WO2021057854A1 - 能量回收控制方法、装置、控制器及电动汽车 - Google Patents

能量回收控制方法、装置、控制器及电动汽车 Download PDF

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Publication number
WO2021057854A1
WO2021057854A1 PCT/CN2020/117489 CN2020117489W WO2021057854A1 WO 2021057854 A1 WO2021057854 A1 WO 2021057854A1 CN 2020117489 W CN2020117489 W CN 2020117489W WO 2021057854 A1 WO2021057854 A1 WO 2021057854A1
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WIPO (PCT)
Prior art keywords
energy recovery
torque
electric vehicle
mode
braking
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PCT/CN2020/117489
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English (en)
French (fr)
Inventor
张君伟
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长城汽车股份有限公司
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Application filed by 长城汽车股份有限公司 filed Critical 长城汽车股份有限公司
Priority to US17/639,197 priority Critical patent/US20220324331A1/en
Priority to EP20868584.2A priority patent/EP4015280A4/en
Publication of WO2021057854A1 publication Critical patent/WO2021057854A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • B60L2240/16—Acceleration longitudinal
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/24—Coasting mode
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/26—Transition between different drive modes

Definitions

  • the embodiments of the present application relate to the technical field of electric vehicles, and in particular to an energy recovery control method, device, controller, and electric vehicle.
  • this wasted movement energy can be converted into electrical energy through braking energy recovery technology and stored in the battery, and further converted into driving energy.
  • the motor driving force becomes the auxiliary power of the engine, so that electric energy can be effectively used.
  • the current brake energy recovery control system is difficult to achieve the maximum recovery of energy.
  • the embodiments of the present application provide an energy recovery control method, device, controller, and electric vehicle to overcome the problem that the energy recovery control method in the prior art is difficult to achieve maximum energy recovery.
  • an embodiment of the present application provides an energy recovery control method, including: determining whether an electric vehicle is in a coasting energy recovery mode or a braking energy recovery mode; if the electric vehicle is in a coasting energy recovery mode or a braking energy recovery mode , Obtain the energy recovery torque of the electric vehicle; and send the energy recovery torque to the motor controller of the electric vehicle, so that the motor controller controls the motor of the electric vehicle to the battery of the electric vehicle Charge it.
  • the determining whether the electric vehicle is in a coasting energy recovery mode or a braking energy recovery mode includes: determining whether the electric vehicle is in a coasting mode or a braking mode, wherein the coasting mode If the braking signal is not received and the acceleration signal is not received, the braking mode is that the braking signal is received and the acceleration signal is not received; if the electric vehicle is in the coasting mode or the braking mode, the electric vehicle is collected.
  • a first driving state parameter of the vehicle if the first driving state parameter satisfies a first preset condition, it is determined that the electric vehicle is in the coasting energy recovery mode; and if the first driving state parameter satisfies a second preset condition , It is determined that the electric vehicle is in the braking energy recovery mode.
  • the first driving state parameters include fault level, vehicle speed, vehicle driving direction, gear direction, brake pedal opening, and the first preset condition If the fault level is level two or lower, the gear is forward gear, the vehicle speed is within the first preset threshold, and the direction of the vehicle is the same as the gear direction, the second preset condition is that the fault level is level two or lower.
  • the gear is a forward gear, the vehicle speed is within the second preset threshold range, the driving direction of the vehicle is the same as the gear direction, and the brake pedal opening is within the third preset threshold range.
  • the first driving state parameters include the fault level, the state of the electronically controlled driving stabilization system, vehicle speed, vehicle driving direction, gear direction, and brake pedal opening
  • the first preset condition is that the fault level is level two or below, the state of the electronically controlled driving stabilization system is inactive, the gear is forward, the vehicle speed is within the first preset threshold, and the direction of the vehicle and the direction of the gear Consistent
  • the second preset condition is that the fault level is level two or below, the state of the electronically controlled driving stability system is inactive, the gear is forward gear, the vehicle speed is within the second preset threshold, the direction of the vehicle travel and the gear direction Consistent and the brake pedal opening is within the third preset threshold range.
  • obtaining the energy recovery torque of the electric vehicle includes: if the electric vehicle is in the coasting energy recovery mode or In the braking energy recovery mode, the second driving state parameters of the electric vehicle are collected.
  • the second driving state parameters include an accelerator pedal opening signal, a recovery intensity signal, a driving mode signal, and a vehicle speed signal; and through any one of the following Determine the energy recovery torque:
  • the electric vehicle If the electric vehicle is in the braking energy recovery mode and the electric vehicle does not include an electronically controlled driving stabilization system, then according to the second driving state parameter, look up the second driving from the preset braking energy recovery torque table The braking energy recovery torque corresponding to the state parameter is used as the energy recovery torque;
  • the electric vehicle is in the braking energy recovery mode and the electric vehicle includes an electronically controlled driving stabilization system, receiving the braking energy recovery torque sent by the electronically controlled driving stabilization system as the energy recovery torque;
  • the braking energy recovery torque is superimposed on the coasting energy recovery torque as the energy recovery torque.
  • the superimposing the braking energy recovery torque on the coasting energy recovery torque includes: following the generation of the braking energy recovery torque, recovering the continuously generated braking energy The torque is gradually superimposed on the coasting energy recovery torque that has been generated.
  • the energy recovery torque is sent to the motor controller of the electric vehicle.
  • the method further includes: receiving the current actual motor torque fed back by the motor controller; if the current actual motor torque is less than a preset torque value, according to the accelerator pedal opening signal and the vehicle speed signal, from Obtain the matched accelerator pedal torque from the preset accelerator pedal torque table; determine the current energy recovery torque according to the current actual motor torque and the accelerator pedal torque; send the current energy recovery torque to the electronically controlled driving stabilization system , So that the electronically controlled driving stably system adjusts the current energy recovery torque and feeds back the adjusted current energy recovery torque; sending the adjusted current energy recovery torque to the motor controller of the electric vehicle to The motor controller controls the motor of the electric vehicle to charge the battery of the electric vehicle.
  • the current energy recovery torque is the absolute value of the difference between the current motor torque and the accelerator pedal torque.
  • the coasting energy recovery mode and the braking energy recovery mode are configured with different energy recovery levels related to vehicle speed and brake pedal opening.
  • an embodiment of the present application provides an energy recovery control device, which includes: a determination module for determining whether the electric vehicle is in a coasting energy recovery mode or a braking energy recovery mode; an energy recovery torque acquisition module for When the electric vehicle is in the coasting energy recovery mode or the braking energy recovery mode, the energy recovery torque of the electric vehicle is obtained; the sending module is used to send the energy recovery torque to the motor controller of the electric vehicle, so that all The motor controller controls the motor of the electric vehicle to charge the battery of the electric vehicle.
  • the determining module is specifically configured to determine whether the electric vehicle is in a coasting mode or a braking mode, wherein the coasting mode is that the braking signal is not received and the acceleration signal is not received , The braking mode is that the braking signal is received and the acceleration signal is not received; if the electric vehicle is in the coasting mode or the braking mode, the first driving state parameter of the electric vehicle is collected; if the first If the driving state parameter satisfies the first preset condition, it is determined that the electric vehicle is in the coasting energy recovery mode; if the first driving state parameter satisfies the second preset condition, it is determined that the electric vehicle is in the braking energy recovery mode.
  • the energy recovery torque acquisition module is specifically used to collect the second driving state parameter of the electric vehicle if the electric vehicle is in the coasting energy recovery mode or the braking energy recovery mode
  • the second driving state parameter includes an accelerator pedal opening signal, a recovery intensity signal, a driving mode signal, and a vehicle speed signal; and the energy recovery torque is determined by any one of the following:
  • the electric vehicle If the electric vehicle is in the braking energy recovery mode and the electric vehicle does not include an electronically controlled driving stabilization system, then according to the second driving state parameter, look up the second driving from the preset braking energy recovery torque table The braking energy recovery torque corresponding to the state parameter is used as the energy recovery torque;
  • the electric vehicle is in the braking energy recovery mode and the electric vehicle includes an electronically controlled driving stabilization system, receiving the braking energy recovery torque sent by the electronically controlled driving stabilization system as the energy recovery torque;
  • the braking energy recovery torque is superimposed on the coasting energy recovery torque as the energy recovery torque.
  • the energy recovery control device further includes: a receiving module, configured to receive the current actual motor torque fed back by the motor controller; an accelerator pedal torque acquisition module, configured to determine the current actual torque of the motor When it is less than the preset torque value, according to the accelerator pedal opening signal and the vehicle speed signal, obtain the matching accelerator pedal torque from the preset accelerator pedal torque table; the current energy recovery torque determination module is used to determine the current energy recovery torque according to the current motor The actual torque and the accelerator pedal torque are used to determine the current energy recovery torque; a feedback module is used to send the current energy recovery torque to the electronically controlled driving stabilization system, so that the electronically controlled driving stability system adjusts the current Energy recovery torque, and feed back the adjusted current energy recovery torque; and a processing module for sending the adjusted current energy recovery torque to the motor controller of the electric vehicle, so that the motor controller controls all The electric motor of the electric vehicle charges the battery of the electric vehicle.
  • an embodiment of the present application provides a machine-readable storage medium having instructions stored on the machine-readable storage medium, and the instructions are used to cause a machine to execute the aforementioned energy recovery control method.
  • an embodiment of the present application provides a controller, including: the controller is configured to execute the energy recovery control method as described in the first aspect and each possible design in the first aspect.
  • an embodiment of the present application provides an electric vehicle, including: the controller as described in the third aspect.
  • the energy recovery control method in order to effectively convert the wasted movement energy into electric energy through braking energy recovery technology, store it in the battery, and further convert it into driving energy.
  • First determine whether the electric vehicle is in the coasting energy recovery mode or braking energy recovery mode. Only when the electric vehicle enters the energy recovery mode, can energy recovery be better; in order to overcome the difficulty of achieving the maximum energy in the energy recovery control method in the prior art
  • the problem of recovery after entering the energy recovery mode, if the electric vehicle is in the coasting energy recovery mode or the braking energy recovery mode, in order to enable the motor controller to control the electric vehicle’s motor to perform the operation on the electric vehicle’s battery.
  • Charging can better combine the two energy recovery modes of coasting and braking to maximize energy recovery. It is necessary to obtain the energy recovery torque of the electric vehicle and send the energy recovery torque to the motor control of the electric vehicle. Device. Therefore, by determining whether the electric vehicle is in the coasting energy recovery mode or the braking energy recovery mode, this solution can better combine the two energy recovery modes of coasting and braking to maximize energy recovery.
  • FIG. 1 is a schematic flowchart of an energy recovery control method provided by an embodiment of the application
  • FIG. 2 is a schematic flowchart of an energy recovery control method provided by another embodiment of the application.
  • FIG. 3 is a schematic diagram of an energy recovery control method provided by another embodiment of this application.
