WO2025260643A1 - 一种能量回收控制方法和系统 - Google Patents

一种能量回收控制方法和系统

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Publication number
WO2025260643A1
WO2025260643A1 PCT/CN2024/138462 CN2024138462W WO2025260643A1 WO 2025260643 A1 WO2025260643 A1 WO 2025260643A1 CN 2024138462 W CN2024138462 W CN 2024138462W WO 2025260643 A1 WO2025260643 A1 WO 2025260643A1
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WO
WIPO (PCT)
Prior art keywords
torque
braking torque
mode
vehicle
energy recovery
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.)
Pending
Application number
PCT/CN2024/138462
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English (en)
French (fr)
Inventor
彭红涛
杨波
赖锋
郑瑞欣
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Dongfeng Motor Group Co Ltd
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Dongfeng Motor Group Co Ltd
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Publication date
Application filed by Dongfeng Motor Group Co Ltd filed Critical Dongfeng Motor Group Co Ltd
Publication of WO2025260643A1 publication Critical patent/WO2025260643A1/zh
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • 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
    • 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
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • 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

  • This application belongs to the field of vehicle energy recovery technology, specifically relating to an energy recovery control method and system.
  • this application proposes an energy recovery control method and system.
  • An energy recovery control method for achieving one of the objectives of this application includes:
  • the current torque control mode is determined based on the brake pedal opening.
  • the desired electric braking torque and/or desired mechanical braking torque of the vehicle are determined based on the current torque control mode.
  • the vehicle's motor and/or mechanical braking system are controlled according to the desired electric braking torque and/or desired mechanical braking torque, and the actual electric braking torque and/or actual mechanical braking torque are controlled to achieve the desired total braking torque, which is equal to the sum of the desired electric braking torque and the desired mechanical braking torque.
  • the torque control mode is coasting mode
  • the torque control mode is adaptive.
  • the torque control mode is braking mode.
  • the torque control mode includes a coasting mode, in which the desired electric braking torque of the vehicle is equal to the coasting energy recovery torque, and the desired mechanical braking torque is 0.
  • the torque control mode includes an adaptive mode.
  • the adaptive mode when the coasting energy recovery torque is not limited during vehicle coasting, the desired electric braking torque is equal to the coasting energy recovery torque before entering the adaptive mode, and the desired mechanical braking torque is 0.
  • the torque control mode includes an adaptive mode.
  • the adaptive mode when the coasting energy recovery torque is limited or the electric braking torque does not meet the desired deceleration during vehicle coasting, the actual electric braking torque that can be provided is determined based on the power system's limited torque; the desired mechanical braking torque is determined based on the desired total braking torque and the actual required electric braking torque.
  • Methods for determining the actual electric braking torque that can be provided based on the power system's limit torque include: calculating the maximum permissible electric braking torque, which is the actual electric braking torque that can be provided, using the maximum permissible charging power output by the power system.
  • methods for determining the desired mechanical braking torque based on the desired total braking torque and the actual required electric braking torque include:
  • the desired mechanical braking torque is equal to the difference between the desired total braking torque and the actual required electric braking torque, which is calculated based on the power system's torque limit.
  • methods for determining the desired mechanical braking torque include:
  • the mechanical braking torque increases from 0 to the desired mechanical braking torque at a set slope.
  • the mechanical braking torque decreases from the desired mechanical braking torque to 0 at a set slope.
  • the method for calculating the slope includes:
  • K is the slope
  • T0 is the expected total braking torque calculated based on the expected deceleration when the power system is unrestricted and the vehicle control system does not restrict energy recovery
  • T1 is the actual electric braking torque that can be provided when the power system is restricted or the vehicle control system restricts energy recovery
  • P1 is the set brake pedal opening threshold; when the brake pedal opening is less than or equal to the set brake pedal opening threshold P1, the vehicle is in adaptive mode; when the brake pedal opening is greater than the set brake pedal opening threshold P1, the vehicle is in braking mode.
  • the control system (VCU) will limit the maximum allowable energy recovery torque according to the vehicle status, which is the actual electric braking torque that can be provided; when the power system is limited, the maximum allowable electric braking torque can be calculated from the maximum allowable charging power output of the power system, which is the actual electric braking torque that can be provided.
  • the method for determining the desired deceleration includes:
  • the desired deceleration is set according to the current coasting energy recovery level.
  • the coasting energy recovery levels include weak, medium, and strong, and the desired deceleration increases with the increase of the coasting energy recovery level.
  • the brake pedal opening When the brake pedal opening is greater than the set brake pedal opening threshold P1, the brake pedal opening corresponding to each braking intensity coincides with the desired deceleration curve; under the same braking intensity, the desired deceleration increases with the increase of the brake pedal opening.
