WO2024251146A1 - 车辆能量回收方法及装置 - Google Patents

车辆能量回收方法及装置 Download PDF

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Publication number
WO2024251146A1
WO2024251146A1 PCT/CN2024/097490 CN2024097490W WO2024251146A1 WO 2024251146 A1 WO2024251146 A1 WO 2024251146A1 CN 2024097490 W CN2024097490 W CN 2024097490W WO 2024251146 A1 WO2024251146 A1 WO 2024251146A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
torque
energy recovery
acceleration
current operating
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2024/097490
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English (en)
French (fr)
Inventor
杨冬生
朱福堂
许伯良
吕高峰
段紫文
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
BYD Co Ltd
Original Assignee
BYD Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Priority to EP24818678.5A priority Critical patent/EP4725745A1/en
Publication of WO2024251146A1 publication Critical patent/WO2024251146A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/1005—Driving resistance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
    • B60W40/13—Load or weight
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/16—Driving resistance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/30—Wheel torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present application relates to the field of vehicles, and in particular to a vehicle energy recovery method and device.
  • the purpose of energy recovery is to convert the kinetic energy generated during the sliding or braking process of the vehicle into electrical energy, thereby improving the vehicle's endurance and the economy of the vehicle.
  • the energy utilization rate of the vehicle controller during energy recovery is low.
  • the present application aims to solve at least one of the technical problems in the related art to a certain extent.
  • one purpose of the present application is to propose a vehicle energy recovery method and device, in which the vehicle controller can perform energy recovery based on the minimum feedback torque between the maximum allowable feedback torque and the coasting feedback torque after determining the coasting feedback torque of the vehicle under the current operating condition and the maximum allowable feedback torque of the vehicle. That is, the vehicle controller can adapt to the changes in the current operating condition of the vehicle to perform energy recovery, improve the adaptability of the energy recovery to the working conditions, improve the energy utilization efficiency, and at the same time improve the driving experience of the user.
  • a vehicle energy recovery method comprising:
  • Energy recovery is performed based on the smallest regenerative torque between the maximum permissible regenerative torque and the coasting regenerative torque.
  • a computer-readable storage medium on which a vehicle energy recovery program is stored.
  • the vehicle energy recovery program is executed by a processor, the vehicle energy recovery method described in the above aspects is implemented.
  • a vehicle comprising a memory, a processor, and a vehicle energy recovery program stored in the memory and executable on the processor, wherein when the processor executes the vehicle energy recovery program, the vehicle energy recovery method described in the above aspects is implemented.
  • a vehicle energy recovery device comprising:
  • a second determination module configured to determine a maximum allowable feedback torque of the vehicle
  • the energy recovery module is used for recovering energy based on the smallest regenerative torque between the maximum allowable regenerative torque and the coasting regenerative torque.
  • FIG1 is a flow chart of a vehicle energy recovery method provided by an embodiment of the present application.
  • FIG2 is a flow chart of another vehicle energy recovery method provided by an embodiment of the present application.
  • FIG3 is a flow chart of another vehicle energy recovery method provided by an embodiment of the present application.
  • FIG4 is a schematic diagram of the structure of a vehicle energy recovery device provided in an embodiment of the present application.
  • FIG5 is a block diagram of a vehicle energy recovery device provided by an embodiment of the present application.
  • FIG6 is a block diagram of a first determination module provided in an embodiment of the present application.
  • FIG7 is a block diagram of another vehicle energy recovery device provided in an embodiment of the present application.
  • FIG8 is a block diagram of another first determination module provided in an embodiment of the present application.
  • FIG. 1 is a flow chart of a vehicle energy recovery method provided by an embodiment of the present application. As shown in FIG. 1 , the method includes:
  • Step 101 Determine the coasting feedback torque of the vehicle under the current operating condition.
  • the vehicle controller in the vehicle can determine the coasting feedback torque of the vehicle under the current operating conditions during the driving of the vehicle.
  • Step 102 Determine the maximum allowable feedback torque of the vehicle.
  • the vehicle controller can also determine the maximum allowable feedback torque of the vehicle.
  • Step 103 Perform energy recovery based on the minimum feedback torque between the maximum allowable feedback torque and the coasting feedback torque.
  • the vehicle controller can perform energy recovery based on the minimum regenerative torque between the maximum allowable regenerative torque and the coasting regenerative torque.
  • the embodiment of the present application provides a vehicle energy recovery method, in which the vehicle controller can perform energy recovery based on the minimum feedback torque between the maximum allowable feedback torque and the coasting feedback torque after determining the coasting feedback torque of the vehicle under the current operating condition and the maximum allowable feedback torque of the vehicle. That is, the vehicle controller can adapt to the changes in the current operating condition of the vehicle to perform energy recovery, improve the adaptability of energy recovery to the working conditions, improve the energy utilization efficiency, and at the same time improve the driving experience of the user.
  • Step 201 When the vehicle is accelerating, determine the actual mass of the vehicle.
  • the vehicle controller can determine the actual mass of the vehicle when the vehicle is accelerating. It should be noted that the vehicle accelerating means that the vehicle continues to accelerate within the target period. The vehicle not meeting the acceleration requirement means that the vehicle does not accelerate within the target period, or the vehicle accelerates within the target period and then stops accelerating.
  • the vehicle can meet the following first condition when accelerating:
  • the throttle depth of the vehicle is greater than the throttle depth threshold B;
  • the vehicle speed is greater than the first vehicle speed threshold C;
  • the wheel end driving force is greater than 0;
  • the first duration is greater than the first duration threshold E.
  • the acceleration calculation time interval is 0 to 1 second (s)
  • the throttle depth threshold B can be between 0 and 100%
  • the first vehicle speed threshold C can be between 0 and 120 kilometers per hour (km/h)
  • the acceleration threshold D can be between 0 and 5 meters per second squared (m/s 2 )
  • the first duration threshold E is between 0 and 10 seconds.
  • the vehicle does not meet the acceleration driving condition, which may include one or more of the following second conditions:
  • the second duration is greater than the second duration threshold F
  • the vehicle driving force F wheel can meet the following requirements: TS is the power output shaft torque, It can be the transmission efficiency of the gearbox, and R can be the roller radius of the wheel.
  • the roller radius of the wheel is pre-stored in the vehicle controller.
  • the first wind resistance F wind1 can satisfy: C D1 is a first drag coefficient, which is between 0 and 1.
  • A1 is a first frontal area, which is determined according to the vehicle model, and v1 is the speed of the vehicle during acceleration.