  • FIG. 4 is a schematic diagram of an energy recovery control method provided by another embodiment of the application.
  • FIG. 5 is a schematic diagram of an energy recovery control method provided by still another embodiment of the application.
  • FIG. 6 is a schematic flowchart of an energy recovery control method provided by another embodiment of this application.
  • FIG. 7 is a structural block diagram of an energy recovery control device provided by an embodiment of the application.
  • FIG. 8 is a structural block diagram of an energy recovery control device provided by another embodiment of the application.
  • the wasted movement energy can be converted into electrical energy through braking energy recovery technology and stored in the battery, and further converted into driving energy.
  • energy recovery means that during driving, the vehicle recycles the excess energy consumed during the deceleration process, thereby reducing vehicle energy loss, charging the vehicle battery, and increasing the range of pure electric vehicles.
  • n in the formula maintains a positive value, so when the motor torque is positive, the motor drives; when the motor torque is negative, the motor generates electricity.
  • FIG. 1 is a schematic flow chart of the energy recovery control method provided by an embodiment of the application. The method includes:
  • S101 Determine whether the electric vehicle is in a coasting energy recovery mode or a braking energy recovery mode.
  • the energy recovery is divided into two modes of coasting energy recovery and braking energy recovery according to the state of the pedal when the vehicle is recovered.
  • the coasting energy recovery mode means that during the driving process, when the driver releases the accelerator and does not step on the brake pedal, the vehicle controls the motor to reverse rotation to achieve the purpose of charging the battery.
  • the braking energy recovery mode refers to that during driving, when the driver releases the accelerator and depresses the brake pedal, the vehicle controls the motor to reverse to achieve the purpose of charging the battery.
  • the vehicle here can refer to electric vehicles, but is not limited to electric vehicles.
  • the executive body can be the core electronic control unit (Vehicle control unit, VCU) in the electric vehicle that realizes the vehicle control decision.
  • VCU vehicle control unit
  • the VCU collects signals such as the accelerator pedal, gear, and brake pedal to determine the driver’s driving intention.
  • Vehicle status (vehicle speed, temperature, etc.) information is judged and processed by the VCU, and then the vehicle’s operating status control instructions are sent to the power system and the power battery system, while controlling the working mode of the on-board accessory power system.
  • the VCU has the entire vehicle system fault diagnosis protection and Storage function. Therefore, the VCU can be used to determine whether the electric vehicle is in the coasting energy recovery mode or the braking energy recovery mode.
  • the energy recovery torque can be generated.
  • the energy recovery torque may be the accelerator pedal opening signal currently received by the VCU when the coasting energy recovery torque is generated.
  • Recovery intensity signal, driving mode signal and vehicle speed signal are obtained through the MAP tool in MATLAB software.
  • the energy recovery torque obtained through the look-up table is output or displayed on the dashboard of the electric vehicle.
  • the energy recovery torque is The braking energy recovery torque generated during braking energy recovery is then superimposed on the coasting energy recovery torque generated in the coasting energy recovery mode, so that a braking energy recovery torque is not suddenly given to the motor to cause the vehicle to become unstable, so that The safety of the vehicle cannot be effectively guaranteed. Therefore, this embodiment effectively combines the coasting energy recovery mode and the braking energy recovery mode of the electric vehicle to ensure the stability and safety of the vehicle.
  • the VCU sends the acquired or received energy recovery torque to the motor controller of the electric vehicle in real time, and the motor of the electric vehicle is controlled by the motor controller to execute the energy recovery torque, and then the energy recovery torque is applied to the battery of the electric vehicle.
  • the motor controller can also feed back the actual energy recovery torque to the VCU in real time, and the VCU can feedback or adjust the received signals according to the actual energy recovery torque, so as to send the energy recovery to the motor controller for execution Torque can effectively charge electric vehicles, thereby saving energy, maximizing energy recovery, and improving the driving range of pure electric vehicles.
  • the electric vehicle is first determined whether the electric vehicle is in the coasting energy recovery mode or the braking energy recovery mode. Only when the electric vehicle enters the energy recovery mode can energy recovery be performed better. If the electric vehicle is in the coasting energy recovery mode or braking In the energy recovery mode, the energy recovery torque of the electric vehicle is obtained, and the energy recovery torque is sent to the motor controller of the electric vehicle, so that the motor controller controls the electric vehicle's motor to the electric vehicle The battery is charged, which can better combine the two energy recovery modes of coasting and braking to maximize energy recovery. By determining whether the electric vehicle is in the coasting energy recovery mode or the braking energy recovery mode, this solution can better combine the two energy recovery modes of coasting and braking to maximize energy recovery.
  • FIG. 2 is a schematic flowchart of an energy recovery control method provided by another embodiment of the application. This embodiment is shown in FIG. 1
  • S101 in detail. That is, the determining whether the electric vehicle is in the coasting energy recovery mode or the braking energy recovery mode includes:
  • S201 Determine whether the electric vehicle is in a coasting mode or a braking mode, wherein the coasting mode is that the braking signal is not received and the acceleration signal is not received, and the braking mode is that the braking signal is received and the braking signal is not received. To the acceleration signal.
  • the electric vehicle when determining whether the electric vehicle is in the coasting energy recovery mode or the braking energy recovery mode, first determine whether the electric vehicle is in the coasting mode or the braking mode. It may enter the coasting energy recovery mode. When the electric vehicle is in the braking mode, it may enter the braking energy recovery mode.
  • the VCU when the VCU does not receive the braking signal and does not receive the acceleration signal, it indicates that the electric vehicle is in the coasting mode, and when the VCU receives the braking signal and does not receive the acceleration signal, it indicates that the electric vehicle is in the braking mode.
  • the VCU when the VCU detects that the electric vehicle is in the coasting mode or braking mode, it starts to collect the first driving state parameter of the electric vehicle.
  • the first driving state parameters include failure level, vehicle speed, vehicle driving direction, gear direction, and brake pedal opening degree. If the electric vehicle includes an electronically controlled driving stabilization system, the first driving state parameters include the fault level, the state of the electronically controlled driving stabilization system, vehicle speed, vehicle driving direction, gear direction, and brake pedal opening.
  • the Electronic Stabilty Program including the anti-lock braking system (ABS) and the Acceleration Slip Regulation (ASR) is the function of these two systems. Extension.
  • the ESP system consists of a control unit and a steering sensor (monitoring the steering angle of the steering wheel), a wheel sensor (monitoring the speed rotation of each wheel), a sideslip sensor (monitoring the state of the car body rotating around the vertical axis), and a lateral acceleration sensor (monitoring the car when turning The centrifugal force) and other components.
  • the control unit judges the running state of the vehicle through the signals of these sensors, and then issues control commands.
  • ABS and ASR can only react passively, while ESP can detect and analyze car conditions and correct driving errors to prevent problems before they occur.
  • the VCU can collect the fault level, vehicle speed, vehicle driving direction, gear direction, and brake pedal opening of the electric vehicle.
  • the VCU can collect the fault level of the electric vehicle, the state of the electronically controlled driving stability system, vehicle speed, vehicle driving direction, gear direction, and brake pedal opening.
  • the first preset condition is that the fault level is level two or lower, the gear is forward gear, the vehicle speed is within the first preset threshold range, and The driving direction of the vehicle is the same as the gear direction; if the electric vehicle includes an electronically controlled driving stability system, the first preset condition is that the fault level is level two or below, and the status of the electronically controlled driving stability system is inactive, gear It is a forward gear, the vehicle speed is within the first preset threshold range, and the driving direction of the vehicle is the same as the gear direction.
  • the vehicle when the vehicle is normally started on high voltage, the whole vehicle has no level 3 or above failure, the ESP function is not activated, the gear is forward gear, the vehicle speed reaches a certain threshold, the direction of the vehicle is the same as the direction of the gear, the vehicle can be Automatically enter the taxiing energy recovery mode.
  • the second preset condition is that the fault level is level two or below, the gear is forward gear, the vehicle speed is within the second preset threshold range, and the vehicle travel direction It is consistent with the gear direction, and the brake pedal opening is within the third preset threshold; if the electric vehicle includes an electronically controlled driving stabilization system, the second preset condition is that the fault level is level two or below fault, electrical The state of the stable driving control system is inactive, the gear is forward gear, the vehicle speed is within the second preset threshold range, the vehicle travel direction and the gear direction are the same, and the brake pedal opening is within the third preset threshold range.
  • the ESP function is not activated, the gear is forward gear, the vehicle speed reaches a certain threshold, the direction of the vehicle is the same as the direction of the gear, the driver When the brake pedal is depressed to a certain depth, the vehicle can automatically enter the braking energy recovery mode.
  • the first preset threshold and the second preset threshold may be equal or unequal, and may be calibrated according to the performance of a specific vehicle, so it is not limited here.
  • the VCU can collect the first driving state parameters in real time, namely, the fault level, the state of the electronically controlled driving stabilization system, vehicle speed, vehicle driving direction, gear direction, and brake pedal opening, and obtain the current energy through the collected first driving state parameters Energy recovery torque corresponding to recovery mode.
  • FIG. 5 is a schematic flowchart of an energy recovery method provided by another embodiment of the application. This embodiment is based on the above-mentioned embodiment, for example, Based on the embodiment shown in FIG. 2, S102 is described in detail. If the electric vehicle is in the coasting energy recovery mode or the braking energy recovery mode, obtaining the energy recovery torque of the electric vehicle includes:
  • the second driving state parameter includes an accelerator pedal opening signal, a recovery intensity signal, Driving mode signal and vehicle speed signal.
  • the VCU After determining that the electric vehicle is in the coasting energy recovery mode or the braking energy recovery mode, the VCU starts to collect the second driving state parameters of the electric vehicle, namely the accelerator pedal opening signal, the recovery intensity signal, and the driving mode. Signal and speed signal.
  • the preset coasting energy recovery torque table is configured in MAP table 1 in MATLAB.
  • MAP table 1 stores the accelerator pedal opening signal, the recovery intensity signal, the driving mode signal, the vehicle speed signal, and the parameter matching with the second driving state.
  • the VCU collects the second driving state parameters of the electric vehicle in the current driving state, according to the preset first access path, it searches from MAP table 1 (preset coasting energy recovery torque table) and Obtain the matching torque for gliding energy recovery. At this time, since there is no braking, the coasting energy recovery torque can be used as the recovery energy torque of the electric vehicle.
  • the electric vehicle If the electric vehicle is in the braking energy recovery mode and the electric vehicle includes an electronically controlled driving stabilization system, receive the braking energy recovery torque sent by the electronically controlled driving stabilization system; wherein, the energy recovery Torque is the sum of coasting energy recovery torque and braking energy recovery torque.