  • the torque control mode includes a braking mode, in which the vehicle's desired electric braking torque is equal to the maximum electric braking torque currently available to the vehicle; the desired mechanical braking torque is equal to the difference between the desired total braking torque and the maximum electric braking torque.
  • the method for calculating the desired total braking torque includes:
  • the desired braking resistance of the vehicle is determined based on the desired deceleration.
  • the desired total braking torque is determined based on the vehicle's desired braking resistance.
  • the methods for calculating the expected total braking torque also include:
  • Mb [ m ⁇ a -G ⁇ f ⁇ cos ⁇ - ( CD ⁇ A ⁇ V 2 ) /21.15-G ⁇ sin ⁇ ] ⁇ r
  • An energy recovery control system for achieving the second objective of this application includes:
  • Mode determination module used to determine the current torque control mode based on the brake pedal opening
  • Torque distribution module used to determine the vehicle's desired electric braking torque and/or desired mechanical braking torque based on the current torque control mode;
  • Control module used to control the vehicle's motor and mechanical braking system according to the desired electric braking torque and/or desired mechanical braking torque, respectively.
  • This application considers external resistance caused by factors such as road conditions and inclines when defining the relationship between brake pedal opening and desired total braking torque. This avoids inconsistent deceleration at the same brake pedal opening due to changes in road conditions and inclines, thus improving brake pedal feel. It also avoids safety risks caused by driver misjudgment due to environmental factors, improving driving safety and driving experience. Regardless of the power system's battery status or malfunction, this application can maintain consistent braking torque at the same vehicle speed by adjusting electric and mechanical braking. This results in a better driving experience and avoids the problem of sudden acceleration caused by abruptly reducing/disengaging electric braking when coasting due to limited electric braking.
  • Figure 1 is a flowchart illustrating the technical solution of the method described in this application.
  • Figure 2 is a schematic diagram of the brake pedal control range in the method technical solution described in this application;
  • Figure 3 is a schematic diagram showing the relationship between brake pedal opening and braking deceleration under different braking intensities in the method and technical solution described in this application.
  • Figure 4 is a schematic diagram of the relationship between the brake pedal and the braking torque in the adaptive mode of the method and technical solution described in this application.
  • Step 1 Define the brake pedal control range
  • the brake pedal opening is divided into two intervals, with different torque controls applied in each interval, as shown in Figure 2.
  • the adaptive interval is defined as the range from brake pedal opening of 0 to a threshold P1 (set to 18% in this technical solution, calibrable), i.e., interval A in Figure 2.
  • the desired total braking torque is a relatively stable value, and the maximum boundary of the desired total braking torque is limited.
  • the desired total braking torque is equal to the current coasting energy recovery torque under normal conditions, where the power system and control system are unrestricted.
  • the braking interval is defined as the interval where the brake pedal opening is greater than the threshold P1, i.e., interval B in Figure 2. Within this interval, the braking torque value increases as the brake pedal opening increases.
  • Step 2 Define the ideal desired deceleration corresponding to the brake pedal opening
  • new energy vehicles are designed with three levels of coasting energy recovery modes: weak, medium, and strong.
  • the technical solution of this application unifies the braking energy recovery level with the coasting energy recovery mode, that is, the braking energy recovery levels of weak, medium, and strong correspond one-to-one with the weak, medium, and strong coasting energy recovery modes. In this way, when users select different coasting energy recovery modes, there is a corresponding braking energy recovery level.
  • the vehicle transitions seamlessly from coasting to braking, and the energy recovery transitions smoothly from coasting energy recovery to braking energy recovery.
  • the electric braking torque transitions smoothly, improving the driving experience and increasing energy efficiency.
  • the brake pedal opening is in the adaptive range, since this range is consistent with coasting, and coasting energy recovery is usually set with energy recovery levels (such as weak, medium, and strong, which usually correspond one-to-one with the coasting energy recovery mode), the braking intensity in the adaptive range is also consistent with the energy recovery level set by the user.
  • the brake pedal opening for each braking intensity coincides with the deceleration curve, so that the braking feel and braking deceleration during braking are consistent with the driver's expectations, and the braking and safety requirements are guaranteed.
  • the desired deceleration is set according to the brake pedal opening.
  • Table 1 and Figure 3 The values and relationships between the brake pedal opening and the desired deceleration in this technical solution are shown in Table 1 and Figure 3 below: That is, when the brake pedal opening is 0, the desired deceleration is equal to the desired deceleration when the vehicle is coasting; when the brake pedal opening is less than the set threshold P1, the desired deceleration increases with the increase of braking intensity and with the increase of the brake pedal opening; when the brake pedal opening is greater than or equal to the set threshold P1, the desired deceleration only increases with the increase of the brake pedal opening.
