric equipment is controlled to consume electric energy according to the electric equipment electric energy consumption strategy.

If at least one working electric equipment exists in the vehicle system, the vehicle controller can control the electric equipment to consume electric energy according to the electric equipment electric energy consumption strategy. Under such circumstances, the powered device may consume the recovered braking energy converted electrical energy without consuming additional electrical energy provided by the power supply battery, and the converted electrical energy may not be directly stored in the power supply battery, which may effectively save the power of the power supply battery while ensuring the energy recovery strength of the target vehicle.

Step S330, the state of charge of the power supply battery is obtained.

If the electric energy remains after the electric equipment is consumed, or no working electric equipment exists in the vehicle system, the vehicle controller can acquire the current charge state of the power supply battery. The State Of Charge (SOC) represents the ratio Of the current remaining power Of the battery to the power in the fully charged State, and the State Of Charge value Of the target battery in the fully charged State is 100%. Specifically, the vehicle controller may obtain the state of charge of the power supply battery through a battery management system in the vehicle system.

Step S3B, determining whether the state of charge is below a target threshold.

In this embodiment, the target threshold may be a predetermined highest threshold that can ensure the energy recovery strength of the braking energy recovery system. For example, the braking energy recovery system may be set to 90% when the energy recovery strength is affected when the state of charge of the power supply battery is higher than 90%.

Optionally, the vehicle controller may also acquire historical energy recovery data of the target vehicle, determine an estimated value of electric energy that the energy recovery system can recover through braking or freewheeling of the target vehicle according to the historical energy recovery data, and determine the target threshold according to the estimated value of electric energy that can be recovered. Specifically, the vehicle controller may take an average value of the electric energy recovered by the target vehicle per kilometer determined according to the historical energy recovery data as an estimated value, or may take part of the data in the historical energy recovery data as input, predict the value of the electric energy of the target vehicle in the target time period as an estimated value through a pre-trained model, and convert the estimated value of the electric energy into a recoverable state of charge value of the power supply battery, so as to determine the target threshold value according to a difference value between the state of charge value of the power supply battery under full charge and the recoverable state of charge value. The recoverable state of charge value of the power supply battery can be determined by the corresponding state of charge-electric energy correspondence of the power supply battery.

For example, the vehicle controller may set the target threshold to 90% if it determines from the historical energy recovery data that the estimated value of the electrical energy that the target vehicle can recover by braking the energy recovery system is 10% of the state of charge value that is converted to be recoverable by the power supply battery.

Alternatively, the target threshold may be a threshold set by the driver of the vehicle.

When the current state of charge of the power supply battery is lower than the target threshold value, the vehicle controller may perform step S340; otherwise, step S350 is performed.

Step S340, controlling the driving device to charge the power supply battery through the first residual electric energy according to the electric energy recovery strategy.

When the current state of charge of the power supply battery is below the target threshold, the vehicle controller may control the electric machine to charge the power supply battery with the remaining electric energy (i.e., the first remaining electric energy) in accordance with the electric energy recovery strategy.

In step S350, the ambient temperature is obtained.

The vehicle controller may obtain the ambient temperature after charging the power supply battery with the first remaining electrical energy remaining or the current state of charge of the power supply battery is not below a target threshold. Alternatively, the vehicle controller may control a temperature sensor (e.g., thermocouple, thermistor, etc.) configured in the vehicle system to detect the current ambient temperature. Alternatively, the vehicle controller may also send an ambient temperature acquisition request to the server to acquire the current ambient temperature from the server.

Step S3C, determining whether the ambient temperature belongs to a predetermined temperature range.

In this embodiment, the predetermined temperature range is a temperature range in which the electric equipment and the power supply battery of the target vehicle can normally operate. When the ambient temperature does not belong to the predetermined temperature range, the vehicle controller may perform step S360; otherwise, step S370 is performed.

And step S360, controlling the temperature regulating device to carry out temperature regulating treatment on at least one of the electric equipment and the power supply battery through the second residual electric energy according to a temperature regulating strategy.

If the ambient temperature is low, in the prior art, the electric equipment and the power supply battery usually need to convert part of electric energy into heat energy after a period of time after starting to work so as to enter a normal working state; if the ambient temperature is high, the vehicle controller in the prior art may control a heat dissipating device (e.g., a heat dissipating fan) in the vehicle system to cool the electric device and the power supply battery. However, this method consumes a large amount of electric energy stored in the power supply battery, and most of the heat energy is dissipated to cause waste.

