CN117183750A

CN117183750A - Torque control method in vehicle energy recovery and related products

Info

Publication number: CN117183750A
Application number: CN202311443524.3A
Authority: CN
Inventors: 冯茂林
Original assignee: Xiaomi Automobile Technology Co Ltd
Current assignee: Xiaomi Automobile Technology Co Ltd
Priority date: 2023-11-01
Filing date: 2023-11-01
Publication date: 2023-12-08

Abstract

The present disclosure relates to a torque control method in vehicle energy recovery and related products, wherein the method comprises: acquiring current vehicle information during vehicle energy recovery; performing torque calculation and state determination based on the current vehicle information to obtain the whole vehicle required torque and the energy recovery state of the vehicle at the current moment; and controlling the motor torque and the braking torque of the vehicle based on the whole vehicle required torque and the energy recovery state at the current moment. Therefore, the corresponding torque of the vehicle can be controlled in the vehicle energy recovery process, so that the running safety of the vehicle is ensured.

Description

Torque control method in vehicle energy recovery and related products

Technical Field

The disclosure relates to the technical field of energy recovery, in particular to a torque control method in vehicle energy recovery and a related product.

Background

An energy recovery system is a system applied to a vehicle (e.g., an electric vehicle or a hybrid vehicle) that converts thermal energy generated during braking into mechanical energy, stores the mechanical energy in a capacitor, and can rapidly release the energy when in use. The existing energy recovery system preferentially utilizes the motor braking system to recover energy when the vehicle brakes or slides, and the hydraulic braking system is used for supplementing and recovering when the recovery capacity of the motor braking system is insufficient.

In practical applications, however, when the vehicle is traveling under some special circumstances (e.g., up-down slope or wet road), the driver depresses the brake pedal or releases the accelerator pedal, and the motor torque rapidly drops from the positive driving torque to the negative recovery torque. Because the motor torque changes too quickly and the negative torque may exceed the road adhesion capability limit, the problems of wheel locking, triggering of a vehicle Anti-lock braking system (Anti-lock Brake System, ABS) and the like easily occur, so that the vehicle exits from the energy recovery system, the vehicle loses deceleration, and the running safety of the vehicle is reduced. In order to ensure the driving safety, how to control and limit the corresponding torque of the vehicle in the process of recovering the vehicle energy is an important problem to be solved.

Disclosure of Invention

In order to overcome the problems in the related art, the present disclosure provides a torque control method in vehicle energy recovery and related products, which can control corresponding torque of a vehicle in the vehicle energy recovery process so as to ensure the driving safety of the vehicle.

According to a first aspect of embodiments of the present disclosure, there is provided a torque control method in vehicle energy recovery, comprising:

Acquiring current vehicle information during vehicle energy recovery, wherein the current vehicle information at least comprises a pedal position of the vehicle at the current moment, and the pedal position comprises an accelerator pedal position and/or a brake pedal position;

based on the current vehicle information, torque calculation and state determination are carried out to obtain the whole vehicle required torque and the energy recovery state of the vehicle at the current moment, wherein the energy recovery state is used for reflecting a braking system and recovery strength adopted when the vehicle energy is recovered, and the braking system comprises a hydraulic braking system or a motor braking system;

and controlling the motor torque and the braking torque of the vehicle based on the whole vehicle required torque and the energy recovery state at the current moment.

In some embodiments, the current vehicle information further includes acceleration, wheel speed and vehicle stability information of the vehicle at the current moment, the vehicle stability information is used for indicating whether to trigger a stability function of the vehicle, the calculating torque and determining a state based on the current vehicle information, and obtaining a vehicle required torque and an energy recovery state of the vehicle at the current moment includes:

Determining an initial demand torque of the vehicle at a current time based on the pedal position;

limiting the initial required torque based on the acceleration, the wheel speed and the vehicle stability information to obtain the required torque of the whole vehicle at the current moment;

and carrying out state determination based on the current vehicle information and the whole vehicle required torque to obtain the energy recovery state at the current moment.

In some embodiments, the limiting the initial required torque based on the acceleration, the wheel speed, and the vehicle stability information to obtain the required torque of the whole vehicle at the current time includes:

determining a road surface adhesion coefficient based on the acceleration and the vehicle stability information, wherein the road surface adhesion coefficient is used for reflecting the adhesion capacity of the vehicle on a road surface;

performing gradient calculation based on the acceleration and the wheel speed to obtain a corresponding road surface longitudinal gradient;

and limiting the initial required torque based on the road surface adhesion coefficient and the road surface longitudinal gradient to obtain the required torque of the whole vehicle.

In some embodiments, the determining the road adhesion coefficient based on the acceleration and the vehicle stability information comprises:

Calculating attachment coefficients based on respective acceleration components of the acceleration in a preset first direction and a preset second direction to obtain calculated attachment coefficients;

determining the road surface adhesion coefficient based on the vehicle stability information and the calculated adhesion coefficient;

wherein the road surface adhesion coefficient is the calculated adhesion coefficient when the vehicle stability information is used to indicate that the stability function of the vehicle is not triggered; and when the vehicle stability information is used for indicating that the stability function of the vehicle is triggered, the road surface adhesion coefficient is a preset adhesion coefficient.

In some embodiments, the calculating the gradient based on the acceleration and the wheel speed includes:

conducting derivative calculation on the wheel speeds to obtain corresponding wheel accelerations;

and subtracting the acceleration component of the acceleration in the preset first direction from the acceleration of the wheel to obtain the longitudinal gradient of the road surface.

In some embodiments, the limiting the initial required torque based on the road adhesion coefficient and the road longitudinal gradient to obtain the required torque of the whole vehicle includes:

Calculating a limit adhesion moment based on the road surface adhesion coefficient and the road surface longitudinal gradient to obtain a corresponding limit road surface adhesion moment;

and carrying out minimum value determination on the limit pavement attachment moment and the initial required torque to obtain the required torque of the whole vehicle.

In some embodiments, the current vehicle information further includes a brake pressure of the vehicle at a current time, and the energy recovery state includes at least one of: a hydraulic pressure increasing state, a hydraulic pressure maintaining state, a hydraulic pressure decreasing state, a hydraulic motor-to-motor state, a motor-to-hydraulic pressure state, a motor maintaining state, a motor decreasing state, and a conventional default state; the controlling the motor torque and the braking torque of the vehicle based on the vehicle demand torque and the energy recovery state at the current time includes:

and controlling the motor torque of the vehicle at the next moment and the braking torque of the vehicle at the next moment based on the whole vehicle required torque at the current moment and the energy recovery state.