  • Step 3 Calculate the braking torque
  • the total deceleration force consists of rolling resistance Ff , wind resistance Fw , gradient resistance Fi , and braking resistance Fj .
  • the braking resistance Fj includes both electric braking recovery force and mechanical braking force.
  • rolling resistance Ff G ⁇ f ⁇ cos ⁇
  • G vehicle weight
  • f rolling resistance coefficient
  • ⁇ slope
  • Wind resistance Fw ( CD ⁇ A ⁇ V 2 )/21.15, where CD is the air resistance coefficient, A is the frontal area, and V is the vehicle speed;
  • the slope resistance F ⁇ sub>i ⁇ /sub> G ⁇ sin ⁇ , where G is the vehicle weight and ⁇ is the slope.
  • the desired total braking torque Mb can be calculated based on the desired braking resistance Fj and the wheel radius r :
  • m is the vehicle mass
  • 'a' represents the vehicle's desired deceleration, which is obtained by looking up Table 1.
  • Step 4 Dynamic control of desired total braking torque
  • Coasting torque, adaptive torque, and braking torque are calculated for each of these three modes.
  • the desired electric braking torque is equal to the coasting energy recovery torque.
  • the desired electric braking torque obtained based on the energy recovery level, the set coasting deceleration, vehicle speed, and motor speed is the coasting energy recovery torque in coasting mode. Since the coasting energy recovery torque is related to the vehicle state, such as vehicle speed and power system status (e.g., power battery SOC, battery allowable charging power), this value also changes with the vehicle state. Therefore, the desired electric braking torque when the brake pedal opening is 0% also changes dynamically, at which point the desired mechanical braking torque is equal to 0.
  • the set coasting deceleration is the desired deceleration determined by the brake pedal opening and braking intensity as shown in Table 1.
  • the desired deceleration during coasting is equal to the desired deceleration in the adaptive range. This ensures that the deceleration is the same during coasting and braking transition, and the desired total braking torque is the same, thus enabling seamless connection. This prevents sudden acceleration or deceleration of the vehicle due to different torques, ensuring that the coasting energy recovery torque is equal to the desired total braking torque Mb .
  • the desired electric braking torque is equal to the smaller of the electric braking torque when exiting adaptive mode and the coasting energy recovery torque in the current coasting mode.
  • the coasting energy recovery torque When the coasting energy recovery torque is not limited during vehicle coasting, the braking energy recovery torque (i.e., the desired electric braking torque) during the braking process in adaptive mode is equal to the coasting energy recovery torque before entering adaptive mode, and the desired mechanical braking torque is 0.
  • the limiting factors of the coasting energy recovery torque include: motor or battery system capacity limitations or malfunctions; no energy recovery when the battery charge is higher than the set value, which is a scenario where the coasting energy recovery torque is limited; energy recovery when the SOC is lower than the set value, which is a scenario where the coasting energy recovery torque is not limited.
  • the coasting energy recovery torque is limited or the electric braking torque in the adaptive range does not meet the desired deceleration.
  • the electric braking process cannot provide sufficient electric braking torque.
  • the vehicle needs to provide additional mechanical braking torque to make up for the insufficient torque due to the limited coasting energy recovery torque.
  • the desired mechanical braking torque is equal to the desired total braking torque Mb minus the actual electric braking torque that can be provided.
  • the actual electric braking torque that can be provided is calculated based on the torque limited by the power system (including motor state limitations and battery state limitations).
  • the mechanical braking torque smoothly increases from 0 at a set slope K to the calculated desired mechanical braking torque (the desired total braking torque Mb minus the actual available electric braking torque).
  • the actual mechanical braking torque smoothly decreases from the desired mechanical braking torque to 0 at a set slope K, as shown in Figure 4.
  • T0 is the total braking torque under ideal conditions, that is, the expected total braking torque Mb calculated based on the expected deceleration when the power system and the vehicle control system are not limited.
  • T1 is the actual electric braking torque that can be provided under the current state of the vehicle, when the power system is limited or the vehicle control system restricts energy recovery.
  • the technical effect of the above steps is that the mechanical braking torque can change at a certain slope K to avoid uneven changes in braking torque, which would otherwise lead to poor braking comfort.
  • the principle of electric braking priority is adopted, and the electric braking force is recovered to the maximum extent.
  • the maximum electric braking torque (maximum allowable power of the power system / current motor speed) is calculated.
  • the expected mechanical braking torque is equal to the expected total braking torque Mb minus the maximum electric braking torque.
  • the motor and mechanical braking system are controlled according to the desired electric braking torque and the desired mechanical braking torque, respectively, to achieve the braking requirements.
  • the braking torque can be kept consistent at the same vehicle speed. While satisfying the braking intention, energy is recovered to the maximum extent, thereby improving economy and comfort.