  • how to obtain the braking energy recovery torque corresponding to the second driving state parameter can be implemented in the following ways:
  • Manner 1 When the electric vehicle is in the braking energy recovery mode and the electric vehicle is not equipped with an ESP, it is similar to the method for obtaining the torque for coasting energy recovery, and both are through a look-up table.
  • the preset braking energy recovery torque table is configured in MAP table 2 in MATLAB.
  • the MAP table 2 stores the accelerator pedal opening signal, the recovery intensity signal, the driving mode signal, the vehicle speed signal, and the second driving state.
  • Brake energy recovery torque matching the parameters when the VCU collects the second driving state parameters of the electric vehicle in the current driving state, according to the preset second access path, from MAP table 2 (preset brake energy recovery torque table ) To find and obtain the matching braking energy recovery torque.
  • Method 2 When the electric vehicle is in the braking energy recovery mode and the electric vehicle is configured with ESP, the ESP can directly collect the braking energy recovery torque in real time, and send the collected braking energy recovery torque to the VCU, and the VCU receives The braking energy collected by the ESP recovers the torque.
  • the VCU when the VCU obtains the braking energy recovery torque, it superimposes the braking energy recovery torque on the coasting energy recovery torque as the energy recovery torque of the electric vehicle.
  • This calculation method or control method can achieve coasting recovery.
  • the smoothness of switching between brake recovery and brake recovery avoids vehicle instability and poor safety due to emergency braking.
  • FIG. 6 is a schematic flowchart of an energy recovery control method provided by another embodiment of this application.
  • the energy recovery control method is described in detail.
  • the method further includes:
  • S601 Receive the current actual motor torque fed back by the motor controller
  • S603 Determine the current energy recovery torque according to the current actual motor torque and the accelerator pedal torque
  • the VCU when the electric vehicle is in the braking energy recovery mode and the electric vehicle includes an electronically controlled driving stabilization system, the VCU receives the braking energy recovery torque sent by the electronically controlled driving stabilization system After that, at the same time in S103, after the energy recovery torque is sent to the motor controller of the electric vehicle, so that the motor controller controls the motor of the electric vehicle to charge the battery of the electric vehicle.
  • the actual torque of the current motor is adjusted to maximize the energy recovery and the stability of the vehicle.
  • the energy recovery torque is the sum of the braking recovery torque and the coasting energy recovery torque.
  • the brake recovery torque is sent by ESP; if the vehicle is not equipped with ESP function, the brake recovery torque is checked through the accelerator pedal opening signal, recovery strength signal, driving mode signal and vehicle speed signal received by the VCU. Obtained from the table (for example, MAP table 2, preset braking energy recovery torque table), the coasting energy recovery torque is obtained from the pedal opening (can be the accelerator opening), recovery intensity, driving mode and vehicle speed look-up table.
  • the VCU when the vehicle is configured with the ESP function, when the braking energy recovery is activated (that is, the braking energy recovery mode is entered) and the current motor torque is less than 0, the VCU should send the current energy recovery torque to the ESP.
  • the current energy recovery torque is obtained by the absolute value of the difference between the current motor torque and the accelerator pedal torque.
  • the current energy recovery torque is the absolute value of the difference between the current motor actual torque and the accelerator pedal torque.
  • the current energy recovery torque value calculation formula is as follows:
  • the VCU sends the current energy recovery torque to the electronically controlled driving stability system, so that the electronically controlled driving stability system adjusts the current energy recovery torque, and feeds back the adjusted The current energy recovery torque of the VCU, and then the VCU sends the adjusted current energy recovery torque to the motor controller of the electric vehicle, so that the motor controller controls the motor of the electric vehicle to charge the battery of the electric vehicle .
  • This embodiment adopts a method of determining the entry of the energy recovery mode and calculating the energy recovery torque, including entry conditions, torque calculation, and the like.
  • FIG. 7 is a schematic structural diagram of an energy recovery control device provided by an embodiment of the application; the energy recovery control device includes: a determination module 701, an energy recovery torque acquisition module 702, and a sending module 703; a determination module 701 uses To determine whether the electric vehicle is in the coasting energy recovery mode or the braking energy recovery mode; the energy recovery torque acquisition module 702 is used to obtain the electric vehicle's information when the electric vehicle is in the coasting energy recovery mode or the braking energy recovery mode. Energy recovery torque; sending module 703, used to send the energy recovery torque to the motor controller of the electric vehicle, so that the motor controller controls the motor of the electric vehicle to charge the battery of the electric vehicle .
  • the determination module 701, the energy recovery torque acquisition module 702, and the sending module 703 are set to determine whether the electric vehicle is in the coasting energy recovery mode or the braking energy recovery mode. Only when the electric vehicle enters the energy recovery mode can it be better. If the electric vehicle is in the coasting energy recovery mode or the braking energy recovery mode, the energy recovery torque of the electric vehicle is obtained, and the energy recovery torque is sent to the motor controller of the electric vehicle to The motor controller controls the motor of the electric vehicle to charge the battery of the electric vehicle, which can better combine the two energy recovery modes of coasting and braking, so as to maximize the energy recovery. By determining whether the electric vehicle is in the coasting energy recovery mode or the braking energy recovery mode, this solution can better combine the two energy recovery modes of coasting and braking to maximize energy recovery.
  • the device provided in this embodiment can be used to implement the technical solutions of the foregoing method embodiments, and its implementation principles and technical effects are similar, and will not be repeated here in this embodiment.
  • the determining module 701 is specifically used for:
  • the coasting mode is not receiving a braking signal and not receiving an acceleration signal
  • the braking mode is receiving a braking signal and not receiving an acceleration Signal
  • the first driving state parameter of the electric vehicle is collected; if the first driving state parameter satisfies a first preset condition, it is determined that the electric vehicle is in Coasting energy recovery mode; if the first driving state parameter meets a second preset condition, it is determined that the electric vehicle is in the braking energy recovery mode.
  • the energy recovery torque acquisition module 702 is specifically used for:
  • a second driving state parameter of the electric vehicle is collected, and the second driving state parameter includes an accelerator pedal opening signal, a recovery intensity signal, and a driving mode Signal and vehicle speed signal; when the electric vehicle is in the coasting energy recovery mode, according to the second driving state parameter, look up the coasting energy recovery torque corresponding to the second driving state parameter from a preset coasting energy recovery torque table; When the electric vehicle is in the braking energy recovery mode and the electric vehicle does not include an electronically controlled driving stabilization system, according to the second driving state parameter, look up the second driving from a preset braking energy recovery torque table The braking energy recovery torque corresponding to the state parameter; when the electric vehicle is in the braking energy recovery mode and the electric vehicle includes an electronically controlled driving stability system, receiving the braking energy recovery sent by the electronically controlled driving stability system Torque; wherein the energy recovery torque is the sum of the coasting energy recovery torque and the braking energy recovery torque.
  • the device further includes: a receiving module 704, an accelerator pedal torque acquisition module 705, a current energy recovery torque determination module 706, a feedback module 707, and processing Module 708; Receiving module 704, used to receive the current actual motor torque feedback from the motor controller; Accelerator pedal torque acquisition module 705, used to obtain according to the accelerator pedal when the current actual motor torque is less than the preset torque value The opening signal and the vehicle speed signal obtain the matching accelerator pedal torque from the preset accelerator pedal torque table; the current energy recovery torque determination module 706 is used to determine the current torque according to the current actual motor torque and the accelerator pedal torque.
  • feedback module 707 used to send the current energy recovery torque to the electronically controlled driving stability system, so that the electronically controlled driving stability system adjusts the current energy recovery torque, and feeds back the adjusted current Energy recovery torque
  • the current energy recovery torque is obtained by the absolute value of the difference between the current motor torque and the accelerator pedal torque.
  • the first driving state parameters include fault level, vehicle speed, vehicle driving direction, gear direction, brake pedal opening, and
  • the first preset condition is that the fault level is level two or lower, the gear is forward gear, the vehicle speed is within the first preset threshold, and the vehicle driving direction is consistent with the gear direction
  • the second preset condition is the fault level
  • the fault is level 2 or below, the gear is forward gear, the vehicle speed is within the second preset threshold range, the driving direction of the vehicle is the same as the gear direction, and the brake pedal opening is within the third preset threshold range;
  • the first driving state parameters include the fault level, the state of the electronically controlled driving stability system, vehicle speed, vehicle driving direction, gear direction, brake pedal opening, and first preset conditions If the fault level is level two or below, the state of the electronically controlled driving stability system is inactive, the gear is forward, the vehicle speed is within the first preset threshold range, and the direction of the vehicle
  • This embodiment adopts a method of determining the entry of the energy recovery mode and calculating the energy recovery torque, including entry conditions, torque calculation, and the like.
  • this embodiment provides a controller, which is configured to execute the energy recovery control method described in the foregoing embodiment.
  • a controller which is configured to execute the energy recovery control method described in the foregoing embodiment.
  • the controller is used to determine whether the electric vehicle is in the coasting energy recovery mode or the braking energy recovery mode. Only when the electric vehicle enters the energy recovery mode, energy recovery can be better performed. If the electric vehicle is in the coasting energy recovery mode Or braking energy recovery mode, to obtain the energy recovery torque of the electric vehicle, and send the energy recovery torque to the motor controller of the electric vehicle, so that the motor controller controls the electric vehicle's motor. The charging of the battery of the electric vehicle can better combine the two energy recovery modes of coasting and braking, so as to maximize the energy recovery. By determining whether the electric vehicle is in the coasting energy recovery mode or the braking energy recovery mode, this solution can better combine the two energy recovery modes of coasting and braking to maximize energy recovery.
  • the controller provided in this embodiment can be used to execute the technical solutions of the foregoing method embodiments, and its implementation principles and technical effects are similar, and details are not described herein again in this embodiment.
  • An embodiment of the application also provides an electric vehicle, which includes the above-mentioned controller.
  • the electric vehicle provided in this embodiment can be used to execute the technical solutions of the foregoing method embodiments through a controller, and its implementation principles and technical effects are similar, and will not be repeated here in this embodiment.
  • This embodiment adopts a method of determining the entry of the energy recovery mode and calculating the energy recovery torque, including entry conditions, torque calculation, and the like.
  • this application can be provided as methods, devices, or computer program products. Therefore, this application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, this application may adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program codes.
  • computer-usable storage media including but not limited to disk storage, CD-ROM, optical storage, etc.
  • These computer program instructions can also be stored in a computer-readable memory that can guide a computer or other programmable data processing equipment to work in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture including the instruction device.
  • the device implements the functions specified in one process or multiple processes in the flowchart and/or one block or multiple blocks in the block diagram.
  • These computer program instructions can also be loaded on a computer or other programmable data processing equipment, so that a series of operation steps are executed on the computer or other programmable equipment to produce computer-implemented processing, so as to execute on the computer or other programmable equipment.
  • the instructions provide steps for implementing the functions specified in one process or multiple processes in the flowchart and/or one block or multiple blocks in the block diagram.