In some embodiments, the determining the state based on the current vehicle information and the vehicle required torque, and obtaining the energy recovery state at the current time includes any one of the following:

When the pedal position is used for indicating that an accelerator pedal is not stepped on or a brake pedal is stepped on, the vehicle required torque at the current moment is smaller than a preset torque, and the vehicle required torque at the current moment is smaller than the vehicle required torque at the previous moment, determining that the energy recovery state at the current moment is the hydraulic pressure increasing state;

when the pedal position is used for indicating that an accelerator pedal is not stepped on or a brake pedal is stepped on, the vehicle required torque at the current moment is smaller than a preset torque, and the vehicle required torque at the current moment is equal to the vehicle required torque at the previous moment, determining that the energy recovery state at the current moment is the hydraulic pressure maintaining state;

determining that the energy recovery state at the present time is the hydraulic pressure decrease state when the energy recovery state at the previous time is the hydraulic pressure increase state and the pedal position is used to indicate that an accelerator pedal is depressed or a brake pedal is released;

determining that the energy recovery state at the present time is the hydraulic-pressure-motor state when the energy recovery state at the previous time is the hydraulic-pressure-maintaining state, the pedal position is used for indicating that an accelerator pedal is not depressed or a brake pedal is depressed, and the vehicle stability information is used for indicating that a stability function of the vehicle is not triggered;

When the energy recovery state at the previous moment is the hydraulic rotating motor state and the braking pressure is the preset pressure, determining that the energy recovery state at the current moment is the motor holding state;

when the energy recovery state at the previous moment is the hydraulic rotating machine state or the motor holding state and the vehicle stability information is used for indicating that the vehicle stability function is triggered, determining that the energy recovery state at the current moment is the motor rotating hydraulic state;

when the energy recovery state at the previous time is any one of the hydraulic-motor state, the motor-hydraulic state, and the motor-holding state, and the pedal position is used to indicate that an accelerator pedal is depressed or a brake pedal is released, determining that the energy recovery state at the current time is the motor-lowering state; otherwise, determining the energy recovery state at the current moment as the normal default state.

In some embodiments, the controlling the motor torque and the braking torque of the vehicle based on the vehicle demand torque and the energy recovery state at the current time includes any one of:

When the energy recovery state at the current moment is the normal default state or the motor maintenance state, controlling the motor torque of the vehicle at the next moment to be the whole vehicle required torque at the current moment, and controlling the braking torque of the vehicle at the next moment to be 0;

when the energy recovery state at the current moment is any one of the hydraulic pressure increasing state, the hydraulic pressure maintaining state and the hydraulic pressure reducing state, controlling the motor torque of the vehicle at the next moment to be 0, and controlling the braking torque of the vehicle at the next moment to be the whole vehicle required torque at the current moment;

when the energy recovery state at the current moment is the hydraulic rotating machine state, controlling the motor torque of the vehicle at the next moment to be a first motor torque, and controlling the braking torque of the vehicle at the next moment to be a first braking torque, wherein the first braking torque is determined based on the braking torque output by the vehicle at the current moment and the torque slope of the braking torque changing along with time, and the first motor torque is the difference value between the whole vehicle required torque and the first braking torque at the current moment;

when the energy recovery state at the current moment is the motor reduction state, controlling the motor torque of the vehicle at the next moment to be a second motor torque, and controlling the brake torque of the vehicle at the next moment to be a second brake torque, wherein the second motor torque is the minimum value of the whole vehicle required torque at the current moment and the target torque at the last moment, the target torque is calculated and obtained based on the motor torque output by the vehicle at the last moment and the torque slope of the motor torque changing with time, and the second brake torque is determined based on the brake torque output by the vehicle at the current moment and the torque slope of the brake torque changing with time;

When the energy recovery state at the current moment is the motor-to-hydraulic state, controlling the motor torque of the vehicle at the next moment to be a third motor torque, controlling the brake torque of the vehicle at the next moment to be a third brake torque, wherein the third motor torque is calculated based on the motor torque output by the vehicle at the current moment and the torque slope of the motor torque changing along with time, and the third brake torque is the difference value between the whole vehicle required torque and the third motor torque at the current moment.

According to a second aspect of embodiments of the present disclosure, there is provided a torque control device in vehicle energy recovery, comprising:

an acquisition module configured to acquire current vehicle information at the time of vehicle energy recovery, the current vehicle information including at least a pedal position of the vehicle at a current time, the pedal position including an accelerator pedal position and/or a brake pedal position;

the processing module is configured to perform torque calculation and state determination based on the current vehicle information to obtain the whole vehicle required torque and the energy recovery state of the vehicle at the current moment, wherein the energy recovery state is used for reflecting a braking system and recovery strength adopted when the vehicle energy is recovered, and the braking system comprises a hydraulic braking system or a motor braking system;

The processing module is further configured to control motor torque and braking torque of the vehicle based on the vehicle demand torque and the energy recovery state at the current time.

The embodiments of the present disclosure are not limited to the descriptions or illustrations of the embodiments of the methods described above.

According to a third aspect of embodiments of the present disclosure, there is provided an apparatus comprising: a processor; a memory for storing processor-executable instructions; wherein the processor is configured to execute the executable instructions to implement the steps of the torque control method in vehicle energy recovery described above.

According to a fourth aspect of embodiments of the present disclosure, there is provided a computer readable storage medium having stored thereon computer program instructions which, when executed by a processor, implement the steps of the torque control method in vehicle energy recovery provided by the first aspect of the present disclosure.

According to a fifth aspect of embodiments of the present disclosure, there is provided a chip comprising: a processor and an interface; the processor is configured to read instructions to perform the steps of the torque control method in vehicle energy recovery described above.

The technical scheme provided by the embodiment of the disclosure can comprise the following beneficial effects: the method comprises the steps that current vehicle information during vehicle energy recovery is obtained, wherein the current vehicle information at least comprises a pedal position of the vehicle at the current moment, and the pedal position comprises an accelerator pedal position and/or a brake pedal position; based on the current vehicle information, torque calculation and state determination are carried out to obtain the whole vehicle required torque and the energy recovery state of the vehicle at the current moment, wherein the energy recovery state is used for reflecting a braking system and recovery strength adopted when the vehicle energy is recovered, and the braking system comprises a hydraulic braking system or a motor braking system; and controlling the motor torque and the braking torque of the vehicle based on the whole vehicle required torque and the energy recovery state at the current moment. Therefore, the motor torque and the control torque of the vehicle can be controlled based on the current vehicle information when the vehicle energy is recovered, so that the technical problems that the vehicle is easy to lock and trigger ABS (anti-lock brake system) due to the fact that the motor torque of the motor changes too fast when a driver steps on a brake pedal or releases an accelerator pedal and the recovered torque possibly exceeds the limit of the road surface attaching capability when the vehicle runs in a special scene are avoided, and the running safety of the vehicle is reduced. Thereby being beneficial to improving the safety and reliability of the running of the vehicle.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the disclosure and together with the description, serve to explain the principles of the disclosure.

FIG. 1 is a schematic diagram of a framework of an energy recovery system according to an exemplary embodiment.

FIG. 2 is a flow chart illustrating a method of torque control in vehicle energy recovery according to an exemplary embodiment.