  • An energy recovery control method comprising:
  • the current torque control mode is determined based on the brake pedal opening.
  • the desired electric braking torque and/or desired mechanical braking torque of the vehicle are determined based on the current torque control mode.
  • the vehicle's electric motor and/or mechanical braking system are controlled according to the desired electric braking torque and/or desired mechanical braking torque, respectively.
  • the torque control mode when the brake pedal opening is 0, the torque control mode is coasting mode; when the brake pedal opening is less than or equal to a set threshold, the torque control mode is adaptive mode; and when the brake pedal opening is greater than the set threshold, the torque control mode is braking mode.
  • the torque control mode includes a coasting mode, in which the desired electric braking torque of the vehicle is equal to the coasting energy recovery torque, and the desired mechanical braking torque is 0.
  • the torque control mode includes an adaptive mode.
  • adaptive mode if the coasting energy recovery torque is not limited during vehicle coasting, the desired electric braking torque is equal to the coasting energy recovery torque before entering the adaptive mode, and the desired mechanical braking torque is 0.
  • the torque control mode includes an adaptive mode.
  • adaptive mode if the coasting energy recovery torque is limited or the electric braking torque does not meet the desired deceleration during vehicle coasting, the actual electric braking torque that can be provided is determined based on the power system's limited torque; and the desired mechanical braking torque is determined based on the desired total braking torque and the actual electric braking torque that can be provided.
  • the mechanical braking torque increases from 0 to the desired mechanical braking torque at a set slope; when the vehicle switches from braking mode to adaptive mode and then to coasting mode in sequence, the mechanical braking torque decreases from the desired mechanical braking torque to 0 at a set slope.
  • the method for calculating the set slope includes:
  • K is the set slope
  • T0 is the expected total braking torque calculated based on the expected deceleration when the power system is not restricted and the vehicle control system does not restrict energy recovery
  • T1 is the actual electric braking torque that can be provided when the power system is restricted or the vehicle control system restricts energy recovery
  • P1 is the set brake pedal opening threshold.
  • the torque control mode includes a braking mode, where the desired electric braking torque of the vehicle is equal to the maximum electric braking torque currently available from the vehicle; the desired mechanical braking torque is equal to the difference between the desired total braking torque and the maximum electric braking torque.
  • the method for calculating the desired total braking torque includes:
  • the desired total braking torque is determined based on the vehicle's desired braking resistance.
  • Control module used to control the vehicle's motor and mechanical braking system according to the desired electric braking torque and/or desired mechanical braking torque, respectively.
  • the torque control mode when the brake pedal opening is 0, the torque control mode is coasting mode; when the brake pedal opening is less than or equal to a set threshold, the torque control mode is adaptive mode; and when the brake pedal opening is greater than the set threshold, the torque control mode is braking mode.
  • the torque control mode includes a coasting mode, in which the desired electric braking torque of the vehicle is equal to the coasting energy recovery torque, and the desired mechanical braking torque is 0.
  • the torque control mode includes an adaptive mode.
  • adaptive mode if the coasting energy recovery torque is not limited during vehicle coasting, the desired electric braking torque is equal to the coasting energy recovery torque before entering the adaptive mode, and the desired mechanical braking torque is 0.
  • the mechanical braking torque increases from 0 to the desired mechanical braking torque at a set slope; when the vehicle switches from braking mode to adaptive mode and then to coasting mode in sequence, the mechanical braking torque decreases from the desired mechanical braking torque to 0 at a set slope.