  • the computing device includes one or more processors (CPUs), input/output interfaces, network interfaces, and memory.
  • processors CPUs
  • input/output interfaces network interfaces
  • memory volatile and non-volatile memory
  • the memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and/or non-volatile memory, such as read-only memory (ROM) or flash memory (flash RAM).
  • RAM random access memory
  • ROM read-only memory
  • flash RAM flash memory
  • Computer-readable media include permanent and non-permanent, removable and non-removable media, and information storage can be realized by any method or technology.
  • the information can be computer-readable instructions, data structures, program modules, or other data.
  • Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, CD-ROM, digital versatile disc (DVD) or other optical storage, Magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media can be used to store information that can be accessed by computing devices.
  • PRAM phase change memory
  • SRAM static random access memory
  • DRAM dynamic random access memory
  • RAM random access memory
  • ROM read-only memory
  • EEPROM electrically erasable programmable read-only memory
  • flash memory or other memory technology
  • CD-ROM

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Abstract

一种能量回收控制方法、装置、控制器及电动汽车，该方法包括：确定电动汽车是否处于滑行能量回收模式或制动能量回收模式；若电动汽车处于滑行能量回收模式或制动能量回收模式，获取电动汽车的能量回收扭矩；将能量回收扭矩发送至电动汽车的电机控制器，以使电机控制器控制电动汽车的电机对电动汽车的电池进行充电。该方法能够解决现有技术中的能量回收控制方法较难达到能量的最大回收的问题。

Description

能量回收控制方法、装置、控制器及电动汽车
相关申请的交叉引用
本申请要求2019年09月24日提交的中国专利申请201910907115.1的权益，该申请的内容通过引用被合并于本文。
技术领域
本申请实施例涉及电动汽车技术领域，尤其涉及一种能量回收控制方法、装置、控制器及电动汽车。
背景技术
伴随世界汽车保有量每年数以千万辆的增长速度，地球上现已探明的石油储量将在有限年内消耗殆尽；与此同时，汽车燃烧油料所产生的大量有毒、有害气体也对大气环境造成了极大的破坏，其对人类健康的威胁已经成为全球性的灾难。因此，发展纯电动电动汽车是交通运输业发展的必然趋势，也是汽车工业发展的总趋势。
随着环境污染和能源短缺等方面问题的日益严峻，电动汽车以其清洁无污染、能量效率高和能量来源多样化等优点成为汽车发展的新热点。但是续驶里程短严重地阻碍了电动汽车的普及，因此，作为降低电动汽车能耗、提高其续驶里程手段之一的能量回收技术己成为电动汽车研究领域的热点。其中，制动能量回收是现代电动汽车与混合动力汽车的重要技术之一，在一般内燃机汽车上，当电动汽车减速、制动时，电动汽车的运动能量通过制动系统而转变为热能，并向大气中释放。而在电动汽车与混合动力车上，这种被浪费掉的运动能量已可通过制动能量回收技术转变为电能并储存于蓄电池中，并进一步转化为驱动能量。例如，当电动汽车起步或加速时，待增大驱动力时，电机驱动力成为发动机的辅助动力，使电能获得有效应用。但是，目前制动能量回收的控制系统较难达到能量的最大回收。
因此，现有技术中的能量回收控制方法较难达到能量的最大回收。
发明内容
本申请实施例提供一种能量回收控制方法、装置、控制器及电动汽车，以克服现有技术中的能量回收控制方法较难达到能量的最大回收的问题。
第一方面，本申请实施例提供一种能量回收控制方法，包括：确定电动汽车是否处于滑行能量回收模式或制动能量回收模式；若所述电动汽车处于滑行能量回收模式或制动能量回收模式，获取所述电动汽车的能量回收扭矩；以及将所述能量回收扭矩发送至所述电动汽车的电机控制器，以使所述电机控制器控制所述电动汽车的电机对所述电动汽车的电池进行充电。
在一种可能的设计中，所述确定所述电动汽车是否处于滑行能量回收模式或制动能量回收模式，包括：确定所述电动汽车是否处于滑行模式或制动 模式，其中，所述滑行模式为未接收到制动信号且未接收到加速信号，所述制动模式为接收到制动信号且未接收到加速信号；若所述电动汽车处于滑行模式或制动模式，则采集所述电动汽车的第一行驶状态参数；若所述第一行驶状态参数满足第一预设条件，则确定所述电动汽车处于滑行能量回收模式；以及若所述第一行驶状态参数满足第二预设条件，则确定所述电动汽车处于制动能量回收模式。
其中，若所述电动汽车未包含电控行驶平稳系统，则所述第一行驶状态参数包括故障级别、车速、车辆行驶方向、挡位方向、制动踏板开度，所述第一预设条件为故障级别为二级及以下故障、挡位为前进挡、车速在第一预设阈值范围内、且车辆行驶方向和挡位方向一致，第二预设条件为故障级别为二级及以下故障、挡位为前进挡、车速在第二预设阈值范围内、车辆行驶方向和挡位方向一致、且制动踏板开度在第三预设阈值范围内。
其中，若所述电动汽车包含电控行驶平稳系统，则所述第一行驶状态参数包括故障级别、电控行驶平稳系统的状态、车速、车辆行驶方向、挡位方向、制动踏板开度，第一预设条件为故障级别为二级及以下故障、电控行驶平稳系统的状态为未激活、挡位为前进挡、车速在第一预设阈值范围内、且车辆行驶方向和挡位方向一致，第二预设条件为故障级别为二级及以下故障、电控行驶平稳系统状态为未激活、挡位为前进挡、车速在第二预设阈值范围内、车辆行驶方向和挡位方向一致、且制动踏板开度在第三预设阈值范围内。
在一种可能的设计中，所述若所述电动汽车处于滑行能量回收模式或制动能量回收模式，获取所述电动汽车的能量回收扭矩，包括：若所述电动汽车处于滑行能量回收模式或制动能量回收模式，则采集所述电动汽车的第二行驶状态参数，所述第二行驶状态参数包括加速踏板开度信号、回收强度信号、驾驶模式信号以及车速信号；以及通过以下任意一者确定所述能量回收扭矩：
若所述电动汽车处于滑行能量回收模式，则根据所述第二行驶状态参数，从预设滑行能量回收扭矩表中查找所述第二行驶状态参数对应的滑行能量回收扭矩以作为所述能量回收扭矩；
若所述电动汽车处于制动能量回收模式且所述电动汽车未包含电控行驶平稳系统，则根据所述第二行驶状态参数，从预设制动能量回收扭矩表中查找所述第二行驶状态参数对应的制动能量回收扭矩以作为所述能量回收扭矩；
若所述电动汽车处于制动能量回收模式且所述电动汽车包含电控行驶平稳系统，则接收所述电控行驶平稳系统发送的所述制动能量回收扭矩以作为所述能量回收扭矩；
若所述电动汽车在所述滑行能量回收模式状态下进入制动能量回收模式，则将所述制动能量回收扭矩叠加在所述滑行能量回收扭矩上以作为所述能量回收扭矩。
在一种可能的设计中，所述将所述制动能量回收扭矩叠加在所述滑行能量回收扭矩上包括：伴随所述制动能量回收扭矩的产生，将不断产生的 所述制动能量回收扭矩逐步叠加在已产生的所述滑行能量回收扭矩上。
在一种可能的设计中，若所述电动汽车处于制动能量回收模式且所述电动汽车包含电控行驶平稳系统，在所述将所述能量回收扭矩发送至所述电动汽车的电机控制器之后，所述方法还包括：接收所述电机控制器反馈的当前电机实际扭矩；若所述当前电机实际扭矩小于预设扭矩值，则根据所述加速踏板开度信号和所述车速信号，从预设加速踏板扭矩表中获取匹配的加速踏板扭矩；根据所述当前电机实际扭矩和所述加速踏板扭矩，确定当前能量回收扭矩；将所述当前能量回收扭矩发送至所述电控行驶平稳系统，以使所述电控行驶平稳系统调节所述当前能量回收扭矩，并反馈调节后的当前能量回收扭矩；将所述调节后的当前能量回收扭矩发送至所述电动汽车的电机控制器，以使所述电机控制器控制所述电动汽车的电机对所述电动汽车的电池进行充电。
在一种可能的设计中，所述当前能量回收扭矩是所述当前电机扭矩与所述加速踏板扭矩的差值的绝对值。
在一种可能的设计中，所述滑行能量回收模式和制动能量回收模式被配置有关联于车速和制动踏板开度的不同能量回收等级。
第二方面，本申请实施例提供一种能量回收控制装置，包括：确定模块，用于确定电动汽车是否处于滑行能量回收模式或制动能量回收模式；能量回收扭矩获取模块，用于在所述电动汽车处于滑行能量回收模式或制动能量回收模式时，获取所述电动汽车的能量回收扭矩；发送模块，用于将所述能量回收扭矩发送至所述电动汽车的电机控制器，以使所述电机控制器控制所述电动汽车的电机对所述电动汽车的电池进行充电。