In this embodiment, the vehicle controller may control the temperature adjusting device to convert the first residual electric energy (i.e., the second residual electric energy) remaining in the energy recovery manner into heat energy according to the heat energy storage policy, so as to directly perform temperature adjustment processing on the electric equipment and the power supply battery, thereby effectively reducing the electric quantity consumption of the power supply battery.

Specifically, if the ambient temperature is lower than the lower limit of the predetermined temperature range, indicating that the outside air temperature is too low, the vehicle controller may control a temperature adjusting device (i.e., an air conditioning system) including a PTC heater (PTC heater), a compressor, a condenser, a heat radiating plate, an evaporator, a fan, etc., to consume the second surplus electric energy in a heating manner to perform a temperature increasing process on at least one of the electric consumer and the power supply battery. If the ambient temperature is higher than the upper limit of the preset temperature range, the vehicle controller can control the temperature regulating device to consume the second residual electric energy in a refrigerating mode so as to cool at least one of the electric equipment and the power supply battery.

And step S370, controlling at least one of the electric equipment and the driving device to consume the third residual electric energy according to the reactive power consumption strategy.

In real life, many electric devices including driving devices work according to the electromagnetic induction principle, and the working principle of the electric devices is that energy can be converted and transferred only by establishing an alternating magnetic field, and electric power, namely reactive power, required for establishing the alternating magnetic field and inducing magnetic flux is required. In the prior art, in order to enable the consumer and the drive to operate properly, this part of the reactive power is supplied by the supply battery, and therefore the electrical energy stored in the supply battery is also consumed.

In this embodiment, when the second remaining electric energy remains after the temperature adjustment process is performed on at least one of the electric device and the power supply battery, or the ambient temperature belongs to the predetermined temperature range, the vehicle controller may control at least one of the electric device and the driving device to consume the remaining second remaining electric energy (i.e., the third remaining electric energy) according to the reactive power consumption policy, so as to further save the electric energy of the power supply battery.

In step S380, the brake system is controlled to consume the remaining third remaining electric energy according to the brake compensation strategy.

When the charging capability of the power supply battery is limited, the energy recovery strength of the braking energy recovery system may be affected, and the deceleration feel of the target vehicle may be reduced. In order to prevent the deceleration of the target vehicle from being greatly influenced, and at the same time, to reduce the power consumption of the power supply battery by the brake system, if the second surplus power remains after being consumed by at least one of the electric device and the driving device, the vehicle controller may control the brake system to consume the remaining second surplus power (i.e., the third surplus power) in accordance with the brake compensation strategy.

In this embodiment, the brake system may be an electro-hydraulic brake system. The integrated electronic pedal sensor in the electronic hydraulic brake system can accurately sense the force and acceleration used by a vehicle driver to trigger a brake pedal, and convert the force and acceleration into electric signals to be transmitted to the electronic control unit, and the high-pressure hydraulic control unit can automatically adjust the brake pressure of wheels according to different running states of a target vehicle. By means of hydraulic compensation, the braking capacity of the brake pedal can be compensated, and therefore the safe driving performance of the target vehicle is improved.

It is easy to understand that the brake system of the present embodiment is an electro-hydraulic brake system, and therefore the third surplus electric energy can be consumed by means of hydraulic compensation. When the braking system is another type of braking system, the vehicle controller may consume the third remaining electrical energy in other ways.

Optionally, the method of this embodiment may further include the steps of:

step S400, historical energy recovery data of the target vehicle is acquired.

In each driving process of the target vehicle, the vehicle system of the pure electric vehicle can acquire various data including energy recovery data of the pure electric vehicle, and feed back the acquired data to a vehicle controller of the pure electric vehicle. The vehicle controller may store this data locally or in a database.

In this step, the vehicle controller may acquire the historical energy recovery data of the target vehicle in the current period according to the predetermined period, specifically may acquire the historical energy recovery data of the target vehicle locally, or may acquire the historical energy recovery data of the target vehicle from the database according to the vehicle identifier of the target vehicle.

Step S500, the upper limit value of the charge state of the power supply battery is determined according to the historical energy recovery data.

And determining an estimated value of the electric energy which can be recovered by the energy recovery system through the target vehicle braking or freewheeling according to the historical energy recovery data, and determining an upper limit value of the state of charge according to the estimated value of the electric energy which can be recovered. Specifically, the vehicle controller may use, as the estimated value, an average value of recovered energy when the target vehicle determined from the historical energy recovery data travels on the same travel locus, or may use, as the input, part of the data in the historical energy recovery data, and predict, by a model trained in advance, a value of electric energy of the target vehicle in the target period as the estimated value.