  • the method for calculating the desired total braking torque includes:
  • the desired total braking torque is determined based on the vehicle's desired braking resistance.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

提供了一种能量回收控制方法和系统，包括根据制动踏板开度确定扭矩控制模式；根据扭矩控制模式确定车辆的期望电制动扭矩和/或期望机械制动扭矩；根据期望电制动扭矩和/或期望机械制动扭矩对车辆的电机和/或机械制动系统进行控制。通过设计制动踏板开度与期望总制动扭矩的关系，避免因道路、坡道因素变化而导致相同的制动踏板开度下减速度不同，提升了制动踏板感；避免因环境因素导致驾驶员误判带来的安全风险。不论动力系统电量状态和故障状态，都可通过调整电制动和机械制动达到在相同车速下制动扭矩保持一致，避免滑行时由于电制动受限时突然减小/退出电制动导致车辆突然向前加速，避免安全问题同时提升了驾驶体验。

Description

一种能量回收控制方法和系统 相关申请的交叉引用
本申请要求于2024年06月21日提交的申请号为202410807315.0的中国专利申请的优先权，其全部内容通过引用并入本文。
技术领域
本申请属于车辆能量回收技术领域，具体涉及一种能量回收控制方法和系统。
 背景技术
随着新能源汽车的发展，纯电动汽车和混合动力汽车在市场上越来越普及，此类汽车都具备能量回收功能。当前对车辆能量回收控制过程中，将滑行能量回收与制动能量回收叠加，会出现由于不能匹配和协调好电制动和机械制动，普遍存在制动踏板感差；滑行能量回收与制动能量回收不能平滑过渡，甚至在滑行到踩制动时车辆突然加速；能量回收不能充分利用。
 发明内容
为了提升制动过程中能量回收时制动踏板感、提升车辆的能量回收的利用率，避免能量回收过程中意外加速，提升车辆的安全性和驾驶体验，本申请提出一种能量回收控制方法和系统。
实现本申请目的之一的一种能量回收控制方法，包括：
根据制动踏板开度确定当前的扭矩控制模式；
根据当前的扭矩控制模式确定车辆的期望电制动扭矩和/或期望机械制动扭矩；
根据所述期望电制动扭矩和/或期望机械制动扭矩对车辆的电机和/或机械制动系统进行控制，控制实际电制动扭矩和/或实际机械制动扭矩以达到期望总制动扭矩，期望总制动扭矩等于期望电制动扭矩和期望机械制动扭矩之和。
进一步地，当制动踏板开度等于0时，扭矩控制模式为滑行模式；
当制动踏板开度小于等于设定阈值时，扭矩控制模式为自适应模式；
当制动踏板开度大于设定阈值时，扭矩控制模式为制动模式。
进一步地，所述扭矩控制模式包括滑行模式，当处于滑行模式时，车辆的期望电制动扭矩等于滑行能量回收扭矩，期望机械制动扭矩为0。
进一步地，所述扭矩控制模式包括自适应模式，处于自适应模式时，当车辆滑行时滑行能量回收扭矩未受限时，则期望电制动扭矩等于进入自适应模式前的滑行能量回收扭矩，期望机械制动扭矩为0。
进一步地，所述扭矩控制模式包括自适应模式，处于自适应模式时，当车辆滑行时滑行能量回收扭矩受限或电制动扭矩不满足期望减速度时，根据动力系统限制扭矩确定实际能提供的电制动扭矩；根据期望总制动扭矩和实际需求电制动扭确定期望机械制动扭矩。
根据动力系统限制扭矩确定实际能提供的电制动扭矩的方法包括：通过动力系统输出的最大允许充电功率计算出的最大允许电制动扭矩即实际能提供的电制动扭矩。
进一步地，根据期望总制动扭矩和实际需求电制动扭确定期望机械制动扭矩的方法包括：
期望机械制动扭矩等于期望总制动扭矩与实际需求电制动扭的差值，实际需求电制动扭根据动力系统限制扭矩计算得到。
进一步地，确定期望机械制动扭矩的方法包括：
当车辆从滑行模式依次切换至自适应模式和制动模式时，机械制动扭矩从0按设定斜率上升到期望机械制动扭矩；
当车辆从制动模式依次切换至自适应模式和滑行模式时，机械制动扭矩按设定斜率从期望机械制动扭矩下降到0。
进一步地，所述斜率的计算方法包括：
K=(T0-T1)/P1
式中，K为斜率；T0为动力系统未受限和整车控制系统不限制能量回收的情况下，根据期望减速度计算出的期望总制动扭矩；T1为动力系统受限或整车控制系统限制能量回收的情况下计算得到的实际能提供的电制动扭矩；P1为设定的制动踏板开度阈值；当制动踏板开度小于等于设定的制动踏板开度阈值P1时，车辆处于自适应模式；当制动踏板开度大于设定的制动踏板开度阈值P1时，车辆处于制动模式。