  • the first drag coefficient and the first frontal area are pre-stored in the vehicle controller.
  • the vehicle controller may also obtain the first gradient resistance acceleration agra1 , the first rolling resistance acceleration aroll1 and the acceleration resistance acceleration aacc during vehicle acceleration, and determine the total resistance acceleration a based on the sum of the first gradient resistance acceleration agra1 , the first rolling resistance acceleration aroll1 and the acceleration resistance acceleration aacc .
  • g can be the acceleration of gravity.
  • a ac can be the current acceleration of the vehicle.
  • the first rolling resistance coefficient and the rotational mass conversion coefficient are pre-stored in the vehicle controller.
  • the vehicle controller may obtain an actual mass as the actual mass of the vehicle, or may obtain multiple actual masses and determine the actual mass of the vehicle based on the multiple actual masses.
  • the vehicle controller may determine the average of multiple actual masses as the actual mass of the vehicle, or may remove the maximum and minimum values of the multiple actual masses and determine the actual mass based on the average of the remaining actual masses.
  • the vehicle controller can obtain the above-mentioned braking depth, throttle depth, vehicle speed, door status, TCS status, power output shaft torque and transmission efficiency of the gearbox through the controller area network (CAN).
  • CAN controller area network
  • Step 202 Determine the current operating condition of the vehicle.
  • the current operating condition of the vehicle can be determined during the driving of the vehicle, wherein the current operating condition may include a ramp condition or a following condition, and the ramp condition may include a downhill condition or an uphill condition.
  • the vehicle controller can continuously obtain the road slope. If the road slope meets the following third condition, it can be determined that the current operating condition of the vehicle is a ramp condition.
  • the third condition may include:
  • the third duration is greater than the third duration threshold H.
  • the lower limit of the preset slope range is equal to G1
  • the upper limit is equal to G2
  • the preset slope range can be 0% to 100%, that is, G1 ⁇
  • the third duration threshold H can be between 0 seconds (s) and 10 seconds.
  • the preset slope range and the third duration threshold H may be pre-stored in the vehicle controller.
  • the vehicle controller may determine the moment when the third condition (31) is first detected to be satisfied as the starting moment of the third duration, and determine the moment when the third condition (31) is first detected to be not satisfied as the ending moment of the third duration.
  • the vehicle controller detects the fourth condition, it can determine that the current operating condition of the vehicle is a following condition.
  • the fourth condition may include:
  • the vehicle ahead is not stationary and is in the same lane as the vehicle ahead.
  • the distance between the vehicle and the vehicle in front is less than or equal to the first distance I.
  • the vehicle speed is greater than the sum of the vehicle speed of the vehicle ahead and the second speed threshold J.
  • the fourth duration is greater than the fourth duration threshold L.
  • the vehicle controller may determine the moment when the fourth condition (41) to (44) is first detected as being satisfied as the starting moment of the fourth duration, and determine the moment when the fourth condition (41) to (44) is first detected as not being satisfied as the ending moment of the fourth duration.
  • the first distance I, the second vehicle speed threshold J, the first slope value K, and the fourth duration threshold L may be pre-stored in the vehicle controller.
  • the first distance I may be 100 meters (m)
  • the second vehicle speed threshold J may be within a range of 0 to 50 kilometers/hour (km/h)
  • the first slope value K may be within a range of 0% to 100%
  • the fourth duration threshold L may be within a range of 0s to 10s.
  • the vehicle controller can obtain the road slope, the speed of the vehicle in front, the distance between the vehicle and the vehicle in front, and the status of the vehicle in front through sensors.
  • Step 203 If the current operating condition is a ramp condition, obtain the feedforward torque of the vehicle under the ramp condition.
  • the vehicle controller After detecting that the current operating condition is a ramp condition, the vehicle controller can obtain the feedforward torque of the vehicle under the ramp condition.
  • the vehicle controller may obtain the feedforward torque of the vehicle under the ramp condition by the following steps A1 to A4:
  • A1. Obtain a second wind resistance, a second slope resistance acceleration, and a second rolling resistance acceleration of the vehicle under a ramp condition.
  • the second wind resistance F wind2 can satisfy: CD2 is a second drag coefficient, which is between 0 and 1.
  • A2 is a second frontal area
  • v2 is a vehicle speed under a ramp condition.
  • the second drag coefficient may be the same as or different from the first drag coefficient
  • the second frontal area may be the same as or different from the first frontal area.
  • the second drag coefficient and the second frontal area may be pre-stored in the vehicle controller.
  • the second rolling resistance coefficient may be pre-stored in the vehicle controller.
  • A2 Determine a first difference between the second slope resistance acceleration and the second rolling resistance acceleration.
  • the first difference may satisfy: a gra2 -a roll2 .
  • the first product can satisfy: (a gra2 -a roll2 ) ⁇ M.
  • A4 Determine the feedforward torque based on the ratio of the first product and the second difference of the second wind resistance to the roller radius.
  • the feedforward torque T feed can satisfy:
  • the vehicle controller can determine the reference feedback torque of the vehicle based on the road slope, actual mass and roller radius.
  • Step 205 Determine the coasting feedback torque based on the sum of the feedforward torque and the reference feedback torque.
  • the coasting feedback torque is determined based on the sum of the feedforward torque and the reference feedback torque to ensure that the driver's expected vehicle speed can be achieved during downhill coasting feedback, reduce the driver's operating intensity, and improve energy recovery efficiency.
  • Step 206 Determine the maximum allowable feedback torque of the vehicle.
  • the vehicle controller can obtain the maximum allowable feedback power P max of the vehicle, the speed of the drive motor in the vehicle n mot and the transmission ratio ⁇ from the drive motor to the power output shaft end, and can determine the maximum allowable feedback torque T max based on the ratio of the product of the maximum allowable feedback power P max and the transmission ratio ⁇ to the speed of the drive motor n mot .
  • the maximum allowable feedback torque T max can satisfy
  • the maximum permissible regenerative power P max of the vehicle can satisfy: Pmot may be the maximum allowable regenerative power of the driving motor, Pbatt may be the maximum allowable charging power of the battery, and ⁇ may be the regenerative system efficiency of the driving motor feeding back to the battery.
  • the vehicle controller can obtain the rotation speed of the drive motor, the maximum allowable charging power of the battery, and the maximum allowable feedback power of the drive motor through CAN. Alternatively, the vehicle controller can pre-store the maximum allowable feedback torque.