After obtaining the estimated value of the electric energy, the vehicle controller may convert the estimated value of the electric energy into a recoverable state of charge value of the power supply battery, and determine an upper limit value of the state of charge of the power supply battery according to a difference value between the state of charge value and the recoverable state of charge value when the vehicle is fully charged.

In step S600, the display device is controlled to display the upper limit value of the state of charge, so as to adjust the upper limit of the charge of the power supply battery.

After determining the state of charge upper limit value of the power supply battery, the vehicle controller may control the display device to display the state of charge upper limit value so that the vehicle driver or the vehicle owner may set the state of charge upper limit value of the power supply battery.

Specifically, the vehicle controller may control the vehicle-mounted display of the target vehicle to display the upper limit value of the state of charge according to a predetermined display rule, or may send a prompt message carrying the upper limit value of the state of charge to the target terminal held by the vehicle owner, so that the display device of the target terminal may display the upper limit value of the state of charge according to the predetermined display rule.

Alternatively, if an instruction for confirming modification of the upper charging limit sent by the vehicle-mounted display or the target terminal is received, the vehicle controller may set the upper charging limit of the power supply battery to the upper charging limit value.

The vehicle controller of the embodiment can control the driving device to recycle mechanical energy generated in the braking or freewheeling process of the vehicle according to the actual running state of the vehicle when the vehicle is in the energy recycling state, and control the vehicle system to consume braking energy according to a preset energy consumption strategy so as to reduce the energy consumption of the power supply battery. According to the embodiment, the recovered mechanical energy is consumed through different components in the vehicle system according to the energy consumption strategy, so that the energy consumption of the power supply battery is reduced, and meanwhile, the utilization rate of braking energy is effectively improved. Meanwhile, the vehicle controller can determine the upper limit value of the charge state of the target battery according to historical energy recovery data of the vehicle so as to improve the recovery rate of braking energy and further improve the utilization rate of the braking energy.

Fig. 4 is a schematic view of a control device according to a second embodiment of the present invention. As shown in fig. 4, the apparatus of the present embodiment includes a state acquisition unit 401, an energy recovery unit 402, and an energy consumption unit 403.

Wherein the state acquisition unit 401 is configured to acquire a running state of the target vehicle. The energy recovery unit 402 is configured to control a driving device of the target vehicle to recover braking energy according to the running state in response to the target vehicle being in an energy recovery state. The energy consumption unit 403 is configured to control the vehicle system to consume the braking energy according to a predetermined energy consumption strategy, so as to reduce power supply battery energy consumption.

Further, the target vehicle is in an energy recovery state specifically:

the power pedal of the target vehicle is not triggered.

Further, the driving state includes a ramp duty ratio and a driving speed of the target vehicle, the ramp duty ratio representing a proportion of a downhill road section on a driving road of the target vehicle;

the energy recovery unit 402 includes a first intensity recovery subunit, a second intensity recovery subunit, and a third intensity recovery subunit.

Wherein the first intensity recovery subunit is configured to control the drive device to recover the braking energy at the first intensity in response to the ramp duty cycle being not higher than a first threshold value and/or the travel speed being not higher than a second threshold value. The second intensity recovery subunit is configured to control the driving device to recover the braking energy at a second intensity in response to the ramp ratio being higher than the first threshold and not higher than a third threshold, and/or the travel speed being higher than the second threshold and not higher than a fourth threshold. The third intensity recovery subunit is configured to control the drive device to recover the braking energy at a third intensity in response to the ramp ratio being above the third threshold and/or the travel speed being above the fourth threshold.

Further, the energy consumption strategy includes at least one of a consumer power consumption strategy, a power recovery strategy, a temperature regulation strategy, a reactive power consumption strategy, and a brake compensation strategy.

Further, the energy consumption strategy further includes priorities of the consumer power consumption strategy, the power recovery strategy, the temperature regulation strategy, the reactive power consumption strategy, and the brake compensation strategy.

Further, the control energy consumption unit 403 is configured to control different components in the vehicle system to sequentially consume the braking energy according to priorities of the consumer power consumption strategy, the power recovery strategy, the temperature regulation strategy, the reactive power consumption strategy, and the braking compensation strategy.