当整车控制系统受限时，控制系统（VCU）会根据车辆状态限制允许最大能量回收扭矩，此即实际能提供的电制动扭矩；当动力系统受限时，通过动力系统输出的最大允许充电功率可计算出最大允许电制动扭矩，此即实际能提供的电制动扭矩。
进一步地，所述期望减速度的确定方法包括：
当制动踏板开度小于等于设定的制动踏板开度阈值P1时，根据当前的滑行能量回收等级设定期望减速度。滑行能量回收等级包括弱、中、强，期望减速度随着滑行能量回收等级的增加而增加。
当制动踏板开度大于设定的制动踏板开度阈值P1时，每种制动强度对应的制动踏板开度与期望减速度曲线重合；同一制动强度下，期望减速度随制动踏板开度的增加而增加。
进一步地，所述扭矩控制模式包括制动模式，当处于制动模式时，车辆的期望电制动扭矩等于车辆当前可提供的最大电制动扭矩；期望机械制动扭矩等于期望总制动扭矩与所述最大电制动扭矩的差值。
更进一步地，所述期望总制动扭矩的计算方法包括：
根据制动踏板开度和制动强度确定期望减速度；
根据期望减速度确定车辆的期望制动阻力；
根据车辆的期望制动阻力确定期望总制动扭矩。
更进一步地，期望总制动扭矩的计算方法还包括：
Mb=[ m×a -G×f×cosα-( CD×A×V 2 ) /21.15-G×sinα] ×r
Mb为期望总制动扭矩； m为车辆质量；a为车辆期望减速度； G为车重， f为滚动阻力系数， α为坡度； CD为空气阻力系数， A为迎风面积， V为车速； r为车轮半径。
实现本申请目的之二的一种能量回收控制系统，包括：
模式确定模块：用于根据制动踏板开度确定当前的扭矩控制模式；
扭矩分配模块：用于根据当前的扭矩控制模式确定车辆的期望电制动扭矩和/或期望机械制动扭矩；
控制模块：用于根据所述期望电制动扭矩和/或期望机械制动扭矩分别对车辆的电机和机械制动系统进行控制。
本申请的有益效果包括：
本申请在定义制动踏板开度与期望总制动扭矩关系时，考虑道路、坡道等因素带来的外部阻力，进而避免因道路、坡道等因素变化而导致在同样的制动踏板开度下的减速度不一样，提升制动踏板感。同时也避免因环境因素导致驾驶员误判带来的安全风险，提升驾驶安全性和驾驶感。本申请不论动力系统电量状态、动力系统故障状态，都可以通过调整电制动和机械制动来达到在相同的车速下的制动扭矩保持一致，这样驾驶体验更好，同时也避免在滑行时由于电制动受限时突然减小/退出电制动，导致车辆突然向前加速的问题。
 附图说明
图1是本申请所述方法技术方案的流程示意图；
图2是本申请所述方法技术方案中制动踏板控制区间示意图；
图3是本申请所述方法技术方案中不同制动强度下的制动踏板开度与制动减速度的关系示意图；
图4是本申请所述方法技术方案自适应模式下的制动踏板与制动扭矩关系示意图。
 具体实施方式
下列具体实施方式用于对本申请权利要求技术方案的解释，以便本领域的技术人员理解本权利要求书。本申请的保护范围不限于下列具体的实施结构。本领域的技术人员做出的包含有本申请权利要求书技术方案而不同于下列具体实施方式的也是本申请的保护范围。
技术方案1
一种能量回收控制方法：
步骤1、定义制动踏板控制区间；
为解决滑行能量回收和制动能量回收之间无缝衔接及平滑过渡，将制动踏板开度划分成两个区间，在不同的区间进行不同的扭矩控制，如图2所示；自适应区间：定义制动踏板开度为0到制动踏板开度为阈值P1（本技术方案设定为18%，可标定）的区间，即如图2所示的区间A，在此自适应区间内，期望总制动扭矩为一个相对稳定的值，并限定期望总制动扭矩的最大边界，通常期望总制动扭矩等于正常情况下当前的滑行能量回收扭矩，所述正常情况为：动力系统不受限且控制系统不受限时；制动区间：定义制动踏板开度大于所述阈值P1的区间为区间，即如图2所示的B区间，在此区间内制动扭矩值随着制动踏板开度增大而增大。
步骤2、定义制动踏板开度对应的理想的期望减速度；
通常，新能源车辆设计了三种强度的滑行能量回收模式：弱、中、强，本申请技术方案将制动能量回收等级与滑行能量回收模式保持统一，即制动能量回收等级：弱、中、强依次与滑行能量回收模式的弱、中、强一一对应，这样，用户在选择不同的滑行能量回收模式时，有对应的制动能量回收等级，车辆从滑行过程过渡到制动过程，能量回收从滑行能量回收无缝过渡到制动能量回收，电制动扭矩平滑过渡，提升驾驶感，且提高能量效率。