Fig. 3 is a flow diagram illustrating a torque limiting process according to an exemplary embodiment.

FIG. 4 is a schematic structural diagram illustrating a torque control apparatus in vehicle energy recovery according to an exemplary embodiment.

Fig. 5 is a schematic diagram illustrating a structure of an apparatus according to an exemplary embodiment.

Fig. 6 is a schematic diagram illustrating a structure of a chip according to an exemplary embodiment.

Detailed Description

Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples are not representative of all implementations consistent with the present disclosure. Rather, they are merely examples of apparatus and methods consistent with some aspects of the present disclosure as detailed in the accompanying claims.

It should be noted that, all actions for acquiring signals, information or data in the present disclosure are performed under the condition of conforming to the corresponding data protection rule policy of the country of the location and obtaining the authorization given by the owner of the corresponding device.

Referring to fig. 1, a schematic diagram of a framework of an energy recovery system is shown according to an exemplary embodiment. The energy recovery system shown in fig. 1 may be applied to a vehicle or a device mounted on the vehicle (e.g., an in-vehicle device), and may include a preprocessing module 100, a coordination module 200, and an execution module 300. Wherein:

the preprocessing module 100 may include a pedal torque unit 101 and a torque limiting unit 102. The preprocessing module 100 is mainly responsible for preprocessing current vehicle information during vehicle energy recovery to obtain a currently applicable vehicle demand torque, and the preprocessing process can be implemented by the pedal torque unit 101 and the torque limiting unit 102. In a specific implementation, the pedal torque unit 101 may determine the initial required torque of the vehicle based on the current vehicle information (specifically, the pedal position of the vehicle at the current moment) during the vehicle energy recovery, where the specific determination implementation of the initial required torque is not limited, and may obtain the initial required torque matched with the pedal position at the current moment by, for example, a table look-up method. The torque limiting unit 102 may receive the current vehicle information and perform torque limitation on the initial required torque based on the current vehicle information, so as to obtain the currently applicable required torque of the whole vehicle. Specific embodiments of torque limiting with respect to the torque limiting unit 102 described above will be described in detail below in the present disclosure, and are not described in detail herein; for example, the torque limiting unit 102 may calculate, based on the current vehicle information, factors affecting the running of the vehicle, such as a road adhesion coefficient and a road longitudinal gradient, and then perform torque limitation on the initial required torque based on the road adhesion coefficient and the road longitudinal gradient, so as to obtain a final required torque of the whole vehicle.

The current vehicle information may include, but is not limited to, for example, a pedal position, acceleration, wheel speed, vehicle stability information, or other vehicle information required according to actual situations, etc. of the vehicle at the current time. The vehicle information may be represented by corresponding vehicle signals, such as the acceleration may be represented by corresponding acceleration signals, the wheel speed may be represented by corresponding wheel speed signals, the vehicle stability information may be represented by corresponding vehicle stability system (Electronic Stability Program, ESP) trigger signals, etc., which are not overly limited or detailed by the present disclosure. The vehicle stability information is used for indicating or reflecting whether the stability function of the vehicle is triggered at the current moment, for example, whether the anti-lock brake system ABS is triggered, whether the vehicle dynamic controller (Vehicle Dynamics Controller, VDC) is triggered, and the like. The present disclosure is not limited to the specific form of the above-mentioned vehicle stability information, and may be represented by a number, a letter, a character, or any one or more combinations thereof, etc., for example, when the above-mentioned vehicle stability information (for example, ABSActv or VDCActv) is 1, it indicates that the stability function of the vehicle is currently triggered; otherwise, when the vehicle stability information (for example, ABSActv or VDCActv) is 0, it indicates that the stability function of the vehicle is not triggered currently.

Coordination module 200 may include a state machine 201 and a control unit 202. The state machine 201 (may also be referred to as a state machine unit) is mainly used to determine an energy recovery state of the vehicle at the current moment, where the energy recovery state may be a state that is set by the system in a customized manner according to practical situations, and may include, but is not limited to, any one or more of the following combinations: a Hydraulic pressure increasing state (hydroaulic-increasing), a Hydraulic pressure maintaining state (hydroaulic-Hold), a Hydraulic pressure decreasing state (hydroaulic-decreasing), a Hydraulic motor-rotating state (Hy 2E), a motor-rotating Hydraulic state (E2 Hy), a motor maintaining state (electric-Hold), a motor decreasing state (electric-decreasing), and a normal Default state (Default). The above-mentioned hydraulic pressure increase state can be used for indicating that the current vehicle energy recovery is implemented by adopting a hydraulic braking system, namely, the braking system adopted in the vehicle energy recovery is the hydraulic braking system; and the brake torque or brake pressure output by the hydraulic brake system tends to increase. The hydraulic pressure maintaining state can be used for indicating that a braking system adopted when the vehicle energy is recovered is a hydraulic braking system, and the braking torque or the braking pressure output by the hydraulic braking system is in a stable trend, for example, the same value is maintained. The above-described hydraulic pressure decrease state is used to indicate that the brake system employed when the vehicle energy is recovered is a hydraulic brake system, and the brake torque or brake pressure output by the hydraulic brake system is in a decreasing/decreasing trend. The hydraulic rotating machine state is used for indicating that a braking system adopted when the vehicle energy is recovered is converted into a motor braking system by the hydraulic braking system, and motor driving torque or driving pressure is gradually output by the motor braking system. The motor-to-hydraulic state is used for indicating that a braking system adopted when the vehicle energy is recovered is converted into a hydraulic braking system by the motor braking system, and braking torque or braking pressure is gradually output by the hydraulic braking system. The motor holding state is used for indicating that a braking system adopted when the vehicle energy is recovered is a motor braking system, and motor torque or driving pressure output by the motor braking system is in a stable trend, for example, the same value is maintained. The motor reduced state is used for indicating that a braking system adopted when the vehicle energy is recovered is a motor braking system, and the motor torque or driving pressure output by the motor braking system is reduced or reduced. The above-described conventional default state is a state machine state of a default setting of the system, which may be a state other than the above-described hydraulic pressure increasing state, hydraulic pressure maintaining state, hydraulic pressure decreasing state, hydraulic pressure motor-rotating state, motor-to-hydraulic pressure state, motor maintaining state, motor decreasing state, and the like, which is not excessively limited and described in detail in the present disclosure. A detailed description of how the state machine 201 determines the energy recovery state will be described in detail below in this disclosure, and will not be repeated here.

The control unit 202 may receive the above-mentioned vehicle demand torque and the above-mentioned energy recovery state at the current moment, and perform control calculation on the motor torque and the brake torque of the vehicle based on the above-mentioned vehicle demand torque and the above-mentioned energy recovery state, and may specifically perform control calculation on the motor torque and the brake torque of the vehicle at the next moment by using the vehicle demand torque and the energy recovery state at the current moment, so as to obtain the motor torque and the brake torque of the vehicle at the next moment. Specific embodiments of how the motor torque and the braking torque are calculated are described in detail below in the present disclosure, and are not described in detail herein.