Further, the electric energy consumption strategy of the electric equipment is to consume the braking energy through the electric equipment;

the energy consumption unit 403 includes an electric energy conversion subunit, an operation state acquisition subunit, and a first electric energy consumption subunit.

Wherein the electric energy conversion subunit is used for controlling the driving device to convert the braking energy into electric energy. The working state acquisition subunit is used for acquiring the working state of the electric equipment in the vehicle system. The first power consumption subunit is used for responding to the working state to represent that at least one electric equipment is working, and controlling the electric equipment to consume the electric energy according to the electric equipment power consumption strategy.

Further, the electrical energy recovery strategy is to charge the power supply battery with the braking energy;

the energy consumption unit 403 further comprises a first electrical energy determination subunit, a state of charge acquisition subunit and an electrical energy recovery subunit.

The first power determination subunit is used for determining the residual power as first residual power in response to the power residual or the working state indicates that no electric equipment is working. The state of charge acquisition subunit is configured to acquire a state of charge of the power supply battery. And the electric energy recovery subunit is used for controlling the driving device to charge the power supply battery through the first residual electric energy according to the electric energy recovery strategy in response to the state of charge being lower than a target threshold value.

Further, the temperature regulation strategy is to regulate the temperature of the electric equipment and/or the power supply battery through the braking energy;

the energy consumption unit 403 further comprises a second electrical energy determination subunit, a temperature acquisition subunit and a second electrical energy consumption subunit.

The second electric energy determining subunit is configured to determine, as a second residual electric energy, the first residual electric energy that remains in response to the state of charge reaching the target threshold and the first residual electric energy remaining, or the state of charge not being lower than the target threshold. The temperature acquisition subunit is used for acquiring the ambient temperature. The second electric energy consumption subunit is used for responding to the environment temperature not belonging to the preset temperature range, controlling the temperature regulating device to carry out temperature regulating treatment on at least one of the electric equipment and the power supply battery through the second residual electric energy according to the temperature regulating strategy, and the first temperature range is the temperature range of the electric equipment and the power supply battery when the electric equipment and the power supply battery normally work.

Further, the energy consumption unit 403 further includes a third electric energy determination subunit and a third electric energy consumption subunit.

The third power determining subunit is configured to determine, as a third residual power, the second residual power remaining in response to the ambient temperature reaching the predetermined temperature range, or the ambient temperature belonging to the predetermined temperature range. And the third electric energy consumption subunit is used for controlling at least one of the electric equipment and the driving device to consume the third residual electric energy according to the reactive power consumption strategy.

Further, the braking compensation strategy is to consume the braking energy through a braking system in a hydraulically compensated manner;

the energy consumption unit 403 further comprises a fourth electrical energy consumption subunit.

And the fourth electric energy consumption subunit is used for responding to the third residual electric energy, and controlling the brake system to consume the residual third residual electric energy according to the brake compensation strategy so as to adjust the braking capability of the brake pedal.

Further, the apparatus further includes a data acquisition unit 404, an upper limit acquisition unit 405, and an upper limit display unit 406.

Wherein the data acquisition unit 404 is configured to acquire historical energy recovery data of the target vehicle. The upper limit acquisition unit 405 is configured to determine an upper limit value of a state of charge of the power supply battery according to the historical energy recovery data. The upper limit display unit 406 controls a display device to display the state of charge upper limit value to adjust the upper limit of charge of the power supply battery.

Fig. 5 is a schematic view of an electronic device according to a third embodiment of the present invention. The electronic device shown in fig. 5 is a general-purpose data processing apparatus comprising a general-purpose computer hardware structure including at least a processor 501 and a memory 502. The processor 501 and the memory 502 are connected by a bus 503. The memory 502 is adapted to store instructions or programs executable by the processor 501. The processor 501 may be a stand-alone microprocessor or may be a set of one or more microprocessors. Thus, the processor 501 performs the process of processing data and controlling other devices by executing the commands stored in the memory 502, thereby performing the method flow of the embodiment of the present invention as described above. The bus 503 connects the above components together, and connects the above components to a display controller 504 and a display device and an input/output (I/O) device 505. Input/output (I/O) device 505 may be a mouse, keyboard, modem, network interface, touch input device, somatosensory input device, printer, and other devices known in the art. Typically, an input/output (I/O) device 505 is connected to the system through an input/output (I/O) controller 506.

The memory 502 may store software components such as an operating system, communication modules, interaction modules, and application programs, among others. Each of the modules and applications described above corresponds to a set of executable program instructions that perform one or more functions and methods described in the embodiments of the invention.