在一种可能的设计中，所述确定模块，具体用于：确定所述电动汽车是否处于滑行模式或制动模式，其中，所述滑行模式为未接收到制动信号且未接收到加速信号，所述制动模式为接收到制动信号且未接收到加速信号；若所述电动汽车处于滑行模式或制动模式，则采集所述电动汽车的第一行驶状态参数；若所述第一行驶状态参数满足第一预设条件，则确定所述电动汽车处于滑行能量回收模式；若所述第一行驶状态参数满足第二预设条件，则确定所述电动汽车处于制动能量回收模式。
在一种可能的设计中，所述能量回收扭矩获取模块，具体用于：若所述电动汽车处于滑行能量回收模式或制动能量回收模式，则采集所述电动汽车的第二行驶状态参数，所述第二行驶状态参数包括加速踏板开度信号、回收强度信号、驾驶模式信号以及车速信号；以及通过以下任意一者确定所述能量回收扭矩：
若所述电动汽车处于滑行能量回收模式，则根据所述第二行驶状态参数，从预设滑行能量回收扭矩表中查找所述第二行驶状态参数对应的滑行能量回收扭矩以作为所述能量回收扭矩；
若所述电动汽车处于制动能量回收模式且所述电动汽车未包含电控行驶平稳系统，则根据所述第二行驶状态参数，从预设制动能量回收扭矩表中查 找所述第二行驶状态参数对应的制动能量回收扭矩以作为所述能量回收扭矩；
若所述电动汽车处于制动能量回收模式且所述电动汽车包含电控行驶平稳系统，则接收所述电控行驶平稳系统发送的所述制动能量回收扭矩以作为所述能量回收扭矩；
若所述电动汽车在所述滑行能量回收模式状态下进入制动能量回收模式，则将所述制动能量回收扭矩叠加在所述滑行能量回收扭矩上以作为所述能量回收扭矩。
在一种可能的设计中，所述能量回收控制装置还包括：接收模块，用于接收所述电机控制器反馈的当前电机实际扭矩；加速踏板扭矩获取模块，用于在所述当前电机实际扭矩小于预设扭矩值时，根据所述加速踏板开度信号和所述车速信号，从预设加速踏板扭矩表中获取匹配的加速踏板扭矩；当前能量回收扭矩确定模块，用于根据所述当前电机实际扭矩和所述加速踏板扭矩，确定当前能量回收扭矩；反馈模块，用于将所述当前能量回收扭矩发送至所述电控行驶平稳系统，以使所述电控行驶平稳系统调节所述当前能量回收扭矩，并反馈调节后的当前能量回收扭矩；以及处理模块，用于将所述调节后的当前能量回收扭矩发送至所述电动汽车的电机控制器，以使所述电机控制器控制所述电动汽车的电机对所述电动汽车的电池进行充电。
第三方面，本申请实施例提供一种机器可读存储介质，该机器可读存储介质上存储有指令，该指令用于使得机器执行上述的能量回收控制方法。
第四方面，本申请实施例提供一种控制器，包括：所述控制器用于执行如第一方面以及第一方面中各个可能的设计所述的能量回收控制方法。
第五方面，本申请实施例提供一种电动汽车，包括：如第三方面所述的控制器。
本实施例提供的能量回收控制方法、装置、控制器及电动汽车，为了将浪费掉的运动能量可以有效地通过制动能量回收技术转变为电能并储存于蓄电池中，并进一步转化为驱动能量，首先确定电动汽车是否处于滑行能量回收模式或制动能量回收模式，只有电动汽车进入能量回收模式，才能更好地进行能量回收；为了克服现有技术中的能量回收控制方法较难达到能量的最大回收的问题，在进入能量回收模式后，若所述电动汽车处于滑行能量回收模式或制动能量回收模式，为了使得所述电机控制器控制所述电动汽车的电机对所述电动汽车的电池进行充电，能够较好地结合滑行和制动两种能量回收模式，使得能量回收最大化，则需要获取所述电动汽车的能量回收扭矩，将所述能量回收扭矩发送至所述电动汽车的电机控制器。因此，本方案通过确定电动汽车是否处于滑行能量回收模式或制动能量回收模式，能够较好地结合滑行和制动两种能量回收模式，使得能量回收最大化。
附图说明
为了更清楚地说明本申请实施例或现有技术中的技术方案，下面将对实 施例或现有技术描述中所需要使用的附图作一简单地介绍，显而易见地，下面描述中的附图是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动性的前提下，还可以根据这些附图获得其他的附图。
图1为本申请实施例提供的能量回收控制方法的流程示意图；
图2为本申请另一实施例提供的能量回收控制方法的流程示意图；
图3为本申请又一实施例提供的能量回收控制方法的示意图；
图4为本申请另一实施例提供的能量回收控制方法的示意图；
图5为本申请再一实施例提供的能量回收控制方法的示意图；
图6为本申请又一实施例提供的能量回收控制方法的流程示意图；
图7为本申请实施例提供的能量回收控制装置的结构框图；
图8为本申请又一实施例提供的能量回收控制装置的结构框图。
具体实施方式
为使本申请实施例的目的、技术方案和优点更加清楚，下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
本申请的说明书和权利要求书及上述附图中的术语“第一”、“第二”、“第三”“第四”等(如果存在)是用于区别类似的对象，而不必用于描述特定的顺序或先后次序。应该理解这样使用的数据在适当情况下可以互换，以便这里描述的本申请的实施例，例如能够以除了在这里图示或描述的那些以外的顺序实施。此外，术语“包括”和“具有”以及他们的任何变形，意图在于覆盖不排他的包含，例如，包含了一系列步骤或单元的过程、方法、系统、产品或设备不必限于清楚地列出的那些步骤或单元，而是可包括没有清楚地列出的或对于这些过程、方法、产品或设备固有的其它步骤或单元。
现有技术中，在电动汽车与混合动力车上，被浪费掉的运动能量已可通过制动能量回收技术转变为电能并储存于蓄电池中，并进一步转化为驱动能量。
其中，能量回收指，在驾驶过程中，车辆将减速过程消耗的多余能量进行回收利用，以此降低车辆能量的损耗，并为车辆电池充电，提高纯电动车的续驶里程。
能量回收原理：1.电机功率为负时，电机发电P＝T*n/9.55；
P：电机功率(W)；T：电机扭矩(Nm)；n：电机转速(rpm)。
其中，P为正，则电机出力驱动车轮；P为负，则电机发电。在D(前进挡)挡前进、制动工况，公式中n维持正值，于是，当电机扭矩为正时，电机驱动；当电机扭矩为负时，电机发电。
为了使得能量回收达到最大化，本申请结合了制动能量回收模式和滑行能量回收模式，参见图1所示，图1为本申请实施例提供的能量回收控制方 法的流程示意图。所述方法包括：
S101、确定电动汽车是否处于滑行能量回收模式或制动能量回收模式。
本实施例中，能量回收根据车辆回收时踏板的状态不同分为滑行能量回收和制动能量回收两种模式。滑行能量回收模式指，在驾驶过程中，驾驶员松开油门且不踩制动踏板时，车辆通过控制电机反转达到给电池充电的目的。制动能量回收模式指，在驾驶过程中，驾驶员松开油门且踩下制动踏板时，车辆通过控制电机反转达到给电池充电的目的。其中，这里的车辆可以指电动汽车，但不仅仅限于电动汽车。
其中，执行主体可以是电动汽车中实现整车控制决策的核心电子控制单元(Vehicle control unit，VCU)，VCU通过采集油门踏板、挡位、刹车踏板等信号来判断驾驶员的驾驶意图，通过监测车辆状态(车速、温度等)信息，由VCU判断处理后，向动力系统、动力电池系统发送车辆的运行状态控制指令，同时控制车载附件电力系统的工作模式，VCU具有整车系统故障诊断保护与存储功能。因此，通过VCU可以判断电动汽车是否处于滑行能量回收模式或制动能量回收模式。
S102、若所述电动汽车处于滑行能量回收模式或制动能量回收模式，获取所述电动汽车的能量回收扭矩。
本实施例中，无论电动汽车处于滑行能量回收模式还是制动能量回收模式，都能产生能量回收扭矩，能量回收扭矩可以是在产生滑行能量回收扭矩时VCU通过当前接收到的加速踏板开度信号、回收强度信号、驾驶模式信号以及车速信号通过MATLAB软件中的MAP工具查表得出。
电动汽车处于滑行能量回收模式时，将通过查表得到的能量回收扭矩进行输出或是展示在电动汽车的仪表盘上，在滑行能量回收模式状态下进入制动能量回收模式时，能量回收扭矩是伴随制动能量回收时产生的制动能量回收扭矩进而一点点叠加在滑行能量回收模式下产生的滑行能量回收扭矩，不至于突然给到电机一个制动能量回收扭矩导致车辆的不稳定，以至于车辆的安全性无法有效地保证。因此，本实施例将电动汽车处于的滑行能量回收模式和制动能量回收模式有效地结合，能够保证车辆的稳定性以及安全性。
S103、将所述能量回收扭矩发送至所述电动汽车的电机控制器，以使所述电机控制器控制所述电动汽车的电机对所述电动汽车的电池进行充电。
本实施例中，VCU将获取或接收到的能量回收扭矩实时发送至电动汽车的电机控制器，通过电机控制器控制所述电动汽车的电机执行该能量回收扭矩，进而对所述电动汽车的电池进行充电，其中，电机控制器还能够实时地将实际能量回收扭矩反馈至VCU，VCU可以根据实际能量回收扭矩对接收到的各个信号进行反馈或调整，以使发送给电机控制器执行的能量回收扭矩能够有效地对电动汽车进行充电，进而节约能源，且能够最大化地实现能量回收，提高纯电动车的续驶里程。
本实施例，首先确定电动汽车是否处于滑行能量回收模式或制动能量回收模式，只有电动汽车进入能量回收模式，才能更好地进行能量回收，若所 述电动汽车处于滑行能量回收模式或制动能量回收模式，获取所述电动汽车的能量回收扭矩，将所述能量回收扭矩发送至所述电动汽车的电机控制器，以使所述电机控制器控制所述电动汽车的电机对所述电动汽车的电池进行充电，能够较好地结合滑行和制动两种能量回收模式，使得能量回收最大化。本方案通过确定电动汽车是否处于滑行能量回收模式或制动能量回收模式，能够较好地结合滑行和制动两种能量回收模式，使得能量回收最大化。
如何确定所述电动汽车是否处于滑行能量回收模式或制动能量回收模式，参见图2所示，图2为本申请另一实施例提供的能量回收控制方法的流程示意图，本实施例在图1所述实施例的基础上，本实施例对S101进行了详细说明。即所述确定所述电动汽车是否处于滑行能量回收模式或制动能量回收模式，包括：
S201、确定所述电动汽车是否处于滑行模式或制动模式，其中，所述滑行模式为未接收到制动信号且未接收到加速信号，所述制动模式为接收到制动信号且未接收到加速信号。
本实施例中，在确定所述电动汽车是否处于滑行能量回收模式或制动能量回收模式时，首先确定所述电动汽车是否处于滑行模式或制动模式，由于电动汽车在处于滑行模式时，有可能会进入滑行能量回收模式，电动汽车在处于制动模式时，有可能会进入制动能量回收模式。
其中，VCU未接收到制动信号且未接收到加速信号时，则说明电动汽车处于滑行模式，VCU接收到制动信号且未接收到加速信号时，则说明电动汽车处于制动模式。