The execution module 300 may include a motor 301 and a brake 302, and the brake 302 may be a hydraulic brake. After the motor torque and the braking torque at the next moment are obtained, the motor torque and the braking torque can be output to the execution module 300, so that the motor 301 in the execution module 300 can output corresponding driving torque according to the motor torque, and the brake 302 outputs corresponding braking torque according to the braking torque, so as to ensure the running safety of the vehicle in the vehicle energy recovery process.

Based on the above embodiments, please refer to fig. 2, which is a flowchart illustrating a torque control method in vehicle energy recovery according to an exemplary embodiment. The method as shown in fig. 2 may be applied in a vehicle or in a device mountable on a vehicle, the method may comprise the following implementation steps:

S201, acquiring current vehicle information during vehicle energy recovery, wherein the current vehicle information at least comprises a pedal position of the vehicle at the current moment, and the pedal position comprises an accelerator pedal position and/or a brake pedal position.

The above-described current vehicle information of the present disclosure refers to vehicle information at the time of current vehicle energy recovery, which may include a pedal position of the vehicle at the current time, optionally may also include, but is not limited to, for example, any one or more of the following information: acceleration of the vehicle at the current moment, wheel speed, vehicle stability information, brake pressure at the current moment, other custom vehicle information, and the like. The vehicle stability information is used to reflect whether a vehicle stability function is currently triggered, such as whether a vehicle antilock brake system ABSActv, a vehicle dynamics controller VDCSActv, etc. function is triggered. The pedal position may refer to a position of a brake pedal in the vehicle, a position of an accelerator pedal in the vehicle, or respective positions of the brake pedal and the accelerator pedal, etc., which may be determined according to actual conditions, and the present disclosure is not limited thereto.

The present disclosure is not limited to the above embodiment of acquiring the current vehicle information, and may be obtained by, for example, directly detecting a corresponding sensor in the vehicle, or may be obtained from another device (for example, a server or other terminal) through a network, or the like.

S202, torque calculation and state determination are carried out based on the current vehicle information, and the whole vehicle required torque and the energy recovery state of the vehicle at the current moment are obtained, wherein the energy recovery state is used for reflecting a braking system and recovery strength adopted when the vehicle energy is recovered, and the braking system comprises a hydraulic braking system or a motor braking system.

The method and the device can calculate the torque based on the current vehicle information to obtain the whole vehicle required torque of the vehicle at the current moment; and carrying out state determination based on the current vehicle information and the whole vehicle required torque to obtain the energy recovery state of the vehicle at the current moment. Wherein:

the specific embodiment of the torque calculation is not limited in the disclosure, for example, the disclosure may determine the initial required torque of the vehicle at the current moment based on the pedal position at the current moment; the present disclosure is not limited to the above embodiment of determining the initial required torque, and the initial required torque matched/corresponding to the pedal position may be obtained by, for example, a table look-up method.

And then limiting the initial required torque based on the acceleration, the wheel speed and the vehicle stability information at the current moment to obtain the required torque of the whole vehicle at the current moment. The present disclosure is not limited to the specific implementation of the above-mentioned limitation process, for example, please refer to fig. 3, which is a schematic flow chart of a torque limitation process according to an exemplary embodiment. The flow shown in fig. 3 may include the following implementation steps:

And S301, determining a road surface adhesion coefficient based on the acceleration and the vehicle stability information, wherein the road surface adhesion coefficient is used for reflecting the adhesion capacity of the vehicle on a road surface.

The present disclosure does not limit the determination implementation manner of the road adhesion coefficient, for example, the present disclosure may calculate the adhesion coefficient based on the respective acceleration components of the acceleration in the preset first direction and the preset second direction, so as to obtain a corresponding calculated adhesion coefficient, where the specific calculation of the calculated adhesion coefficient may be shown in the following formula (1):

formula (1)

Wherein, muUsed represents the calculated attachment coefficient, a _x Representing the acceleration component of the acceleration in a preset first direction, a _y The acceleration component of the acceleration in the preset second direction is represented, and G represents the preset gravitational acceleration, and typically takes a value of 9.8. The preset first directionThe plane coordinate system formed by the preset second direction is perpendicular to the preset gravity direction, and the gravity direction refers to the default vertical ground downward direction. The predetermined first direction may be, for example, an X-axis direction in a planar coordinate system, and may also be referred to as a longitudinal direction; the predetermined second direction may be, for example, a Y-axis direction in a planar coordinate system, and may also be referred to as a lateral direction.

After the calculated attachment coefficient is obtained, a final road surface attachment coefficient may be determined based on the vehicle stability information and the calculated attachment coefficient. In a specific implementation, when the vehicle stability information is used to indicate a stability function of a currently non-triggered vehicle, the road adhesion coefficient may be determined as the calculated adhesion coefficient; on the contrary, when the vehicle stability information is used to indicate the stability function of the current triggered vehicle, the road adhesion coefficient may be determined as a preset adhesion coefficient, where the preset adhesion coefficient is determined according to the actual situation, for example, the preset adhesion system may be generally 1, etc.

S302, calculating the gradient based on the acceleration and the wheel speed to obtain the corresponding longitudinal gradient of the road surface.

The present disclosure is not limited to the specific embodiment of the gradient calculation, for example, the present disclosure may first calculate the derivative of the wheel speed at the current moment to obtain the corresponding wheel acceleration. And then, calculating the gradient based on the acceleration component of the acceleration in the preset first direction and the acceleration of the wheels to obtain the final longitudinal gradient of the road surface. The present disclosure is not limited to the above-described embodiment of gradient calculation, and for example, the present disclosure may perform subtraction operation on the acceleration component of the above-described acceleration in the preset first direction and the above-described wheel acceleration, and the specific operation/calculation may be as shown in the following equation (2):

Formula (2)

Wherein,representing the longitudinal gradient of the road surface, a _x Representing the acceleration component of the acceleration in a preset first direction, dv representing the above-mentioned wheel acceleration.

And S303, limiting the initial required torque based on the road surface adhesion coefficient and the road surface longitudinal gradient to obtain the required torque of the whole vehicle.

The specific embodiment of the limitation process is not limited in the disclosure, for example, the disclosure may first calculate a limit adhesion moment based on the road adhesion coefficient and the road longitudinal gradient to obtain a corresponding limit road adhesion moment, where the limit road adhesion moment may refer to a maximum moment value supported by the road adhesion capability. In a specific implementation, the present disclosure may calculate the above-mentioned limit road surface adhesion moment based on the above-mentioned road surface adhesion coefficient, the above-mentioned road surface longitudinal gradient, and in combination with information such as the weight of the vehicle itself and the wheel radius, and the specific calculation may be as shown in the following formula (3):

formula (3)

Wherein RoadTrqMax represents the above-mentioned limit road surface adhesion moment,represents the road adhesion coefficient, m represents the vehicle mass, G represents the preset gravitational acceleration, r represents the wheel radius, < - >Representing the road surface longitudinal gradient.