The above-described flow diagrams and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the invention illustrate various aspects of the invention. It will be understood that each block of the flowchart illustrations and/or block diagrams, and combinations of blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions/acts specified in the flowchart and/or block diagram block or blocks.

Meanwhile, as will be appreciated by those skilled in the art, aspects of embodiments of the present invention may be implemented as a system, method, or computer program product. Accordingly, aspects of embodiments of the invention may take the form of: an entirely hardware embodiment, an entirely software embodiment (including firmware, resident software, micro-code, etc.) or an embodiment combining software and hardware aspects that may all generally be referred to herein as a "circuit," module "or" system. Furthermore, aspects of the invention may take the form: a computer program product embodied in one or more computer-readable media having computer-readable program code embodied thereon.

Any combination of one or more computer readable media may be utilized. The computer readable medium may be a computer readable signal medium or a computer readable storage medium. The computer readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of the computer-readable storage medium would include the following: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of embodiments of the present invention, a computer-readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device.

The computer readable signal medium may include a propagated data signal with computer readable program code embodied therein, such as in baseband or as part of a carrier wave. Such a propagated signal may take any of a variety of forms, including, but not limited to: electromagnetic, optical, or any suitable combination thereof. The computer readable signal medium may be any of the following: a computer-readable storage medium is not a computer-readable storage medium and can communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device.

Computer program code for carrying out operations for aspects of the present invention may be written in any combination of one or more programming languages, including: object oriented programming languages such as Java, smalltalk, C ++, PHP, python, and the like; and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package; executing partly on the user computer and partly on the remote computer; or entirely on a remote computer or server. In the latter scenario, the remote computer may be connected to the user's computer through any type of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet service provider).

The above description is only of the preferred embodiments of the present invention and is not intended to limit the present invention, and various modifications and variations may be made to the present invention by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A control method, adapted to a vehicle controller, characterized by comprising:

acquiring a running state of a target vehicle;

2. The method according to claim 1, characterized in that the target vehicle is in an energy recovery state, in particular:

the power pedal of the target vehicle is not triggered.

3. The method of claim 1, wherein the travel condition comprises a ramp duty cycle and a travel speed of the target vehicle, the ramp duty cycle characterizing a proportion of a downhill road segment on a travel road of the target vehicle;

4. The method of claim 1, wherein the energy consumption strategy comprises at least one of a consumer power consumption strategy, a power recovery strategy, a temperature regulation strategy, a reactive power consumption strategy, and a brake compensation strategy.

5. The method of claim 4, wherein the energy consumption strategy further comprises priorities of the powered device power consumption strategy, the power recovery strategy, the temperature regulation strategy, the reactive power consumption strategy, and the brake compensation strategy.

6. The method of claim 5, wherein controlling the vehicle system to consume the braking energy according to a predetermined energy consumption strategy comprises:

7. The method of claim 4 or 5, wherein the powered device power consumption policy is to consume the braking energy by a powered device;

acquiring the working state of electric equipment in the vehicle system;

8. The method of claim 7, wherein the electrical energy recovery strategy is to charge the power supply battery with the braking energy;

acquiring the state of charge of the power supply battery;

9. The method according to claim 8, characterized in that the temperature regulation strategy is a temperature regulation of the consumer and/or the supply battery by means of the braking energy;

acquiring an ambient temperature;

10. The method of claim 9, wherein the controlling the vehicle system to consume the braking energy according to a predetermined energy consumption strategy further comprises:

11. The method of claim 10, wherein the braking compensation strategy is to consume the braking energy through a braking system in a hydraulically compensated manner;

and controlling the brake system to consume the remaining third residual electric energy according to the brake compensation strategy in response to the third residual electric energy residual so as to adjust the braking capability of the brake pedal.

12. The method according to claim 1, wherein the method further comprises:

acquiring historical energy recovery data of the target vehicle;

13. A control device adapted for use in a vehicle controller, the device comprising:

14. A computer readable storage medium, on which computer program instructions are stored, which computer program instructions, when executed by a processor, implement the method of any one of claims 1-12.

15. An electronic device comprising a memory and a processor, wherein the memory is configured to store one or more computer program instructions, wherein the one or more computer program instructions are executed by the processor to implement the method of any of claims 1-12.

16. A computer program product comprising computer program/instructions which are executed by a processor to implement the method of any of claims 1-12.