  • Step 207 Perform energy recovery based on the minimum feedback torque between the maximum allowable feedback torque and the coasting feedback torque.
  • the vehicle controller can perform energy recovery based on the minimum regenerative torque between the maximum allowable regenerative torque and the coasting regenerative torque.
  • the embodiment of the present application provides a vehicle energy recovery method, in which the vehicle controller can determine the coasting feedback torque of the vehicle under the current operating condition and the maximum allowable feedback torque of the vehicle based on the maximum allowable feedback torque and the coasting feedback torque.
  • the smallest feedback torque in the torque is used for energy recovery. That is, the vehicle controller can adapt to the changes in the current operating conditions of the vehicle to recover energy, improve the adaptability of energy recovery to working conditions, improve energy utilization efficiency, and at the same time enhance the user's driving experience.
  • FIG3 is a flow chart of another vehicle energy recovery method provided by an embodiment of the present application. As shown in FIG3 , the method may include:
  • Step 301 Determine the actual mass of the vehicle.
  • step 301 may refer to the above step 201.
  • Step 302 Determine the current operating condition of the vehicle.
  • step 302 may refer to the above step 202.
  • the vehicle controller can obtain the actual mass of the vehicle, the roller radius of the wheel, the deceleration of the vehicle in the following condition, and the third slope resistance acceleration.
  • the vehicle controller can obtain the first speed of the vehicle in front, the second speed of the vehicle, and the actual distance and safety distance between the vehicle and the vehicle in front, determine the third difference between the square of the first speed and the square of the second speed, and the fourth difference between the actual distance and the safety distance, and determine the deceleration based on the ratio of the third difference to the fourth difference.
  • the deceleration a target of the vehicle in the following condition can meet:
  • V may be the first speed of the vehicle in front
  • V0 may be the second speed of the vehicle
  • S may be the actual distance between the vehicle and the vehicle in front
  • S0 may be the safe distance between the vehicle and the vehicle in front, that is, the minimum distance between the vehicle and the vehicle in front, and the safe distance may be between 0m and 20m.
  • the vehicle controller may store the safe distance in advance.
  • the vehicle controller can determine the second product of the sum of the deceleration a target and the third slope resistance acceleration a gra3 and the actual mass M.
  • the second product can satisfy: (a target +a gra3 ) ⁇ M.
  • Step 305 Determine the coasting feedback torque based on the ratio of the second product to the roller radius.
  • the vehicle controller can determine the coasting feedback torque based on the ratio of the second product to the roller radius.
  • the coasting feedback torque can meet the following requirements:
  • Step 306 Determine the maximum allowable regenerative torque of the vehicle.
  • step 306 may refer to the above step 206.
  • Step 307 Perform energy recovery based on the minimum feedback torque between the maximum allowable feedback torque and the coasting feedback torque.
  • the embodiment of the present application provides a vehicle energy recovery method, which can determine the coasting feedback torque of the vehicle under the current operating condition and the maximum allowable feedback torque of the vehicle, and then perform energy recovery based on the minimum feedback torque between the maximum allowable feedback torque and the coasting feedback torque. That is, the vehicle controller can adapt to the changes in the current operating condition of the vehicle to perform energy recovery, improve the adaptability of energy recovery to the working conditions, improve the energy utilization efficiency, and at the same time improve the driving experience of the user.
  • the embodiment of the present application comprehensively considers the influence of three factors: actual mass, road slope and safety distance. It calculates the gliding feedback torque under slope conditions based on feedforward torque control, and calculates the gliding feedback torque under following conditions based on the safety distance. It has good adaptability to working conditions and improves the user's driving experience.
  • the embodiment of the present application provides a computer-readable storage medium on which a vehicle energy recovery program is stored, and when the vehicle energy recovery program is executed by a processor, the vehicle energy recovery method described in the above embodiment is implemented.
  • FIG4 is a schematic diagram of the structure of a vehicle provided in an embodiment of the present application.
  • the vehicle 40 may include a memory 401, a processor 402, and a vehicle energy recovery program stored in the memory 401 and executable on the processor 402.
  • the processor 402 executes the vehicle energy recovery program, the vehicle energy recovery method described in the above embodiment is implemented.
  • the first determination module 501 is used to determine the coasting feedback torque of the vehicle under the current operating condition.
  • the second determination module 502 is configured to determine a maximum allowable regenerative torque of the vehicle.
  • the energy recovery module 503 is used to perform energy recovery based on the smallest regenerative torque between the maximum allowable regenerative torque and the coasting regenerative torque.
  • the current operating condition includes a ramp condition.
  • the first determining module 501 includes:
  • the first acquisition submodule 5011 is used to acquire the feedforward torque of the vehicle under the current operating condition.
  • the first determination submodule 5012 is used to determine a reference feedback torque of the vehicle based on a road slope, an actual mass of the vehicle, and a roller radius of the wheel.
  • the second determination submodule 5013 is configured to determine the coasting feedback torque based on the sum of the feedforward torque and the reference feedback torque.
  • M is the actual mass of the vehicle
  • ⁇ is the road slope
  • R is the roller radius of the wheel.
  • the apparatus further includes: a quality determination module 504, configured to:
  • the actual mass of the vehicle is determined.
  • the quality determination module 504 is used to:
  • the ratio of the target difference and the total acceleration of the drag force is determined as the actual mass.
  • the first acquisition submodule 5011 is used to:
  • the feed-forward torque is determined based on a ratio of the first product and the second difference of the second windage resistance to the roller radius.
  • the current operating condition includes a following vehicle condition; referring to FIG8 , the first determining module 501 is used to:
  • the second acquisition submodule 5014 is used to obtain the actual mass of the vehicle, the roller radius of the wheel, the deceleration of the vehicle under the current operating condition, and the third slope resistance acceleration.
  • the third determination submodule 5015 is used to determine a second product of the sum of the deceleration and the third slope resistance acceleration and the actual mass.
  • the fourth determination submodule 5016 is configured to determine the coasting feedback torque based on the ratio of the second product to the roller radius.
  • the second acquisition submodule 5014 is used to:
  • a third difference between the square of the first vehicle speed and the square of the second vehicle speed and a fourth difference between the actual distance and the safety distance are determined.
  • the deceleration is determined based on a ratio of the third difference to the fourth difference.