当制动踏度开度在自适应区间时，由于此段与滑行一致，通常滑行能量回收时设置有能量回收等级（如弱、中、强，通常与滑行能量回收模式一一对应），因此在自适应区间时制动强度也与用户设置的能量回收等级保持一致；在过渡区间时，则每种制动强度的制动踏板开度与减速度曲线重合，使得制动过程中制动感及制动减速度与驾驶员期望一致，且能保证制动和安全的要求。
根据制动踏板开度设定期望减速度，本技术方案制动踏板开度与期望减速度的值和关系图分别如下表1和图3所示：即：当制动踏板开度为0时，期望减速度等于车辆滑行时的期望减速度；当制动踏板开度小于设定阈值P1时，期望减速度随着制动强度的加强而增加、随着制动踏度开度的增大而增加；当制动踏板开度大于等于设定阈值P1时，期望减速度仅随着制动踏度开度的增大而增加。
表1 期望减速度表
步骤3、制动扭矩计算；
汽车在减速制动时，汽车行驶的总减速力由滚动阻力 F f 、风阻 F w 、坡道阻力 F i 、制动阻力 F j 组成。在具有能量回收的车型中，制动阻力 F j 包含电制动回收力和机械制动力。
车辆行驶时总的阻力为 F= m×a， m为车辆质量，a为车辆期望减速度；
总的阻力 F=F f+F w+F i+F j
其中，滚动阻力 F f = G× f×cos α， G为车重， f为滚动阻力系数， α为坡度；
风阻 F w =（ CD× A× V 2）/21.15， CD为空气阻力系数， A为迎风面积， V为车速；
坡道阻力 F i = G× sinα， G为车重， α为坡度；
由以上公式可得期望的制动阻力 F j = F-( F f+F w+F i )= m×a- G× f× cosα-( CD× A× V 2) /21.15-G× sinα
根据期望的制动阻力 F j 和车轮半径 r可计算得到期望总制动扭矩 Mb：
Mb=F j×r= [ m×a -G×f×cosα-（CD×A× V 2) /21.15-G×sinα] ×r
m为车辆质量；
a为车辆期望减速度，通过表1查表获得；
步骤4、期望总制动扭矩动态控制；
根据制动踏板开度，定义三种模式：滑行模式、自适应模式、制动模式，其中制动踏板开度等于0时定义为滑行模式；制动踏板开度为（0,P1]区间时定义为自适应模式，制动踏板开度大于P1时定义为制动模式。在这三种模式下，分别进行滑行扭矩计算、自适应扭矩计算、制动扭矩计算。
1、滑行模式下的滑行能量回收扭矩计算；
在滑行模式下，期望电制动扭矩等于滑行能量回收扭矩，根据能量回收等级、设定的滑行减速度、车速、电机转速得到的期望电制动扭矩即为滑行模式下的滑行能量回收扭矩，由于滑行能量回收扭矩随车速、动力系统状态（如动力电池SOC，电池允许充电功率等）等车辆状态相关，该值也是随车辆状态变化的，因而制动踏板开度为0%时的期望电制动扭矩也是动态变化的，此时期望机械制动扭矩等于0；所述设定的滑行减速度也即表1所示根据制动踏板开度和制动强度共同确定的期望减速度，在控制时，滑行时的期望减速度与自适应区间的期望减速度相等，这样就能保证滑行和制动过渡时减速度一样，期望总制动扭矩一样，进而能无缝对接，就不会因扭矩不一样而导致车辆突然加速或减速，保证了滑行能量回收扭矩等于期望总制动扭矩 Mb。
当从自适应模式到滑行模式时，期望电制动扭矩等于退出自适应模式时的电制动扭矩与当前滑行模式下的滑行能量回收扭矩的较小值；
2、自适应模式下自适应扭矩计算；
1）当车辆滑行时滑行能量回收扭矩未受到限制时，则自适应模式下的制动过程时，制动能量回收扭矩（此处也即期望电制动扭矩）等于进入自适应模式前的滑行能量回收扭矩，期望机械制动扭矩为0；所述滑行能量回收扭矩的限制因素包括：电机或电池系统能力限制或发生故障；电池电量如SOC高于设定值时不进行能量回收，此种情景即为滑行能量回收扭矩受到限制，SOC低于设定值时进行能量回收，此种情景即为滑行能量回收扭矩未受到限制；
2）当车辆滑行时滑行能量回收扭矩受到限制或在自适应区间电制动扭矩不满足期望减速度时，此时的电制动过程无法提供足够的电制动扭矩，车辆需要提供额外的机械制动扭矩以补充因滑行能量回收扭矩受限所不足的扭矩，此时的期望机械制动扭矩等于期望总制动扭矩 Mb减去实际能提供的电制动扭矩，实际能提供的电制动扭矩根据动力系统限制（包括电机状态限制、电池状态限制）扭矩计算得到。
车辆从自适应区间到制动区间变化时，在自适应区间初始阶段，机械制动扭矩从0按设定的斜率K平滑上升到计算得到的期望机械制动扭矩（期望总制动扭矩 Mb减去实际能提供的电制动扭矩）。车辆从制动区间到自适应区间变化时，在自适应区间初始阶段，实际机械制动扭矩按设定的斜率K从期望机械制动扭矩平滑下降到0，如图4所示。