S202、若所述电动汽车处于滑行模式或制动模式，则采集所述电动汽车的第一行驶状态参数。
本实施例中，VCU检测出电动汽车处于滑行模式或制动模式时，开始采集电动汽车的第一行驶状态参数。
可选地，若所述电动汽车未包含电控行驶平稳系统，则所述第一行驶状态参数包括故障级别、车速、车辆行驶方向、挡位方向、制动踏板开度。若所述电动汽车包含电控行驶平稳系统，则所述第一行驶状态参数包括故障级别、电控行驶平稳系统的状态、车速、车辆行驶方向、挡位方向、制动踏板开度。
具体地，电控行驶平稳系统(Electronic Stabilty Program，ESP)，包含汽车防抱死制动系统(antilock braking system，ABS)及驱动防滑系统(Acceleration Slip Regulation，ASR)，是这两种系统功能上的延伸。ESP系统由控制单元及转向传感器(监测方向盘的转向角度)、车轮传感器(监测各个车轮的速度转动)、侧滑传感器(监测车体绕垂直轴线转动的状态)、横向加速度传感器(监测汽车转弯时的离心力)等组成。控制单元通过这些传感器的信号对车辆的运行状态进行判断，进而发出控制指令。有ESP与只有ABS及ASR的汽车，它们之间的差别在于ABS及ASR只能被动地作出反应，而ESP则能够探测和分析车况并纠正驾驶的错误，防患于未然。
因此，在电动汽车中未配置有电控行驶平稳系统的情况下，VCU可以采集到电动汽车的故障级别、车速、车辆行驶方向、挡位方向、制动踏板开度，在电动汽车中配置有电控行驶平稳系统的情况下，VCU可以采集到电动汽车的故障级别、电控行驶平稳系统的状态、车速、车辆行驶方向、挡位方向、制动踏板开度。
S203、若所述第一行驶状态参数满足第一预设条件，则确定所述电动汽车处于滑行能量回收模式。
其中，若所述电动汽车未包含电控行驶平稳系统，则所述第一预设条件为故障级别为二级及以下故障、挡位为前进挡、车速在第一预设阈值范围内、且车辆行驶方向和挡位方向一致；若所述电动汽车包含电控行驶平稳系统，则第一预设条件为故障级别为二级及以下故障、电控行驶平稳系统的状态为未激活、挡位为前进挡、车速在第一预设阈值范围内、且车辆行驶方向和挡位方向一致。
具体地，当车辆正常上高压启动后，整车没有三级及以上故障，ESP功能没有激活，挡位为前进挡，车辆速度达到一定阈值，车辆行驶的方向和挡位的方向一致，车辆可以自动进入滑行能量回收模式。
S204、若所述第一行驶状态参数满足第二预设条件，则确定所述电动汽车处于制动能量回收模式。
其中，若所述电动汽车未包含电控行驶平稳系统，则第二预设条件为故障级别为二级及以下故障、挡位为前进挡、车速在第二预设阈值范围内、车辆行驶方向和挡位方向一致、且制动踏板开度在第三预设阈值范围内；若所述电动汽车包含电控行驶平稳系统，则第二预设条件为故障级别为二级及以下故障、电控行驶平稳系统状态为未激活、挡位为前进挡、车速在第二预设阈值范围内、车辆行驶方向和挡位方向一致、且制动踏板开度在第三预设阈值范围内。
具体地，当车辆正常上高压启动后，整车没有三级及以上故障，ESP功能没有激活，挡位为前进挡，车辆速度达到一定阈值，车辆行驶的方向和挡位的方向一致，驾驶员踩下制动踏板一定深度时，车辆可以自动进入制动能量回收模式。其中，第一预设阈值和第二预设阈值可以相等，也可以不相等，可以根据具体车辆的性能进行标定的，所以，在此不进行限定。
在实际应用中，车辆进入能量回收模式(滑行能量回收模式或制动能量回收模式)时，会根据驾驶员的需求分为3个等级：强，标准，弱。结合图3和图4所示，图3中①表示强回收等级对应的车速与扭矩之间的关系；图3中②表示标准回收等级对应的车速与扭矩之间的关系；图3中③表示弱回收等级对应的车速与扭矩之间的关系；图3中④表示电机峰值回收扭矩下对应的车速与扭矩之间的关系；图4中①表示强回收等级对应的车速与减速度之间的关系；图4中②表示标准回收等级对应的车速与减速度之间的关系；图4中③表示弱回收等级对应的车速与减速度之间的关系。其中，图3和图4中横坐标与纵坐标的值均为初始化的值，这些数值均为可配置的，即TBD， 表示可标定或可配置。
即相同的踏板开度和车辆速度的情况下，能量回收等级不同，对应的回收扭矩也不同。VCU能够实时地采集第一行驶状态参数即故障级别、电控行驶平稳系统的状态、车速、车辆行驶方向、挡位方向、制动踏板开度，通过采集的第一行驶状态参数，获取当前能量回收模式对应的能量回收扭矩。
为了实现如何获取所述电动汽车的能量回收扭矩，参见图5所示，图5为本申请再一实施例提供的能量回收方法的流程示意图，本实施例在上述实施例的基础上，例如，在图2所述的实施例基础上，对S102进行了详细说明。所述若所述电动汽车处于滑行能量回收模式或制动能量回收模式，获取所述电动汽车的能量回收扭矩，包括：
S501、若所述电动汽车处于滑行能量回收模式或制动能量回收模式，则采集所述电动汽车的第二行驶状态参数，所述第二行驶状态参数包括加速踏板开度信号、回收强度信号、驾驶模式信号以及车速信号。
本实施例中，在确定所述电动汽车处于滑行能量回收模式或制动能量回收模式后，VCU开始采集所述电动汽车的第二行驶状态参数即加速踏板开度信号、回收强度信号、驾驶模式信号以及车速信号。
S502、若所述电动汽车处于滑行能量回收模式，则根据所述第二行驶状态参数，从预设滑行能量回收扭矩表中查找所述第二行驶状态参数对应的滑行能量回收扭矩。
本实施例中，若所述电动汽车处于滑行能量回收模式，无论所述电动汽车是否配置有电控行驶平稳系统，都需要从预设滑行能量回收扭矩表中查找所述第二行驶状态参数对应的滑行能量回收扭矩。
其中，预设滑行能量回收扭矩表为配置在MATLAB中的MAP表1中，MAP表1中存储有加速踏板开度信号、回收强度信号、驾驶模式信号、车速信号以及与第二行驶状态参数匹配的滑行能量回收扭矩，VCU在采集到电动汽车在当时行驶状态下的第二行驶状态参数时，根据预设的第一访问路径，从MAP表1(预设滑行能量回收扭矩表)中查找并获取与之匹配的滑行能量回收扭矩。此时，由于没有制动，则滑行能量回收扭矩可以作为电动汽车的回收能量扭矩。
S503、若所述电动汽车处于制动能量回收模式且所述电动汽车未包含电控行驶平稳系统，则根据所述第二行驶状态参数，从预设制动能量回收扭矩表中查找所述第二行驶状态参数对应的制动能量回收扭矩；
S504、若所述电动汽车处于制动能量回收模式且所述电动汽车包含电控行驶平稳系统，则接收所述电控行驶平稳系统发送的所述制动能量回收扭矩；其中，所述能量回收扭矩为滑行能量回收扭矩与制动能量回收扭矩之和。
本实施例中，若所述电动汽车处于制动能量回收模式，如何获取第二行驶状态参数对应的制动能量回收扭矩，可以通过以下方式实现：
方式一：在所述电动汽车处于制动能量回收模式且所述电动汽车未配置ESP时，与上述滑行能量回收扭矩的获取方式类似，都是通过查表的方式。 具体地，预设制动能量回收扭矩表为配置在MATLAB中的MAP表2中，MAP表2中存储有加速踏板开度信号、回收强度信号、驾驶模式信号、车速信号以及与第二行驶状态参数匹配的制动能量回收扭矩，VCU在采集到电动汽车在当时行驶状态下的第二行驶状态参数时，根据预设的第二访问路径，从MAP表2(预设制动能量回收扭矩表)中查找并获取与之匹配的制动能量回收扭矩。
方式二：在所述电动汽车处于制动能量回收模式且所述电动汽车配置ESP时，ESP直接能够实时采集制动能量回收扭矩，并将采集到的制动能量回收扭矩发送至VCU，VCU接收ESP采集到的制动能量回收扭矩。
在实际应用中，VCU在获取到制动能量回收扭矩时，将制动能量回收扭矩叠加在滑行能量回收扭矩上，作为电动汽车的能量回收扭矩，这种计算方式或是控制方法能够实现滑行回收和制动回收之间切换的平顺性，避免由于紧急制动导致的车辆不稳定以及安全性差。
在电动汽车处于制动能量回收模式且所述电动汽车包含电控行驶平稳系统，ESP能够实时调节参数，有效地反馈当前电动汽车的制动扭矩，使得能量回收最大化，且保证车辆的稳定性，参见图6所示，图6为本申请又一实施例提供的能量回收控制方法的流程示意图。本实施例在上述实施例的基础上，例如，在图5所述的实施例基础上，对能量回收控制方法进行了详细说明。
若所述电动汽车处于制动能量回收模式且所述电动汽车包含电控行驶平稳系统，在所述将所述能量回收扭矩发送至所述电动汽车的电机控制器之后，所述方法还包括：
S601、接收所述电机控制器反馈的当前电机实际扭矩；
S602、若所述当前电机实际扭矩小于预设扭矩值，则根据所述加速踏板开度信号和所述车速信号，从预设加速踏板扭矩表中获取匹配的加速踏板扭矩；
S603、根据所述当前电机实际扭矩和所述加速踏板扭矩，确定当前能量回收扭矩；
S604、将所述当前能量回收扭矩发送至所述电控行驶平稳系统，以使所述电控行驶平稳系统调节所述当前能量回收扭矩，并反馈调节后的当前能量回收扭矩；
S605、将所述调节后的当前能量回收扭矩发送至所述电动汽车的电机控制器，以使所述电机控制器控制所述电动汽车的电机对所述电动汽车的电池进行充电。
本实施例中，在所述电动汽车处于制动能量回收模式且所述电动汽车包含电控行驶平稳系统的情况下，VCU在接收所述电控行驶平稳系统发送的所述制动能量回收扭矩之后，同时在S103、将所述能量回收扭矩发送至所述电动汽车的电机控制器，以使所述电机控制器控制所述电动汽车的电机对所述电动汽车的电池进行充电之后，还需要对当前电机实际扭矩进行调整，进而 实现能量回收的最大化以及车辆的平稳性。
具体地，当车辆进入能量回收模式时，能量回收扭矩为制动回收扭矩和滑行能量回收扭矩之和。如果车辆配置ESP功能，制动回收扭矩由ESP发送；如果车辆没有配置ESP功能，制动回收扭矩通过VCU接收到的加速踏板开度信号、回收强度信号、驾驶模式信号以及车速信号通过MAP工具查表获得(例如MAP表2，预设制动能量回收扭矩表)，滑行能量回收扭矩由踏板开度(可以为加速踏板开度)、回收强度、驾驶模式及车速查表获得。
其中，车辆配置ESP功能时，当制动能量回收激活(即为进入制动能量回收模式)且当前电机实际扭矩小0，VCU应发送当前能量回收扭矩给ESP。
可选地，所述当前能量回收扭矩通过所述当前电机扭矩与所述加速踏板扭矩差值的绝对值获得。
具体地，所述当前能量回收扭矩为当前电机实际扭矩与加速踏板扭矩的差值的绝对值。
本实施例中，当前能量回收扭矩值计算公式如下：