  • the embodiment of the present application provides a vehicle energy recovery device, in which the coasting feedback torque of the vehicle under the current operating condition and the maximum allowable feedback torque of the vehicle can be determined, and energy recovery can be performed based on the minimum feedback torque between the maximum allowable feedback torque and the coasting feedback torque. That is, the vehicle controller can adapt to the changes in the current operating condition of the vehicle to perform energy recovery, improve the adaptability of energy recovery to the working conditions, improve the energy utilization efficiency, and at the same time improve the driving experience of the user.
  • a "computer-readable medium” may be any device that can contain, store, communicate, propagate or transmit a program for use with or in combination with an instruction execution system, device or equipment.
  • computer-readable media include the following: an electrical connection with one or more wirings (electronic device), a portable computer disk case (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and editable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disk read-only memory (CDROM).
  • the computer-readable medium may even be paper or other suitable medium on which the program can be printed, because the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting or processing in other suitable ways as necessary, and then stored in a computer memory.
  • the terms “first”, “second”, etc. used in the embodiments of the present application are only used for descriptive purposes and should not be understood as indicating or implying relative importance, or implicitly indicating the number of technical features indicated in the present embodiment. Therefore, the features defined by the terms “first”, “second”, etc. in the embodiments of the present application can explicitly or implicitly indicate that at least one of the features is included in the embodiment.
  • the word “multiple” means at least two or two or more, such as two, three, four, etc., unless otherwise clearly and specifically defined in the embodiments.
  • connection can be a fixed connection, a detachable connection, or an integrated connection. It can be understood that it can also be a mechanical connection, an electrical connection, etc.; of course, it can also be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal connection of two elements, or the interaction relationship between two elements.
  • connection can be a fixed connection, a detachable connection, or an integrated connection. It can be understood that it can also be a mechanical connection, an electrical connection, etc.; of course, it can also be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal connection of two elements, or the interaction relationship between two elements.
  • a first feature being “above” or “below” a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium.