After the limit road surface adhesion moment is obtained, the final vehicle required torque at the current moment can be determined based on the limit road surface adhesion moment and the initial required torque. In a specific implementation, the present disclosure may determine the minimum value of the above-mentioned limit road surface adhesion torque and the above-mentioned initial required torque, that is, determine the minimum value from the above-mentioned limit road surface adhesion torque and the above-mentioned initial required torque, as/obtain the above-mentioned vehicle required torque, where the specific determination may be as shown in the following formula (4):

formula (4)

Wherein DrvTrqLim represents the above-described vehicle demand torque, roadTrqMax represents the above-described limit road surface adhesion torque, and DrvTrqRaw represents the above-described initial demand torque.

The present disclosure is not limited to the above described embodiments of energy recovery status determination, and for example, may include, but is not limited to, any one or a combination of several of the following embodiments:

in a first embodiment, when the pedal position is used to indicate that the accelerator pedal is not depressed or the brake pedal is depressed, the vehicle required torque at the current time is smaller than a preset torque, and the vehicle required torque at the current time is smaller than the vehicle required torque at the previous time, the energy recovery state at the current time is determined to be a hydraulic pressure increasing state. That is, when the driver does not step on the accelerator pedal (i.e., the accelerator pedal position is equal to 0) or the driver steps on the brake pedal (i.e., the brake pedal position is greater than 0), the vehicle demand torque at the current time is less than the preset torque (e.g., 0), and the vehicle demand torque at the current time is less than the vehicle demand torque at the previous time, the energy recovery state at the current time is the hydraulic pressure increasing state, that is, the energy recovery state at the current time of the state machine is the hydraulic pressure increasing state. The preset torque is a value that the system is configured to be customized according to actual requirements, for example, the preset torque can be generally 0.

It will be appreciated that when the driver fully releases the accelerator pedal or depresses the brake pedal, the motor recovery torque may be reduced to a predetermined maximum torque (e.g., -1000, etc.) with a certain torque ramp rate. If the vehicle is desired to continue traveling safely, the energy recovery system may enter a hydraulic boost state, employing the hydraulic braking system to continue outputting brake pressure or brake torque to meet the vehicle demand. In the process, if the braking torque exceeds the limit road surface adhesion torque, wheel locking occurs and an ABS function is triggered.

In a second embodiment, when the pedal position is used to indicate that the accelerator pedal is not depressed or the brake pedal is depressed, the vehicle required torque at the current time is smaller than a preset torque, and the vehicle required torque at the current time is equal to the vehicle required torque at the previous time, the energy recovery state at the current time is determined to be a hydraulic pressure maintaining state. That is, when the driver does not step on the accelerator pedal (i.e., the accelerator pedal position is equal to 0) or the driver steps on the brake pedal (i.e., the brake pedal position is greater than 0), the vehicle required torque at the current time is equal to the preset torque (e.g., 0), and the vehicle required torque at the current time is smaller than the vehicle required torque at the previous time, the energy recovery state at the current time is a hydraulic pressure maintaining state, that is, the energy recovery state at the current time of the state machine is a hydraulic pressure maintaining state.

In the third embodiment, when the energy recovery state at the previous time is the hydraulic pressure increasing state and the pedal position is used to indicate that the accelerator pedal is depressed or the brake pedal is released (i.e., the stroke of the brake pedal position is shortened), the energy recovery state at the current time is determined to be the hydraulic pressure decreasing state. That is, when the energy recovery system maintains the hydraulic pressure increasing state and the driver steps on the accelerator pedal (i.e., the accelerator pedal position is greater than 0) or the driver releases the brake pedal (i.e., the stroke of the brake pedal position is shorter), the energy recovery state at the present time is the hydraulic pressure decreasing state, that is, the energy recovery state at the present time of the state machine is the hydraulic pressure decreasing state.

In the fourth embodiment, when the energy recovery state at the previous time is the hydraulic pressure maintaining state, the pedal position is used to indicate that the accelerator pedal is not depressed or the brake pedal is depressed, and the vehicle stability information is used to indicate that the stability function of the vehicle is not triggered currently, it is determined that the energy recovery state at the current time is the hydraulic motor state. That is, when the energy recovery system maintains the hydraulic pressure maintaining state, the driver does not step on the accelerator pedal (i.e., the accelerator pedal position is equal to 0), or the driver steps on the brake pedal (i.e., the brake pedal position is greater than 0), and the vehicle stability function is not triggered (e.g., both ABSActv and VDCActv are 0), the energy recovery state at the present time is the hydraulic motor state, that is, the energy recovery state at the present time of the state machine is the hydraulic motor state.

In the fifth embodiment, when the energy recovery state at the previous time is the hydraulic motor state and the current brake pressure of the vehicle is a preset pressure (for example, 0), it is determined that the energy recovery state at the current time is the motor holding state. That is, when the energy recovery system maintains the hydraulic rotating machine state and the current braking pressure of the vehicle is the preset pressure, the energy recovery state at the current time is the motor maintaining state, that is, the energy recovery state at the current time of the state machine is the motor maintaining state. The preset pressure is a pressure value which is set by the system according to the actual condition in a self-defining way, and can be generally 0.

In a sixth embodiment, when the energy recovery state at the previous time is a hydraulic-to-motor state or a motor holding state, and the vehicle stability information is used to indicate that the stability function of the vehicle is currently triggered, it is determined that the energy recovery state at the current time is a motor-to-hydraulic state. That is, when the energy recovery system maintains the hydraulic-to-motor state or the motor holding state and the vehicle stability function has been triggered (e.g., ABSActv is 1 or VDCActv is 1), the energy recovery state at the current time is the motor-to-hydraulic state, that is, the energy recovery state at the current time of the state machine is the motor-to-hydraulic state.

In the seventh embodiment, when the energy recovery state at the previous time is any one of the hydraulic-motor state, the motor-hydraulic-motor state, and the motor-holding state, and the pedal position is used to indicate that the accelerator pedal is depressed or the brake pedal is released, the energy recovery state at the current time is determined to be the motor-reduced state. That is, when the energy recovery system maintains the hydraulic-to-motor state, the motor-to-hydraulic state, or the motor-holding state, and the driver steps on the accelerator pedal (i.e., the accelerator pedal position is greater than 0) or the driver releases the brake pedal (i.e., the stroke of the brake pedal position is shortened), the energy recovery state at the present time is the motor-reduced state, that is, the energy recovery state at the present time of the state machine is the motor-reduced state.

When the above embodiments are not satisfied, it may be determined that the energy recovery state at the current time is a normal default state, that is, the energy recovery state at the current time of the state machine is a normal default state.