当前能量回收扭矩＝|当前电机实际扭矩-加速踏板扭矩|。
在实际应用中，1)加速踏板请求扭矩(即为加速踏板扭矩)大于0时，加速踏板扭矩为0；2)当前电机实际扭矩(TM_ActTrq)-加速踏板扭矩大于0时，当前回收扭矩为0；3)当制动能量回收未激活(即电动汽车未进入制动能量回收模式)或当前电机实际扭矩大于等于0，当前能量回收扭矩为0。当能量回收不使能时，能量回收扭矩应为0。
具体地，VCU在获得当前能量回收扭矩后，将所述当前能量回收扭矩发送至所述电控行驶平稳系统，以使所述电控行驶平稳系统调节所述当前能量回收扭矩，并反馈调节后的当前能量回收扭矩，然后VCU将调节后的当前能量回收扭矩发送至所述电动汽车的电机控制器，以使所述电机控制器控制所述电动汽车的电机对所述电动汽车的电池进行充电。
本实施例通过判定能量回收模式的进入和计算能量回收扭矩的方法，包含进入条件、扭矩计算等。通过将能量回收分为制动和滑行两个部分，用叠加的方法来计算能量回收扭矩，可以使后期标定(配置)更加方便，让车辆在两种能量回收模式之间的切换使扭矩更加平滑顺畅，减少车辆的闯动，提高驾驶感受。
为了实现所述能量回收控制方法，本实施例提供了一种能量回收控制装置。参见图7，图7为本申请实施例提供的能量回收控制装置的结构示意图；所述能量回收控制装置，包括：确定模块701、能量回收扭矩获取模块702以及发送模块703；确定模块701，用于确定电动汽车是否处于滑行能量回收模式或制动能量回收模式；能量回收扭矩获取模块702，用于在所述电动汽车处于滑行能量回收模式或制动能量回收模式时，获取所述电动汽车的能量回收扭矩；发送模块703，用于将所述能量回收扭矩发送至所述电动汽车的电机控制器，以使所述电机控制器控制所述电动汽车的电机对所述电动汽车的电池进行充电。
本实施例，通过设置确定模块701、能量回收扭矩获取模块702以及发送模块703，用于确定电动汽车是否处于滑行能量回收模式或制动能量回收模式，只有电动汽车进入能量回收模式，才能更好地进行能量回收，若所述电动汽车处于滑行能量回收模式或制动能量回收模式，获取所述电动汽车的能量回收扭矩，将所述能量回收扭矩发送至所述电动汽车的电机控制器，以使所述电机控制器控制所述电动汽车的电机对所述电动汽车的电池进行充电，能够较好地结合滑行和制动两种能量回收模式，使得能量回收最大化。本方案通过确定电动汽车是否处于滑行能量回收模式或制动能量回收模式，能够较好地结合滑行和制动两种能量回收模式，使得能量回收最大化。
本实施例提供的装置，可用于执行上述方法实施例的技术方案，其实现原理和技术效果类似，本实施例此处不再赘述。
在一种可能的设计中，所述确定模块701，具体用于：
确定所述电动汽车是否处于滑行模式或制动模式，其中，所述滑行模式为未接收到制动信号且未接收到加速信号，所述制动模式为接收到制动信号且未接收到加速信号；若所述电动汽车处于滑行模式或制动模式，则采集所述电动汽车的第一行驶状态参数；若所述第一行驶状态参数满足第一预设条件，则确定所述电动汽车处于滑行能量回收模式；若所述第一行驶状态参数满足第二预设条件，则确定所述电动汽车处于制动能量回收模式。
在一种可能的设计中，所述能量回收扭矩获取模块702，具体用于：
在所述电动汽车处于滑行能量回收模式或制动能量回收模式时，采集所述电动汽车的第二行驶状态参数，所述第二行驶状态参数包括加速踏板开度信号、回收强度信号、驾驶模式信号以及车速信号；在所述电动汽车处于滑行能量回收模式时，根据所述第二行驶状态参数，从预设滑行能量回收扭矩表中查找所述第二行驶状态参数对应的滑行能量回收扭矩；在所述电动汽车处于制动能量回收模式且所述电动汽车未包含电控行驶平稳系统时，根据所述第二行驶状态参数，从预设制动能量回收扭矩表中查找所述第二行驶状态参数对应的制动能量回收扭矩；在所述电动汽车处于制动能量回收模式且所述电动汽车包含电控行驶平稳系统时，接收所述电控行驶平稳系统发送的所述制动能量回收扭矩；其中，所述能量回收扭矩为滑行能量回收扭矩与制动能量回收扭矩之和。
图8为本申请又一实施例提供的能量回收控制装置的结构示意图，所述装置还包括：接收模块704、加速踏板扭矩获取模块705、当前能量回收扭矩确定模块706、反馈模块707、以及处理模块708；接收模块704，用于接收所述电机控制器反馈的当前电机实际扭矩；加速踏板扭矩获取模块705，用于在所述当前电机实际扭矩小于预设扭矩值时，根据所述加速踏板开度信号和所述车速信号，从预设加速踏板扭矩表中获取匹配的加速踏板扭矩；当前能量回收扭矩确定模块706，用于根据所述当前电机实际扭矩和所述加速踏板扭矩，确定当前能量回收扭矩；反馈模块707，用于将所述当前能量回收扭矩发送至所述电控行驶平稳系统，以使所述电控行驶平稳系统调节所述当 前能量回收扭矩，并反馈调节后的当前能量回收扭矩；处理模块708，用于将所述调节后的当前能量回收扭矩发送至所述电动汽车的电机控制器，以使所述电机控制器控制所述电动汽车的电机对所述电动汽车的电池进行充电。
在一种可能的设计中，所述当前能量回收扭矩通过所述当前电机扭矩与所述加速踏板扭矩差值的绝对值获得。
在一种可能的设计中，若所述电动汽车未包含电控行驶平稳系统，则所述第一行驶状态参数包括故障级别、车速、车辆行驶方向、挡位方向、制动踏板开度，所述第一预设条件为故障级别为二级及以下故障、挡位为前进挡、车速在第一预设阈值范围内、且车辆行驶方向和挡位方向一致，第二预设条件为故障级别为二级及以下故障、挡位为前进挡、车速在第二预设阈值范围内、车辆行驶方向和挡位方向一致、且制动踏板开度在第三预设阈值范围内；若所述电动汽车包含电控行驶平稳系统，则所述第一行驶状态参数包括故障级别、电控行驶平稳系统的状态、车速、车辆行驶方向、挡位方向、制动踏板开度，第一预设条件为故障级别为二级及以下故障、电控行驶平稳系统的状态为未激活、挡位为前进挡、车速在第一预设阈值范围内、且车辆行驶方向和挡位方向一致，第二预设条件为故障级别为二级及以下故障、电控行驶平稳系统状态为未激活、挡位为前进挡、车速在第二预设阈值范围内、车辆行驶方向和挡位方向一致、且制动踏板开度在第三预设阈值范围内。
本实施例通过判定能量回收模式的进入和计算能量回收扭矩的方法，包含进入条件、扭矩计算等。通过将能量回收分为制动和滑行两个部分，用叠加的方法来计算能量回收扭矩，可以使后期标定(配置)更加方便，让车辆在两种能量回收模式之间的切换使扭矩更加平滑顺畅，减少车辆的闯动，提高驾驶感受。
为了实现所述能量回收控制方法，本实施例提供了一种控制器，所述控制器用于执行如上述实施例所述的能量回收控制方法。具体可以参见前述方法实施例中的相关描述。
本实施例，通过控制器用以确定电动汽车是否处于滑行能量回收模式或制动能量回收模式，只有电动汽车进入能量回收模式，才能更好地进行能量回收，若所述电动汽车处于滑行能量回收模式或制动能量回收模式，获取所述电动汽车的能量回收扭矩，将所述能量回收扭矩发送至所述电动汽车的电机控制器，以使所述电机控制器控制所述电动汽车的电机对所述电动汽车的电池进行充电，能够较好地结合滑行和制动两种能量回收模式，使得能量回收最大化。本方案通过确定电动汽车是否处于滑行能量回收模式或制动能量回收模式，能够较好地结合滑行和制动两种能量回收模式，使得能量回收最大化。
本实施例提供的控制器，可用于执行上述方法实施例的技术方案，其实现原理和技术效果类似，本实施例此处不再赘述。
本申请实施例还提供一种电动汽车，该电动汽车包括上述的控制器。
本实施例提供的电动汽车，通过控制器可用于执行上述方法实施例的技 术方案，其实现原理和技术效果类似，本实施例此处不再赘述。
本实施例通过判定能量回收模式的进入和计算能量回收扭矩的方法，包含进入条件、扭矩计算等。通过将能量回收分为制动和滑行两个部分，用叠加的方法来计算能量回收扭矩，可以使后期标定(配置)更加方便，让车辆在两种能量回收模式之间的切换使扭矩更加平滑顺畅，减少车辆的闯动，提高驾驶感受。
本领域内的技术人员应明白，本申请的实施例可提供为方法、装置或计算机程序产品。因此，本申请可采用完全硬件实施例、完全软件实施例、或结合软件和硬件方面的实施例的形式。而且，本申请可采用在一个或多个其中包含有计算机可用程序代码的计算机可用存储介质(包括但不限于磁盘存储器、CD-ROM、光学存储器等)上实施的计算机程序产品的形式。
本申请是参照根据本发明实施例的方法、设备和计算机程序产品的流程图和/或方框图来描述的。应理解可由计算机程序指令实现流程图和/或方框图中的每一流程和/或方框、以及流程图和/或方框图中的流程和/或方框的结合。可提供这些计算机程序指令到通用计算机、专用计算机、嵌入式处理机或其他可编程数据处理设备的处理器以产生一个机器，使得通过计算机或其他可编程数据处理设备的处理器执行的指令产生用于实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能的装置。
这些计算机程序指令也可存储在能引导计算机或其他可编程数据处理设备以特定方式工作的计算机可读存储器中，使得存储在该计算机可读存储器中的指令产生包括指令装置的制造品，该指令装置实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能。
这些计算机程序指令也可装载到计算机或其他可编程数据处理设备上，使得在计算机或其他可编程设备上执行一系列操作步骤以产生计算机实现的处理，从而在计算机或其他可编程设备上执行的指令提供用于实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能的步骤。
在一个典型的配置中，计算设备包括一个或多个处理器(CPU)、输入/输出接口、网络接口和内存。
存储器可能包括计算机可读介质中的非永久性存储器，随机存取存储器(RAM)和/或非易失性内存等形式，如只读存储器(ROM)或闪存(flash RAM)。存储器是计算机可读介质的示例。
计算机可读介质包括永久性和非永久性、可移动和非可移动媒体可以由任何方法或技术来实现信息存储。信息可以是计算机可读指令、数据结构、程序的模块或其他数据。计算机的存储介质的例子包括，但不限于相变内存(PRAM)、静态随机存取存储器(SRAM)、动态随机存取存储器(DRAM)、其他类型的随机存取存储器(RAM)、只读存储器(ROM)、电可擦除可编程只读存储器(EEPROM)、快闪记忆体或其他内存技术、只读光盘只读存储器(CD-ROM)、数字多功能光盘(DVD)或其他光学存储、磁盒式磁带，磁带磁磁盘存储或其他磁性存储设备或任何其他非传输介质，可用于存储可以被计算 设备访问的信息。