  • a first feature being “above”, “above”, and “above” a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature.
  • a first feature being “below”, “below”, and “below” a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种车辆能量回收方法及装置，应用于车辆领域，整车控制器确定车辆在当前运行工况下的滑行回馈扭矩，以及车辆的最大允许回馈扭矩之后，可以基于最大允许回馈扭矩和滑行回馈扭矩中最小的回馈扭矩进行能量回收。

Description

车辆能量回收方法及装置
相关申请的交叉引用
本申请基于申请号为：2023106785796，申请日为2023年6月8日的中国专利申请提出，并要求上述中国专利申请的优先权，上述中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本申请涉及车辆领域，具体涉及一种车辆能量回收方法及装置。
背景技术
能量回收的目的是将汽车滑行或制动过程中产生的动能转为电能，从而提升车辆的续航能力，提高整车经济性。目前相关技术中，整车控制器在进行能量回收的过程中对能量利用率较低。
发明内容
本申请旨在至少在一定程度上解决相关技术中的技术问题之一。为此，本申请的一个目的在于提出一种车辆能量回收方法及装置，该方法中整车控制器在确定车辆在当前运行工况下的滑行回馈扭矩，以及车辆的最大允许回馈扭矩之后，可以基于最大允许回馈扭矩和滑行回馈扭矩中最小的回馈扭矩进行能量回收。也即是，整车控制器能够自适应车辆当前运行工况的变化以进行能量回收，提高了能量回收的工况适应能力，提高了能量利用效率，同时提升了用户的驾驶感受。
一方面，提供了一种车辆能量回收方法，方法包括：
确定车辆在当前运行工况下的滑行回馈扭矩；
确定车辆的最大允许回馈扭矩；
基于最大允许回馈扭矩和滑行回馈扭矩中最小的回馈扭矩进行能量回收。
另一方面，提供了一种计算机可读存储介质，其上存储有车辆能量回收程序，车辆能量回收程序被处理器执行时实现上述方面所述的车辆能量回收方法。
又一方面，提供了一种车辆，包括存储器、处理器及存储在存储器上并可在处理器上运行的车辆能量回收程序，处理器执行车辆能量回收程序时，实现上述方面所述的车辆能量回收方法。
再一方面，提供了一种车辆能量回收装置，装置包括：
第一确定模块，用于确定车辆在当前运行工况下的滑行回馈扭矩；
第二确定模块，用于确定车辆的最大允许回馈扭矩；
能量回收模块，用于基于最大允许回馈扭矩和滑行回馈扭矩中最小的回馈扭矩进行能量回收。
本申请附加的方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。
附图说明
图1是本申请实施例提供的一种车辆能量回收方法的流程图；
图2是本申请实施例提供的另一种车辆能量回收方法的流程图；
图3是本申请实施例提供的又一种车辆能量回收方法的流程图；
图4是本申请实施例提供的一种车辆能量回收设备的结构示意图；
图5是本申请实施例提供的一种车辆能量回收装置的框图；
图6是本申请实施例提供的一种第一确定模块的框图；
图7是本申请实施例提供的另一种车辆能量回收装置的框图；
图8是本申请实施例提供的另一种第一确定模块的框图。
具体实施方式
下面详细描述本申请的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本申请，而不能理解为对本申请的限制。
图1是本申请实施例提供的一种车辆能量回收方法的流程图，如图1所示，该方法包括：
步骤101、确定车辆在当前运行工况下的滑行回馈扭矩。
车辆中的整车控制器可以车辆行驶的过程中，确定车辆在当前运行工况下的滑行回馈扭矩。
步骤102、确定车辆的最大允许回馈扭矩。
整车控制器在确定车辆在当前运行工况下的滑行回馈扭矩之后，还可以确定车辆的最大允许回馈扭矩。
步骤103、基于最大允许回馈扭矩和滑行回馈扭矩中最小的回馈扭矩进行能量回收。
整车控制器在确定车辆的最大允许回馈扭矩之后，可以基于最大允许回馈扭矩和滑行回馈扭矩中最小的回馈扭矩进行能量回收。
综上所述，本申请实施例提供了一种车辆能量回收方法，该方法中整车控制器在确定车辆在当前运行工况下的滑行回馈扭矩，以及车辆的最大允许回馈扭矩之后，可以基于最大允许回馈扭矩和滑行回馈扭矩中最小的回馈扭矩进行能量回收。也即是，整车控制器能够自适应车辆当前运行工况的变化以进行能量回收，提高了能量回收的工况适应能力，提高了能量利用效率，同时提升了用户的驾驶感受。
图2是本申请实施例提供的另一种车辆能量回收方法的流程图，如图2所示，该方法可以包括：
步骤201、在车辆处于加速行驶的过程中，确定车辆的实际质量。
整车控制器可以在车辆处于加速行驶的过程中，确定车辆的实际质量。需要说明的是，车辆加速行驶指的是车辆在目标时段内持续加速行驶。车辆不满足加速行驶指的是车辆在目标时段内未加速行驶，或者，车辆在目标时段内先加速行驶，之后又停止加速行驶。
车辆加速行驶可以满足以下第一条件：
(11)车辆的制动深度＝0％；
(12)车辆的油门深度大于油门深度阈值B；
(13)车辆的速度大于第一车速阈值C；
(14)车辆的加速度大于加速度阈值D；
(15)轮端驱动力大于0；
(16)牵引力控制系统(traction control system，TCS)处于未激活状态；
(17)第一持续时长大于第一时长阈值E。
其中，整车控制器可以将首次检测到满足第一条件中(11)至(16)的时刻确定为第一持续时长的起始时刻，并将首次检测到不满足(11)至(16)任一条件的时刻确定为第一持续时长的终止时刻。整车控制器中可以预先存储油门深度阈值B、第一车速阈值C、加速度阈值D和第一时长阈值E。
加速度的计算时间间隔为0～1秒(s)，油门深度阈值B可以位于0～100％之间，第一车速阈值C可以位于0～120千米/小时(km/h)，加速度阈值D可以位于0～5米每二次方秒(m/s2)，第一时长阈值E位于0至10s之间。
车辆不满足加速行驶可以包括以下第二条件中的一种或多种：
(21)车辆的制动深度大于0％；
(22)车辆的油门深度等于0％；
(23)车辆的速度等于0；
(24)任一车门的状态为打开状态；
(25)第二持续时长大于第二时长阈值F；
其中，第二时长阈值F位于0至10s之间。整车控制器可以将首次检测到满足第二条件中(21)至(24)的至少一种的时刻确定为第二持续时长的起始时刻，并将首次检测到不满足(21)至(24)的时刻确定为第二持续时长的终止时刻。整车控制器中可以预先存储第二时长阈值F。
在本申请实施例中，整车控制器可以在车辆加速行驶的过程中，获取车辆的整车驱动力Fwheel、第一风阻阻力Fwind1和阻力总加速度a，并确定整车驱动力Fwheel和第一风阻阻力Fwind1的目标差值，将目标差值和阻力总加速度a的比值确定为实际质量。其中，实际质量M可以满足：
整车驱动力Fwheel可以满足：TS可以为动力输出轴扭矩，可以为变速箱的传递效率，R可以为车轮的滚轮半径。其中，整车控制器中预先存储车轮的滚轮半径。