It can be understood that when the energy recovery system maintains the hydraulic pressure increasing state, the system can limit the initial required torque of the driver according to the information such as the road surface adhesion coefficient, the road surface longitudinal gradient and the like, so that the required torque of the whole vehicle is equal to the limit road surface adhesion torque, and the wheels can recover to roll and exit the ABS function to recover the safe and normal running of the vehicle. When the energy recovery system is in a hydraulic pressure maintaining state, the braking torque of the wheels can be maintained unchanged. When the energy recovery system is in a hydraulic rotating machine state, the braking torque of the vehicle is gradually switched to the recovery torque, and when the switching to a motor holding state is completed, the recovery torque can be maintained unchanged; at this time, the driver steps on the accelerator pedal or releases the brake pedal, and the energy recovery system can be in a motor-reduced state, and the motor torque is switched from the recovery torque to the driving torque, i.e., from the negative torque to the positive torque. It can be seen that the energy recovery system is executed by the hydraulic braking system in the process that the recovery intensity reaches the maximum value, so that the problems of vehicle deceleration loss and the like caused by the fact that the recovery torque is withdrawn due to the triggering of an ABS function in the prior art can be solved. The limit of the road surface adhesion moment can be accurately identified through calculation of the road surface adhesion coefficient and the road surface longitudinal gradient, so that the problems of wheel locking, unsafe vehicle running and the like in the process of triggering the vehicle stability function in the energy recovery process are avoided.

And S203, controlling the motor torque and the braking torque of the vehicle based on the whole vehicle required torque and the energy recovery state at the current moment.

After the whole vehicle required torque and the energy recovery state at the current moment are obtained, the motor torque and the braking torque of the vehicle at the next moment can be controlled based on the whole vehicle required torque and the energy recovery state at the current moment; the motor torque of the vehicle at the next moment and the braking torque of the vehicle at the next moment are controlled based on the whole vehicle required torque at the current moment and the energy recovery state, so that the running safety of the vehicle in the energy recovery process is ensured. The present disclosure is not limited to the specific embodiments of the control described above, and may include, for example, any one or more of the following embodiments in accordance with practical situations:

in the first embodiment, when the energy recovery state at the current time is the normal default state or the motor holding state, the motor torque of the vehicle at the next time (i.e., the motor torque of the vehicle at the next time) may be determined and controlled to be the above-mentioned vehicle demand torque at the current time, and the brake torque of the vehicle at the next time (i.e., the brake torque of the vehicle at the next time) may be determined and controlled to be 0.

In the second embodiment, when the energy recovery state at the present time is any one of the hydraulic pressure increasing state, the hydraulic pressure maintaining state, and the hydraulic pressure decreasing state, the motor torque of the vehicle at the next time may be determined and controlled to be 0, and the brake torque of the vehicle at the next time may be determined and controlled to be the above-described vehicle demand torque at the present time.

In the third embodiment, when the energy recovery state at the current time is the hydraulic rotating machine state, the motor torque of the vehicle at the next time can be determined and controlled to be the first motor torque, and the braking torque of the vehicle at the next time can be determined and controlled to be the first braking torque. The first braking torque is determined based on the braking torque output by the vehicle at the current moment and the braking torque slope of the braking torque changing along with time, and the first motor torque is the difference value between the whole vehicle required torque at the current moment and the first braking torque. The braking torque slope may be preset, which is used to reflect the slope of the braking torque that varies with time. In a specific implementation, the calculation of each of the first braking torque and the first motor torque may be represented by the following formula (5):

Formula (5)

Wherein BrkT isrqReq ₁ Representing the first braking torque, motTrqReq ₁ The first motor torque is represented, drvTrqReqLim represents the whole vehicle required torque at the current moment, brkTrqAct represents the brake torque output by the vehicle at the current moment, and k is represented by the brake torque ₁ Indicating brake torque slope, dt ₁ The preset time period is indicated, and the time period can be a numerical value which is set in a self-defining mode according to actual conditions.

In the fourth embodiment, when the energy recovery state at the present time is the motor reduced state, the motor torque of the vehicle at the next time may be determined and controlled to be the second motor torque, and the brake torque of the vehicle at the next time may be determined and controlled to be the second brake torque. The second motor torque is the minimum value of the whole vehicle required torque at the current moment and the target torque at the last moment, and the target torque is calculated and obtained based on the motor torque output by the vehicle at the last moment and the motor torque slope of the motor torque changing along with time. The second braking torque is determined based on a braking torque output by the vehicle at a current time and a braking torque slope of the braking torque over time. The motor torque gradient and the braking torque gradient may be preset torque gradients, which are used for correspondingly reflecting the gradient of the motor torque or the braking torque changing with time. In a specific implementation, the calculation of each of the second braking torque and the second motor torque may be represented by the following formula (6):

Formula (6)

Wherein BrkTrqReq ₂ Representing the second braking torque, motTrqReq ₂ The second motor torque is represented, drvTrqReqLim represents the whole vehicle required torque at the current moment, brkTrqAct represents the brake torque output at the current moment, and MotTrqAct _k1 Represents the motor torque, k output at the last moment ₁ Represents the braking torque slope, k ₂ Indicating motor torque slope, dt ₁ And dt (dt) ₂ All representing a predetermined period of time, which may be in phaseAnd, the system may be different, and may be determined according to the actual situation of the system, which is not limited in this disclosure.

In the fifth embodiment, when the energy recovery state at the present time is the motor-to-hydraulic state, the motor torque of the vehicle at the next time may be determined and controlled to be the third motor torque, and the brake torque of the vehicle at the next time may be determined and controlled to be the third brake torque. The third motor torque is calculated based on the motor torque output by the vehicle at the current moment and the motor torque slope changing along with time, and the third braking torque is the difference between the whole vehicle required torque at the current moment and the third motor torque. The description of the motor torque slope may be referred to the related description in the foregoing embodiments, and will not be repeated here. In a specific implementation, the calculation of each of the third braking torque and the third motor torque may be represented by the following formula (7):

Formula (7)

Wherein BrkTrqReq ₃ Represents the third braking torque, motTrqReq ₃ The third motor torque is represented, drvTrqReqLim represents the whole vehicle required torque at the current moment, motTrqAct represents the motor torque output at the current moment, and k is represented by the motor torque output at the current moment ₂ Indicating motor torque slope, dt ₂ The preset time period is indicated, and the time period can be a numerical value which is set in a self-defining mode according to actual conditions.