最后应说明的是：以上各实施例仅用以说明本申请的技术方案，而非对其限制；尽管参照前述各实施例对本申请进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分或者全部技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本申请各实施例技术方案的范围。

Claims (14)

  1. 一种能量回收控制方法，其特征在于，所述方法包括：
    确定电动汽车是否处于滑行能量回收模式或制动能量回收模式；
    若所述电动汽车处于滑行能量回收模式或制动能量回收模式，获取所述电动汽车的能量回收扭矩；
    将所述能量回收扭矩发送至所述电动汽车的电机控制器，以使所述电机控制器控制所述电动汽车的电机对所述电动汽车的电池进行充电。
  2. 根据权利要求1所述的方法，其特征在于，所述确定所述电动汽车是否处于滑行能量回收模式或制动能量回收模式，包括：
    确定所述电动汽车是否处于滑行模式或制动模式，其中，所述滑行模式为未接收到制动信号且未接收到加速信号，所述制动模式为接收到制动信号且未接收到加速信号；
    若所述电动汽车处于滑行模式或制动模式，则采集所述电动汽车的第一行驶状态参数；
    若所述第一行驶状态参数满足第一预设条件，则确定所述电动汽车处于滑行能量回收模式；
    若所述第一行驶状态参数满足第二预设条件，则确定所述电动汽车处于制动能量回收模式；
    其中，若所述电动汽车未包含电控行驶平稳系统，则所述第一行驶状态参数包括故障级别、车速、车辆行驶方向、挡位方向、制动踏板开度，所述第一预设条件为故障级别为二级及以下故障、挡位为前进挡、车速在第一预设阈值范围内、且车辆行驶方向和挡位方向一致，第二预设条件为故障级别为二级及以下故障、挡位为前进挡、车速在第二预设阈值范围内、车辆行驶方向和挡位方向一致、且制动踏板开度在第三预设阈值范围内；
    其中，若所述电动汽车包含电控行驶平稳系统，则所述第一行驶状态参数包括故障级别、电控行驶平稳系统的状态、车速、车辆行驶方向、挡位方向、制动踏板开度，第一预设条件为故障级别为二级及以下故障、电控行驶平稳系统的状态为未激活、挡位为前进挡、车速在第一预设阈值范围内、且车辆行驶方向和挡位方向一致，第二预设条件为故障级别为二级及以下故障、电控行驶平稳系统状态为未激活、挡位为前进挡、车速在第二预设阈值范围内、车辆行驶方向和挡位方向一致、且制动踏板开度在第三预设阈值范围内。
  3. 根据权利要求1所述的方法，其特征在于，所述若所述电动汽车处于滑行能量回收模式或制动能量回收模式，获取所述电动汽车的能量回收扭矩，包括：
    若所述电动汽车处于滑行能量回收模式或制动能量回收模式，则采集 所述电动汽车的第二行驶状态参数，所述第二行驶状态参数包括加速踏板开度信号、回收强度信号、驾驶模式信号以及车速信号；以及
    通过以下任意一者确定所述能量回收扭矩：
    若所述电动汽车处于滑行能量回收模式，则根据所述第二行驶状态参数，从预设滑行能量回收扭矩表中查找所述第二行驶状态参数对应的滑行能量回收扭矩以作为所述能量回收扭矩；
    若所述电动汽车处于制动能量回收模式且所述电动汽车未包含电控行驶平稳系统，则根据所述第二行驶状态参数，从预设制动能量回收扭矩表中查找所述第二行驶状态参数对应的制动能量回收扭矩以作为所述能量回收扭矩；
    若所述电动汽车处于制动能量回收模式且所述电动汽车包含电控行驶平稳系统，则接收所述电控行驶平稳系统发送的所述制动能量回收扭矩以作为所述能量回收扭矩；
    若所述电动汽车在所述滑行能量回收模式状态下进入制动能量回收模式，则将所述制动能量回收扭矩叠加在所述滑行能量回收扭矩上以作为所述能量回收扭矩。
  4. 根据权利要求1所述的方法，其特征在于，所述将所述制动能量回收扭矩叠加在所述滑行能量回收扭矩上包括：
    伴随所述制动能量回收扭矩的产生，将不断产生的所述制动能量回收扭矩逐步叠加在已产生的所述滑行能量回收扭矩上。
  5. 根据权利要求1所述的方法，其特征在于，若所述电动汽车处于制动能量回收模式且所述电动汽车包含电控行驶平稳系统，在所述将所述能量回收扭矩发送至所述电动汽车的电机控制器之后，所述方法还包括：
    接收所述电机控制器反馈的当前电机实际扭矩；
    若所述当前电机实际扭矩小于预设扭矩值，则根据加速踏板开度信号和车速信号，从预设加速踏板扭矩表中获取匹配的加速踏板扭矩；
    根据所述当前电机实际扭矩和所述加速踏板扭矩，确定当前能量回收扭矩；
    将所述当前能量回收扭矩发送至所述电控行驶平稳系统，以使所述电控行驶平稳系统调节所述当前能量回收扭矩，并反馈调节后的当前能量回收扭矩；
    将所述调节后的当前能量回收扭矩发送至所述电动汽车的电机控制器，以使所述电机控制器控制所述电动汽车的电机对所述电动汽车的电池进行充电。
  6. 根据权利要求4所述的方法，其特征在于，所述当前能量回收扭矩是所述当前电机扭矩与所述加速踏板扭矩的差值的绝对值。
  7. 根据权利要求1所述的方法，其特征在于，所述滑行能量回收模式和制动能量回收模式被配置有关联于车速和制动踏板开度的不同能量回收等级。
  8. 一种能量回收控制装置，其特征在于，其特征在于，包括：
    确定模块，用于确定电动汽车是否处于滑行能量回收模式或制动能量回收模式；
    能量回收扭矩获取模块，用于在所述电动汽车处于滑行能量回收模式或制动能量回收模式时，获取所述电动汽车的能量回收扭矩；
    发送模块，用于将所述能量回收扭矩发送至所述电动汽车的电机控制器，以使所述电机控制器控制所述电动汽车的电机对所述电动汽车的电池进行充电。
  9. 根据权利要求8所述的装置，其特征在于，所述确定模块，具体用于：
    确定所述电动汽车是否处于滑行模式或制动模式，其中，所述滑行模式为未接收到制动信号且未接收到加速信号，所述制动模式为接收到制动信号且未接收到加速信号；
    若所述电动汽车处于滑行模式或制动模式，则采集所述电动汽车的第一行驶状态参数；
    若所述第一行驶状态参数满足第一预设条件，则确定所述电动汽车处于滑行能量回收模式；
    若所述第一行驶状态参数满足第二预设条件，则确定所述电动汽车处于制动能量回收模式；
    其中，若所述电动汽车未包含电控行驶平稳系统，则所述第一行驶状态参数包括故障级别、车速、车辆行驶方向、挡位方向、制动踏板开度，所述第一预设条件为故障级别为二级及以下故障、挡位为前进挡、车速在第一预设阈值范围内、且车辆行驶方向和挡位方向一致，第二预设条件为故障级别为二级及以下故障、挡位为前进挡、车速在第二预设阈值范围内、车辆行驶方向和挡位方向一致、且制动踏板开度在第三预设阈值范围内；
    其中，若所述电动汽车包含电控行驶平稳系统，则所述第一行驶状态参数包括故障级别、电控行驶平稳系统的状态、车速、车辆行驶方向、挡位方向、制动踏板开度，第一预设条件为故障级别为二级及以下故障、电控行驶平稳系统的状态为未激活、挡位为前进挡、车速在第一预设阈值范围内、且车辆行驶方向和挡位方向一致，第二预设条件为故障级别为二级及以下故障、电控行驶平稳系统状态为未激活、挡位为前进挡、车速在第二预设阈值范围内、车辆行驶方向和挡位方向一致、且制动踏板开度在第三预设阈值范围内。
  10. 根据权利要求8所述的装置，其特征在于，所述能量回收扭矩获取模块，具体用于：
    若所述电动汽车处于滑行能量回收模式或制动能量回收模式，则采集所述电动汽车的第二行驶状态参数，所述第二行驶状态参数包括加速踏板开度信号、回收强度信号、驾驶模式信号以及车速信号；以及
    通过以下任意一者确定所述能量回收扭矩：
    若所述电动汽车处于滑行能量回收模式，则根据所述第二行驶状态参数，从预设滑行能量回收扭矩表中查找所述第二行驶状态参数对应的滑行能量回收扭矩以作为所述能量回收扭矩；
    若所述电动汽车处于制动能量回收模式且所述电动汽车未包含电控行驶平稳系统，则根据所述第二行驶状态参数，从预设制动能量回收扭矩表中查找所述第二行驶状态参数对应的制动能量回收扭矩以作为所述能量回收扭矩；
    若所述电动汽车处于制动能量回收模式且所述电动汽车包含电控行驶平稳系统，则接收所述电控行驶平稳系统发送的所述制动能量回收扭矩以作为所述能量回收扭矩；
    若所述电动汽车在所述滑行能量回收模式状态下进入制动能量回收模式，则将所述制动能量回收扭矩叠加在所述滑行能量回收扭矩上以作为所述能量回收扭矩。
  11. 根据权利要求8所述的装置，其特征在于，所述能量回收控制装置还包括：
    接收模块，用于接收所述电机控制器反馈的当前电机实际扭矩；
    加速踏板扭矩获取模块，用于在所述当前电机实际扭矩小于预设扭矩值时，根据所述加速踏板开度信号和所述车速信号，从预设加速踏板扭矩表中获取匹配的加速踏板扭矩；
    当前能量回收扭矩确定模块，用于根据所述当前电机实际扭矩和所述加速踏板扭矩，确定当前能量回收扭矩；
    反馈模块，用于将所述当前能量回收扭矩发送至所述电控行驶平稳系统，以使所述电控行驶平稳系统调节所述当前能量回收扭矩，并反馈调节后的当前能量回收扭矩；以及
    处理模块，用于将所述调节后的当前能量回收扭矩发送至所述电动汽车的电机控制器，以使所述电机控制器控制所述电动汽车的电机对所述电动汽车的电池进行充电。
  12. 一种机器可读存储介质，该机器可读存储介质上存储有指令，该指令用于使得机器执行权利要求1至7中任意一项所述的能量回收控制方法。
  13. 一种控制器，其特征在于，所述控制器用于执行如权利要求1至7任一项所述的能量回收控制方法。
  14. 一种电动汽车，其特征在于，包括如权利要求13所述的控制器。
PCT/CN2020/117489 2019-09-24 2020-09-24 能量回收控制方法、装置、控制器及电动汽车 WO2021057854A1 (zh)

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