第一风阻阻力Fwind1可以满足：CD1为第一风阻系数，该第一风阻系数位于0至1之间。A1为第一迎风面积，根据车型确定，v1为车辆在加速行驶的过程中的车速。其中，整车控制器中预先存储第一风阻系数和第一迎风面积。
整车控制器还可以在车辆加速行驶的过程中，获取第一坡度阻力加速度agra1、第一滚动阻力加速度aroll1和加速阻力加速度aacc，并基于第一坡度阻力加速度agra1、第一滚动阻力加速度aroll1和加速阻力加速度aacc之和确定阻力总加速度a。
其中，阻力总加速度a可以满足a＝aroll1+agra1+aacc，第一滚动阻力加速度aroll1可以满足：aroll1＝g×f1×cos(tan-1(α1))，α1可以为加速工况下的路面坡度，f1可以为第一滚阻阻力系数。g可以为重力加速度。第一坡度阻力加速度agra1可以满足：agra1＝g×sin(tan-1(α1))，该加速阻力加速度aacc可以满足aacc＝aac×σ，σ可以为旋转质量换算系数，旋转质量换算系数位于0至1之间。aac可以为车辆的当前加速度。其中，整车控制器中预先存储第一滚阻阻力系数和旋转质量换算系数。
在本申请实施例中，在车辆加速行驶的过程中，整车控制器可以获取一个实际质量作为车辆的实际质量，也可以获取多个实际质量，并基于该多个实际质量确定车辆的实际质量。
可选的，整车控制器可以将多个实际质量的均值确定为车辆的实际质量。或者也可以去除多个实际质量中的最大值和最小值，并基于剩余的实际质量的均值确定实际质量。
在本申请实施例中，整车控制器可以通过局域网总线(controller area network，CAN)获取上述制动深度、油门深度、车辆的速度、车门状态、TCS状态、动力输出轴扭矩和变速箱的传递效率。
步骤202、确定车辆的当前运行工况。
整车控制器获取车辆的实际质量之后，在车辆行驶的过程中，可以确定车辆的当前运行工况，其中，当前运行工况可以包括坡道工况或者跟车工况，该坡道工况可以包括下坡工况或者上坡工况。
整车控制器可以持续获取路面坡度，若路面坡度满足以下第三条件，则可以确定车辆的当前运行工况为坡道工况。第三条件可以包括：
(31)路面坡度的绝对值位于预设坡度范围内；
(32)第三持续时长大于第三时长阈值H。
其中，该预设坡度范围的下限等于G1，上限等于G2，预设坡度范围可以为0％至100％，也即是，G1≤|路面坡度|≤G2，且第三持续时长>第三时长阈值H。示例的，第三时长阈值H可以位于0秒(s)至10s。 整车控制器中可以预先存储预设坡度范围和第三时长阈值H。
整车控制器可以将首次检测到满足第三条件中(31)的时刻确定为第三持续时长的起始时刻，并将首次检测到不满足第三条件中(31)的时刻确定为第三持续时长的终止时刻。
整车控制器若检测到第四条件，则可以确定车辆的当前运行工况为跟车工况。其中，第四条件可以包括：
(41)前方车辆处于非静止状态，且前方车辆与车辆位于同一车道。
(42)车辆与前方车辆的距离小于或等于第一距离I。
(43)车辆的车速大于前方车辆的车速与第二车速阈值J之和。
(44)路面坡度的绝对值小于或等于第一坡度值K。
(45)第四持续时长大于第四时长阈值L。
其中，整车控制器可以将首次检测到满足第四条件中(41)至(44)的时刻确定为第四持续时长的起始时刻，将首次检测到不满足第四条件中(41)至(44)至少一种的时刻确定为第四持续时长的终止时刻。整车控制器中可以预先存储第一距离I、第二车速阈值J、第一坡度值K和第四时长阈值L。
示例的，第一距离I可以为100米(m)，第二车速阈值J可以位于0至50千米/小时(km/h)内，第一坡度值K位于0％～100％内，第四时长阈值L位于0s至10s内。
在本申请实施例中，整车控制器可以通过传感器获取路面坡度、前方车辆的车速、车辆与前方车辆的距离和前方车辆的状态。
步骤203、若当前运行工况为坡道工况，则获取车辆在坡道工况下的前馈扭矩。
整车控制器在检测到当前运行工况为坡道工况后，可以获取车辆在坡道工况下的前馈扭矩。
可选的，整车控制器获取车辆在坡道工况下的前馈扭矩可以包括以下步骤A1至步骤A4：
A1、获取车辆在坡道工况下的第二风阻阻力、第二坡度阻力加速度和第二滚动阻力加速度。
第二风阻阻力Fwind2可以满足：CD2为第二风阻系数，该第二风阻系数位于0至1之间。A2为第二迎风面积，v2为车辆在坡道工况下的车速。第二风阻系数与第一风阻系数可以相同，也可以不同，第二迎风面积与第一迎风面积可以相同，也可以不同。整车控制器中可以预先存储第二风阻系数和第二迎风面积。
第二坡度阻力加速度agra2可以满足：agra2＝g×sin(tan-1(α2))。第二滚动阻力加速度aroll2可以满足：aroll2＝g×f2×cos(tan-1(α2))，α2可以为坡道工况下的路面坡度，f2可以为第二滚阻阻力系数，第二滚阻阻力系数与第一滚阻阻力系数可以相同，也可以不同。整车控制器中可以预先存储第二滚阻阻力系数。
A2、确定第二坡度阻力加速度和第二滚动阻力加速度的第一差值。
即第一差值可以满足：agra2-aroll2。
A3、确定第一差值与实际质量的第一乘积。
第一乘积可以满足：(agra2-aroll2)×M。
A4、基于第一乘积和第二风阻阻力的第二差值，与滚轮半径的比值确定前馈扭矩。
前馈扭矩Tfeed可以满足：
步骤204、基于路面坡度、实际质量以及滚轮半径确定车辆的参考回馈扭矩。
整车控制器在确定前馈扭矩之后，可以基于路面坡度、实际质量以及滚轮半径确定车辆的参考回馈扭矩。其中，参考回馈扭矩Tv-target可以满足：Tv-target＝M×9.8×sin(arctan(α2))×R。
步骤205、基于前馈扭矩和参考回馈扭矩之和确定滑行回馈扭矩。
整车控制器在确定参考回馈扭矩之后，可以基于前馈扭矩和参考回馈扭矩之和确定滑行回馈扭矩。其中，滑行回馈扭矩Tgrd-target可以满足：Tgrd-target＝Tv-target+Tfeed。
基于前馈扭矩和参考回馈扭矩之和确定滑行回馈扭矩，保证下坡滑行回馈时能够达到驾驶员期望车速，减少驾驶员操作强度，提高能量回收效率。
步骤206、确定车辆的最大允许回馈扭矩。
整车控制器在确定车辆在当前运行工况下的滑行回馈扭矩之后，还可以确定车辆的最大允许回馈扭矩。
整车控制器可以获取车辆的最大允许回馈功率Pmax，车辆中驱动电机的转速nmot以及驱动电机到动力输出轴端的传动比ι，并可以基于最大允许回馈功率Pmax和传动比ι之积，与驱动电机的转速nmot的比值，确定最大允许回馈扭矩Tmax。其中，最大允许回馈扭矩Tmax可以满足
车辆的最大允许回馈功率Pmax可以满足：Pmot可以为驱动电机的最大允许回馈功率，Pbatt可以为电池的最大允许充电功率，λ可以为驱动电机回馈到电池的回馈系统效率。
整车控制器可以通过CAN获取驱动电机的转速、电池的最大允许充电功率、驱动电机的最大允许回馈功率。或者，整车控制器中可以预先存储该最大允许回馈扭矩。
步骤207、基于最大允许回馈扭矩和滑行回馈扭矩中最小的回馈扭矩进行能量回收。
整车控制器在确定车辆的最大允许回馈扭矩之后，可以基于最大允许回馈扭矩和滑行回馈扭矩中最小的回馈扭矩进行能量回收。