By implementing the embodiment of the disclosure, the present disclosure provides a method for recovering vehicle energy by acquiring current vehicle information, wherein the current vehicle information at least comprises a pedal position of the vehicle at a current moment, and the pedal position comprises an accelerator pedal position and/or a brake pedal position; based on the current vehicle information, torque calculation and state determination are carried out to obtain the whole vehicle required torque and the energy recovery state of the vehicle at the current moment, wherein the energy recovery state is used for reflecting a braking system and recovery strength adopted when the vehicle energy is recovered, and the braking system comprises a hydraulic braking system or a motor braking system; and controlling the motor torque and the braking torque of the vehicle based on the whole vehicle required torque and the energy recovery state at the current moment. Therefore, the motor torque and the control torque of the vehicle can be controlled based on the current vehicle information when the vehicle energy is recovered, so that the technical problems that the vehicle is easy to lock and trigger ABS (anti-lock brake system) due to the fact that the motor torque of the motor changes too fast when a driver steps on a brake pedal or releases an accelerator pedal and the recovered torque possibly exceeds the limit of the road surface attaching capability when the vehicle runs in a special scene are avoided, and the running safety of the vehicle is reduced. Thereby being beneficial to improving the safety and reliability of the running of the vehicle.

Based on the foregoing embodiments, please refer to fig. 4, which is a schematic diagram illustrating a torque control apparatus in vehicle energy recovery according to an exemplary embodiment. The apparatus as shown in fig. 4 may be applied in a vehicle or in a device mountable on a vehicle, and the apparatus may include an acquisition module 401 and a processing module 402. Wherein:

the acquiring module 401 is configured to acquire current vehicle information during vehicle energy recovery, where the current vehicle information includes at least a pedal position of the vehicle at a current moment, and the pedal position includes an accelerator pedal position and/or a brake pedal position;

the processing module 402 is configured to perform torque calculation and state determination based on the current vehicle information, so as to obtain a vehicle required torque and an energy recovery state of the vehicle at a current moment, where the energy recovery state is used to reflect a braking system and recovery strength adopted when the vehicle energy is recovered, and the braking system includes a hydraulic braking system or a motor braking system;

the processing module 402 is further configured to control a motor torque and a brake torque of the vehicle based on the vehicle demand torque and the energy recovery state at a current time.

In some embodiments, the current vehicle information further includes acceleration of the vehicle at a current time, wheel speed, and vehicle stability information indicating whether to trigger a stability function of the vehicle, the processing module 402 is configured to:

In some embodiments, the processing module 402 is configured to:

In some embodiments, the current vehicle information further includes a brake pressure of the vehicle at a current time, and the energy recovery state includes at least one of: a hydraulic pressure increasing state, a hydraulic pressure maintaining state, a hydraulic pressure decreasing state, a hydraulic motor-to-motor state, a motor-to-hydraulic pressure state, a motor maintaining state, a motor decreasing state, and a conventional default state; the processing module 402 is configured to control a motor torque of the vehicle at a next time and a brake torque of the vehicle at the next time based on the vehicle demand torque and the energy recovery state at the current time

In some embodiments, the processing module 402 is configured to perform any one of the following:

The specific manner in which the various modules perform the operations in the apparatus of the above embodiments have been described in detail in connection with the embodiments of the method, and will not be described in detail herein.

The present disclosure also provides a computer readable storage medium having stored thereon computer program instructions which when executed by a processor implement the steps of the torque control method in vehicle energy recovery provided by the present disclosure.

Fig. 5 is a schematic diagram illustrating a structure of an apparatus according to an exemplary embodiment. For example, the device 500 may be a mobile phone, computer, digital broadcast terminal, messaging device, game console, tablet device, medical device, exercise device, personal digital assistant, or the like.

Referring to fig. 5, the apparatus 500 described above may include one or more of the following components: a processing component 502, a memory 504, a power supply component 506, a multimedia component 508, an audio component 510, an input/output interface 512, a sensor component 514, and a communication component 516.

The processing component 502 generally controls overall operation of the device 500, such as operations associated with display, telephone calls, data communications, camera operations, and recording operations. The processing assembly 502 may include one or more processors 520 to execute instructions to perform all or part of the steps of the torque control method in vehicle energy recovery described above. Further, the processing component 502 can include one or more modules that facilitate interactions between the processing component 502 and other components. For example, the processing component 502 can include a multimedia module to facilitate interaction between the multimedia component 508 and the processing component 502.

Memory 504 is configured to store various types of data to support operations at device 500. Examples of such data include instructions for any application or method operating on device 500, contact data, phonebook data, messages, pictures, video, and the like. The memory 504 may be implemented by any type or combination of volatile or nonvolatile memory devices such as Static Random Access Memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic or optical disk.

The power supply component 506 provides power to the various components of the device 500. Power supply components 506 may include a power management system, one or more power supplies, and other components associated with generating, managing, and distributing power for device 500.

The multimedia component 508 includes a screen between the device 500 and the user that provides an output interface. In some embodiments, the screen may include a Liquid Crystal Display (LCD) and a Touch Panel (TP). If the screen includes a touch panel, the screen may be implemented as a touch screen to receive input signals from a user. The touch panel includes one or more touch sensors to sense touches, swipes, and gestures on the touch panel. The touch sensor may sense not only the boundary of a touch or slide action, but also the duration and pressure associated with the touch or slide operation. In some embodiments, the multimedia component 508 includes a front-facing camera and/or a rear-facing camera. The front-facing camera and/or the rear-facing camera may receive external multimedia data when the device 500 is in an operational mode, such as a shooting mode or a video mode. Each front camera and rear camera may be a fixed optical lens system or have focal length and optical zoom capabilities.

The audio component 510 is configured to output and/or input audio signals. For example, the audio component 510 includes a Microphone (MIC) configured to receive external audio signals when the device 500 is in an operational mode, such as a call mode, a recording mode, and a voice recognition mode. The received audio signals may be further stored in the memory 504 or transmitted via the communication component 516. In some embodiments, the audio component 510 further comprises a speaker for outputting audio signals.

The input/output interface 512 provides an interface between the processing component 502 and peripheral interface modules, which may be keyboards, click wheels, buttons, etc. These buttons may include, but are not limited to: homepage button, volume button, start button, and lock button.

The sensor assembly 514 includes one or more sensors for providing status assessment of various aspects of the device 500. For example, the sensor assembly 514 may detect the on/off state of the device 500, the relative positioning of the components, such as the display and keypad of the device 500, the sensor assembly 514 may also detect a change in position of the device 500 or a component of the device 500, the presence or absence of user contact with the device 500, the orientation or acceleration/deceleration of the device 500, and a change in temperature of the device 500. The sensor assembly 514 may include a proximity sensor configured to detect the presence of nearby objects without any physical contact. The sensor assembly 514 may also include a light sensor, such as a CMOS or CCD image sensor, for use in imaging applications. In some embodiments, the sensor assembly 514 may also include an acceleration sensor, a gyroscopic sensor, a magnetic sensor, a pressure sensor, or a temperature sensor.