综上所述，本申请实施例提供了一种车辆能量回收方法，该方法中整车控制器在确定车辆在当前运行工况下的滑行回馈扭矩，以及车辆的最大允许回馈扭矩之后，可以基于最大允许回馈扭矩和滑行回馈 扭矩中最小的回馈扭矩进行能量回收。也即是，整车控制器能够自适应车辆当前运行工况的变化以进行能量回收，提高了能量回收的工况适应能力，提高了能量利用效率，同时提升了用户的驾驶感受。
图3是本申请实施例提供的又一种车辆能量回收方法的流程图，如图3所示，该方法可以包括：
步骤301、确定车辆的实际质量。
步骤301的具体实现过程可以参考上述步骤201。
步骤302、确定车辆的当前运行工况。
步骤302的具体实现过程可以参考上述步骤202。
步骤303、若当前运行工况包括跟车工况，则获取车辆的实际质量、车轮的滚轮半径、车辆在跟车工况下的减速度和第三坡度阻力加速度。
整车控制器在确定当前运行工况为跟车工况之后，可以获取车辆的实际质量、车轮的滚轮半径、车辆在跟车工况下的减速度和第三坡度阻力加速度。
整车控制器可以获取前方车辆的第一车速、车辆的第二车速，以及车辆与前方车辆的实际距离和安全距离，确定第一车速的平方与第二车速的平方的第三差值，以及实际距离与安全距离的第四差值，并基于第三差值与第四差值的比值确定减速度。
其中，该车辆在跟车工况下的减速度atarget可以满足：
V可以为前方车辆的第一车速，V0可以为车辆的第二车速，S可以为车辆与前方车辆的实际距离，S0可以为车辆与前方车辆的安全距离，即车辆与前方车辆保持的最小距离，该安全距离可以位于0m至20m之间。整车控制器中可以预先存储安全距离。
第三坡度阻力加速度agra3可以满足：agra3＝g×sin(tan-1(α3))。α3可以为跟车工况下的路面坡度。
结合安全距离计算减速度，保证滑行跟车时与前车保持安全距离，通过回馈主动降速，减少驾驶员操作强度，提高能量回收效率。
步骤304、确定减速度和第三坡度阻力加速度之和，与实际质量的第二乘积。
整车控制器在获取车辆的实际质量、车轮的滚轮半径、车辆在跟车工况下的减速度和第三坡度阻力加速度agra3之后，可以确定减速度atarget和第三坡度阻力加速度agra3之和，与实际质量M的第二乘积。其中，该第二乘积可以满足：(atarget+agra3)×M。
步骤305、基于第二乘积与滚轮半径的比值确定滑行回馈扭矩。
整车控制器在确定第二乘积之后，可以基于第二乘积与滚轮半径的比值确定滑行回馈扭矩。其中， 滑行回馈扭矩可以满足：
步骤306、确定车辆的最大允许回馈扭矩。
步骤306的具体实现过程可以参考上述步骤206。
步骤307、基于最大允许回馈扭矩和滑行回馈扭矩中最小的回馈扭矩进行能量回收。
步骤307的具体实现过程可以参考上述步骤207。
综上所述，本申请实施例提供了一种车辆能量回收方法，该方法可以确定车辆在当前运行工况下的滑行回馈扭矩，以及车辆的最大允许回馈扭矩之后，可以基于最大允许回馈扭矩和滑行回馈扭矩中最小的回馈扭矩进行能量回收。也即是，整车控制器能够自适应车辆当前运行工况的变化以进行能量回收，提高了能量回收的工况适应能力，提高了能量利用效率，同时提升了用户的驾驶感受。
本申请实施例综合考虑实际质量、路面坡度和安全距离三种因素的影响，基于前馈扭矩控制计算坡道工况下的滑行回馈扭矩，基于安全距离计算跟车工况下的滑行回馈扭矩，工况适应性较好，提升了用户的驾驶感受。
本申请实施例提供了一种计算机可读存储介质，其上存储有车辆能量回收程序，车辆能量回收程序被处理器执行时实现上述实施例所述的车辆能量回收方法。例如，图1至图3任一所述的车辆能量回收方法。
图4是本申请实施例提供的一种车辆的结构示意图，如图4所示，该车辆40可以包括存储器401、处理器402及存储在存储器401上并可在处理器402上运行的车辆能量回收程序，处理器402执行车辆能量回收程序时，实现上述实施例所述的车辆能量回收方法。例如，图1至图3任一所述的车辆能量回收方法。
图5是本申请实施例提供的一种车辆能量回收装置的框图，如图5所示，该装置包括：
第一确定模块501，用于确定车辆在当前运行工况下的滑行回馈扭矩。
第二确定模块502，用于确定车辆的最大允许回馈扭矩。
能量回收模块503，用于基于最大允许回馈扭矩和滑行回馈扭矩中最小的回馈扭矩进行能量回收。
可选的，当前运行工况包括坡道工况，参考图6，第一确定模块501，包括：
第一获取子模块5011，用于获取车辆在当前运行工况下的前馈扭矩。
第一确定子模块5012，用于基于路面坡度、车辆的实际质量以及车轮的滚轮半径确定车辆的参考回馈扭矩。
第二确定子模块5013，用于基于前馈扭矩和参考回馈扭矩之和确定滑行回馈扭矩。
可选的，参考回馈扭矩Tv-target满足：Tv-target＝M×9.8×sin(arctan(α))×R；
其中，M为车辆的实际质量，α为路面坡度，R为车轮的滚轮半径。
可选的，参考图7，该装置还包括：质量确定模块504，用于：
在车辆处于加速行驶的过程中，确定车辆的实际质量。
可选的，质量确定模块504，用于：
在车辆处于加速行驶的过程中，获取车辆的整车驱动力、车辆的风阻阻力、第一坡度阻力加速度、第一滚动阻力加速度和加速阻力加速度；
基于第一坡度阻力加速度、第一滚动阻力加速度和加速阻力加速度之和确定阻力总加速度；
确定整车驱动力和第一风阻阻力的目标差值；
将目标差值和阻力总加速度的比值确定为实际质量。
可选的，第一获取子模块5011，用于：
获取车辆在当前运行工况下的第二风阻阻力、第二坡度阻力加速度和第二滚动阻力加速度；
确定第二坡度阻力加速度和第二滚动阻力加速度的第一差值；
确定第一差值与实际质量的第一乘积；
基于第一乘积和第二风阻阻力的第二差值，与滚轮半径的比值确定前馈扭矩。
可选的，当前运行工况包括跟车工况；参考图8，第一确定模块501，用于：
第二获取子模块5014，用于获取车辆的实际质量、车轮的滚轮半径、车辆在当前运行工况下的减速度和第三坡度阻力加速度。
第三确定子模块5015，用于确定减速度和第三坡度阻力加速度之和，与实际质量的第二乘积。
第四确定子模块5016，用于基于第二乘积与滚轮半径的比值确定滑行回馈扭矩。
可选的，第二获取子模块5014，用于：
获取前方车辆的第一车速、车辆的第二车速，以及车辆与前方车辆的实际距离和安全距离。
确定第一车速的平方与第二车速的平方的第三差值，以及实际距离与安全距离的第四差值。
基于第三差值与第四差值的比值确定减速度。
综上所述，本申请实施例提供了一种车辆能量回收装置，该装置中可以确定车辆在当前运行工况下的滑行回馈扭矩，以及车辆的最大允许回馈扭矩之后，可以基于最大允许回馈扭矩和滑行回馈扭矩中最小的回馈扭矩进行能量回收。也即是，整车控制器能够自适应车辆当前运行工况的变化以进行能量回收，提高了能量回收的工况适应能力，提高了能量利用效率，同时提升了用户的驾驶感受。
需要说明的是，在流程图中表示或在此以其他方式描述的逻辑和/或步骤，例如，可以被认为是用于实现逻辑功能的可执行指令的定序列表，可以具体实现在任何计算机可读介质中，以供指令执行系统、装置或设备(如基于计算机的系统、包括处理器的系统或其他可以从指令执行系统、装置或设备取指令 并执行指令的系统)使用，或结合这些指令执行系统、装置或设备而使用。就本说明书而言，“计算机可读介质”可以是任何可以包含、存储、通信、传播或传输程序以供指令执行系统、装置或设备或结合这些指令执行系统、装置或设备而使用的装置。计算机可读介质的更具体的示例(非穷尽性列表)包括以下：具有一个或多个布线的电连接部(电子装置)，便携式计算机盘盒(磁装置)，随机存取存储器(RAM)，只读存储器(ROM)，可擦除可编辑只读存储器(EPROM或闪速存储器)，光纤装置，以及便携式光盘只读存储器(CDROM)。另外，计算机可读介质甚至可以是可在其上打印所述程序的纸或其他合适的介质，因为可以例如通过对纸或其他介质进行光学扫描，接着进行编辑、解译或必要时以其他合适方式进行处理来以电子方式获得所述程序，然后将其存储在计算机存储器中。
应当理解，本申请的各部分可以用硬件、软件、固件或它们的组合来实现。在上述实施方式中，多个步骤或方法可以用存储在存储器中且由合适的指令执行系统执行的软件或固件来实现。例如，如果用硬件来实现，和在另一实施方式中一样，可用本领域公知的下列技术中的任一项或他们的组合来实现：具有用于对数据信号实现逻辑功能的逻辑门电路的离散逻辑电路，具有合适的组合逻辑门电路的专用集成电路，可编程门阵列(PGA)，现场可编程门阵列(FPGA)等。
在本说明书的描述中，参考术语“可选的”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。
在本申请的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”、“顺时针”、“逆时针”、“轴向”、“径向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。
此外，本申请实施例中所使用的“第一”、“第二”等术语，仅用于描述目的，而不可以理解为指示或者暗示相对重要性，或者隐含指明本实施例中所指示的技术特征数量。由此，本申请实施例中限定有“第一”、“第二”等术语的特征，可以明确或者隐含地表示该实施例中包括至少一个该特征。在本申请的描述中，词语“多个”的含义是至少两个或者两个及以上，例如两个、三个、四个等，除非实施例中另有明确具体的限定。
在本申请中，除非实施例中另有明确的相关规定或者限定，否则实施例中出现的术语“安装”、“相连”、“连接”和“固定”等应做广义理解，例如，连接可以是固定连接，也可以是可拆卸连接，或成一体，可以理解的，也可以是机械连接、电连接等；当然，还可以是直接相连，或者通过中间媒介进行间接连接，或者可以是两个元件内部的连通，或者两个元件的相互作用关系。对于本领域的普通技术人员而言，能够根据具体的实施情况理解上述术语在本申请中的具体含义。
在本申请中，除非另有明确的规定和限定，第一特征在第二特征“上”或“下”可以是第一和第二特征直接接触，或第一和第二特征通过中间媒介间接接触。而且，第一特征在第二特征“之上”、“上方”和“上面”可是第一特征在第二特征正上方或斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”可以是第一特征在第二特征正下方或斜下方，或仅仅表示第一特征水平高度小于第二特征。
尽管上面已经示出和描述了本申请的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本申请的限制，本领域的普通技术人员在本申请的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (11)

  1. 一种车辆能量回收方法，所述方法包括：
    确定车辆在当前运行工况下的滑行回馈扭矩；
    确定所述车辆的最大允许回馈扭矩；
    基于所述最大允许回馈扭矩和所述滑行回馈扭矩中最小的回馈扭矩进行能量回收。
  2. 根据权利要求1所述的方法，所述当前运行工况包括坡道工况；所述确定车辆在当前运行工况下的滑行回馈扭矩，包括：
    获取所述车辆在所述当前运行工况下的前馈扭矩；
    基于路面坡度、所述车辆的实际质量以及车轮的滚轮半径确定所述车辆的参考回馈扭矩；
    基于所述前馈扭矩和所述参考回馈扭矩之和确定所述滑行回馈扭矩。
  3. 根据权利要求2所述的方法，所述参考回馈扭矩Tv-target满足：Tv-target＝M×9.8×sin(arctan(α))×R；
    其中，所述M为所述车辆的实际质量，所述α为所述路面坡度，所述R为所述车轮的滚轮半径。
  4. 根据权利要求2或3所述的方法，所述方法还包括：
    在所述车辆处于加速行驶的过程中，确定所述车辆的实际质量。
  5. 根据权利要求4所述的方法，所述确定所述车辆的实际质量，包括：
    在所述车辆处于加速行驶的过程中，获取所述车辆的整车驱动力、所述车辆的第一风阻阻力、第一坡度阻力加速度、第一滚动阻力加速度和加速阻力加速度；
    基于所述第一坡度阻力加速度、所述第一滚动阻力加速度和所述加速阻力加速度之和确定阻力总加速度；
    确定所述整车驱动力和所述第一风阻阻力的目标差值；
    将所述目标差值和所述阻力总加速度的比值确定为所述实际质量。
  6. 根据权利要求2至4任一所述的方法，所述获取所述车辆在所述当前运行工况下的前馈扭矩，包括：
    获取所述车辆在所述当前运行工况下的第二风阻阻力、第二坡度阻力加速度和第二滚动阻力加速度；
    确定所述第二坡度阻力加速度和所述第二滚动阻力加速度的第一差值；
    确定所述第一差值与所述实际质量的第一乘积；
    基于所述第一乘积和所述第二风阻阻力的第二差值，与所述滚轮半径的比值确定所述前馈扭矩。
  7. 根据权利要求1所述的方法，所述当前运行工况包括跟车工况；所述确定车辆在当前运行工况下的滑行回馈扭矩，包括：
    获取所述车辆在所述当前运行工况下的减速度和第三坡度阻力加速度；
    确定所述减速度和所述第三坡度阻力加速度之和，与所述车辆的实际质量的第二乘积；
    基于所述第二乘积与车轮的滚轮半径的比值确定所述滑行回馈扭矩。
  8. 根据权利要求7所述的方法，获取所述车辆在所述当前运行工况下的减速度，包括：
    获取前方车辆的第一车速、所述车辆的第二车速以及所述车辆与所述前方车辆的实际距离和安全距离；
    确定所述第一车速的平方与所述第二车速的平方的第三差值，以及所述实际距离与所述安全距离的第四差值；
    基于所述第三差值与所述第四差值的比值确定所述减速度。
  9. 一种计算机可读存储介质，其上存储有车辆能量回收程序，所述车辆能量回收程序被处理器执行时实现根据权利要求1至8任一所述的车辆能量回收方法。
  10. 一种车辆，包括存储器、处理器及存储在存储器上并可在处理器上运行的车辆能量回收程序，所述处理器执行所述车辆能量回收程序时，实现根据权利要求1至8任一所述的车辆能量回收方法。
  11. 一种车辆能量回收装置，所述装置包括：
    第一确定模块，用于确定车辆在当前运行工况下的滑行回馈扭矩；
    第二确定模块，用于确定所述车辆的最大允许回馈扭矩；
    能量回收模块，用于基于所述最大允许回馈扭矩和所述滑行回馈扭矩中最小的回馈扭矩进行能量回收。
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