The communication component 516 is configured to facilitate communication between the device 500 and other devices, either wired or wireless. The device 500 may access a wireless network based on a communication standard, such as WiFi,2G or 3G, or a combination thereof. In one exemplary embodiment, the communication component 516 receives broadcast signals or broadcast-related information from an external broadcast management system via a broadcast channel. In an exemplary embodiment, the communication component 516 further includes a Near Field Communication (NFC) module to facilitate short range communications. For example, the NFC module may be implemented based on Radio Frequency Identification (RFID) technology, infrared data association (IrDA) technology, ultra Wideband (UWB) technology, bluetooth (BT) technology, and other technologies.

In an exemplary embodiment, the apparatus 500 may be implemented by one or more Application Specific Integrated Circuits (ASICs), digital Signal Processors (DSPs), digital Signal Processing Devices (DSPDs), programmable Logic Devices (PLDs), field Programmable Gate Arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic elements for performing the torque control method in vehicle energy recovery described above.

In the exemplary embodiment, a non-transitory computer readable storage medium is also provided, such as memory 504 that includes instructions that are executable by processor 520 of apparatus 500 to perform the torque control method in the above-described host vehicle energy recovery. For example, the non-transitory computer readable storage medium may be ROM, random Access Memory (RAM), CD-ROM, magnetic tape, floppy disk, optical data storage device, etc.

The apparatus may be a stand-alone electronic device or may be part of a stand-alone electronic device, for example, in one embodiment, the apparatus may be an integrated circuit (Integrated Circuit, IC) or a chip, where the integrated circuit may be an IC or may be a collection of ICs; the chip may include, but is not limited to, the following: GPU (Graphics Processing Unit, graphics processor), CPU (Central Processing Unit ), FPGA (Field Programmable Gate Array, programmable logic array), DSP (Digital Signal Processor ), ASIC (Application Specific Integrated Circuit, application specific integrated circuit), SOC (System on Chip, SOC, system on Chip or System on Chip), etc. The integrated circuit or chip may be configured to execute executable instructions (or code) to implement the torque control method in vehicle energy recovery described above. The executable instructions may be stored on the integrated circuit or chip or may be retrieved from another device or apparatus, such as the integrated circuit or chip including a processor, memory, and interface for communicating with other devices. The executable instructions may be stored in the memory, which when executed by the processor, implement the torque control method in vehicle energy recovery described above; alternatively, the integrated circuit or chip may receive executable instructions via the interface and transmit them to the processor for execution to implement the torque control method in vehicle energy recovery described above.

In another exemplary embodiment, a computer program product is also provided, comprising a computer program executable by a programmable apparatus, the computer program having code portions for performing the above-described torque control method in vehicle energy recovery when executed by the programmable apparatus.

Fig. 6 is a schematic diagram of a chip according to an exemplary embodiment. The chip 600 as shown in fig. 6 includes a processor 601, an interface 602. Optionally, a memory 603 may also be included. Wherein the number of processors 601 may be one or more, and the number of interfaces 602 may be a plurality.

In an embodiment, for the case where the chip is used to implement an embodiment of the method described in the present disclosure:

the interface 602 is configured to receive or output a signal;

the processor 601 is configured to perform part or all of an embodiment of a torque control method in vehicle energy recovery.

It is appreciated that the processor in embodiments of the present disclosure may be an integrated circuit chip with signal processing capabilities. In implementation, the steps of the above method embodiments may be implemented by integrated logic circuits of hardware in a processor or instructions in software form. The processor may be a general purpose processor, a digital signal processor (Digital Signal Processor, DSP), an application specific integrated circuit (Application Specific Integrated Circuit, ASIC), a field programmable gate array (Field Programmable Gate Array, FPGA) or other programmable logic device, discrete gate or transistor logic device, discrete hardware components.

It will be appreciated that the memory in embodiments of the disclosure may be either volatile memory or nonvolatile memory, or may include both volatile and nonvolatile memory. The nonvolatile memory may be a read-only memory (ROM), a Programmable ROM (PROM), an Erasable PROM (EPROM), an electrically Erasable EPROM (EEPROM), or a flash memory. The volatile memory may be random access memory (random access memory, RAM) which acts as an external cache. By way of example, and not limitation, many forms of RAM are available, such as Static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (double data rate SDRAM), enhanced SDRAM (ESDRAM), synchronous DRAM (SLDRAM), and direct memory bus RAM (DR RAM). It should be noted that the memory of the systems and methods described herein is intended to comprise, without being limited to, these and any other suitable types of memory.

It should be noted here that: the description of the storage medium, apparatus and chip embodiments above is similar to that of the method embodiments described above, with similar benefits as the method embodiments. For technical details not disclosed in the storage medium, storage medium and device embodiments of the present disclosure, please refer to the description of the method embodiments of the present disclosure for understanding.

Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the disclosure. This disclosure is intended to cover any adaptations, uses, or adaptations of the disclosure following the general principles of the disclosure and including such departures from the present disclosure as come within known or customary practice within the art to which the disclosure pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the disclosure being indicated by the following claims.

It is to be understood that the present disclosure is not limited to the precise arrangements and instrumentalities shown in the drawings, and that various modifications and changes may be effected without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

Claims

1. A torque control method in vehicle energy recovery, comprising:

2. The method of claim 1, wherein the current vehicle information further includes acceleration, wheel speed, and vehicle stability information of the vehicle at a current time, the vehicle stability information being used to indicate whether to trigger a stability function of the vehicle, the calculating torque and determining a state based on the current vehicle information, and obtaining a vehicle required torque and an energy recovery state of the vehicle at the current time includes:

3. The method according to claim 2, wherein the limiting the initial required torque based on the acceleration, the wheel speed, and the vehicle stability information, to obtain the required torque of the whole vehicle at the current time includes:

4. The method of claim 3, wherein the determining a road adhesion coefficient based on the acceleration and the vehicle stability information comprises:

5. The method of claim 3, wherein said calculating a gradient based on said acceleration and said wheel speed comprises:

6. The method of claim 3, wherein the limiting the initial demand torque based on the road surface adhesion coefficient and the road surface longitudinal gradient to obtain the vehicle demand torque comprises:

7. The method of any one of claims 1-6, wherein the energy recovery state comprises at least one of: a hydraulic pressure increasing state, a hydraulic pressure maintaining state, a hydraulic pressure decreasing state, a hydraulic motor-to-motor state, a motor-to-hydraulic pressure state, a motor maintaining state, a motor decreasing state, and a conventional default state; the controlling the motor torque and the braking torque of the vehicle based on the vehicle demand torque and the energy recovery state at the current time includes:

8. A torque control device in vehicle energy recovery, comprising:

9. An apparatus, comprising:

a processor;

a memory for storing processor-executable instructions;

wherein the processor is configured to execute the executable instructions to implement the steps of the method of any one of claims 1 to 7.

10. A computer readable storage medium having stored thereon computer program instructions, which when executed by a processor, implement the steps of the method of any of claims 1 to 7.

11. A chip, comprising a processor and an interface; the processor is configured to read instructions to perform the method of any one of claims 1-7.