K=（T0-T1）/P1
T0为理想情况下的总制动扭矩，即动力系统未受限和整车控制系统不限制的情况下，根据期望减速度计算出的期望总制动扭矩 Mb。
T1为车辆当前状态下，动力系统受限或整车控制系统限制能量回收的情况下计算得到的实际能提供的电制动扭矩。
上述技术步骤的技术效果是：机械制动扭矩以一定的斜率K变化可避免制动扭矩不均匀变化，从而导致制动舒适性不好。
3、制动模式下机械制动扭矩计算；
在该模式下，采用电制动优先原则，并最大回收电制动力，通过车辆状态（包括电池SOC，电池最大允许充电功率，电机转速），计算出最大电制动扭矩（动力系统允许的最大功率/当前电机转速），期望机械制动扭矩等于期望总制动扭矩 Mb减去最大电制动扭矩。
4、扭矩控制；
根据期望电制动扭矩和期望机械制动扭矩分别对电机和机械制动系统进行控制，实现制动需求，通过上述调整电制动扭矩和机械制动扭矩来达到在相同的车速下的制动扭矩保持一致，在满足制动意图的同时，最大回收能量，提高经济性和舒适性。
技术方案2
一种能量回收控制方法，包括：
根据制动踏板开度确定当前的扭矩控制模式；
根据当前的扭矩控制模式确定车辆的期望电制动扭矩和/或期望机械制动扭矩；
根据所述期望电制动扭矩和/或期望机械制动扭矩分别对车辆的电机和/或机械制动系统进行控制。
在一些技术方案中，当制动踏板开度等于0时，扭矩控制模式为滑行模式；当制动踏板开度小于等于设定阈值时，扭矩控制模式为自适应模式；当制动踏板开度大于设定阈值时，扭矩控制模式为制动模式。
在一些技术方案中，所述扭矩控制模式包括滑行模式，当处于滑行模式时，车辆的期望电制动扭矩等于滑行能量回收扭矩，期望机械制动扭矩为0。
在一些技术方案中，所述扭矩控制模式包括自适应模式，当处于自适应模式时，当车辆滑行时滑行能量回收扭矩未受限时，则期望电制动扭矩等于进入自适应模式前的滑行能量回收扭矩，期望机械制动扭矩为0。
在一些技术方案中，所述扭矩控制模式包括自适应模式，当处于自适应模式时，当车辆滑行时滑行能量回收扭矩受限或电制动扭矩不满足期望减速度时，根据动力系统限制扭矩确定实际能提供的电制动扭矩；根据期望总制动扭矩和实际能提供的电制动扭矩确定期望机械制动扭矩。
在一些技术方案中，当车辆从滑行模式依次切换至自适应模式和制动模式时，机械制动扭矩从0按设定斜率上升到期望机械制动扭矩；当车辆从制动模式依次切换至自适应模式和滑行模式时，机械制动扭矩按设定斜率从期望机械制动扭矩下降到0。
在一些技术方案中，所述设定斜率的计算方法包括：
K=（T0-T1）/P1
式中，K为设定斜率；T0为动力系统未受限和整车控制系统不限制能量回收的情况下，根据期望减速度计算出的期望总制动扭矩；T1为动力系统受限或整车控制系统限制能量回收的情况下计算得到的实际能提供的电制动扭矩；P1为设定的制动踏板开度阈值。
在一些技术方案中，所述扭矩控制模式包括制动模式，当处于制动模式时，车辆的期望电制动扭矩等于车辆当前可提供的最大电制动扭矩；期望机械制动扭矩等于期望总制动扭矩与所述最大电制动扭矩的差值。
在一些技术方案中，所述期望总制动扭矩的计算方法包括：
根据制动踏板开度和制动强度确定期望减速度；
根据期望减速度确定车辆的期望制动阻力；
根据车辆的期望制动阻力确定期望总制动扭矩。
应理解，上述技术方案中各步骤的序号的大小并不意味着执行顺序的先后，各过程的执行顺序应以其功能和内在逻辑确定，而不应对本申请技术方案的实施过程构成任何限定。
技术方案3
一种能量回收控制系统，包括：
模式确定模块：用于根据制动踏板开度确定当前的扭矩控制模式；
扭矩分配模块：用于根据当前的扭矩控制模式确定车辆的期望电制动扭矩和/或期望机械制动扭矩；
控制模块：用于根据所述期望电制动扭矩和/或期望机械制动扭矩分别对车辆的电机和机械制动系统进行控制。
在一些技术方案中，当制动踏板开度等于0时，扭矩控制模式为滑行模式；当制动踏板开度小于等于设定阈值时，扭矩控制模式为自适应模式；当制动踏板开度大于设定阈值时，扭矩控制模式为制动模式。
在一些技术方案中，所述扭矩控制模式包括滑行模式，当处于滑行模式时，车辆的期望电制动扭矩等于滑行能量回收扭矩，期望机械制动扭矩为0。
在一些技术方案中，所述扭矩控制模式包括自适应模式，当处于自适应模式时，当车辆滑行时滑行能量回收扭矩未受限时，则期望电制动扭矩等于进入自适应模式前的滑行能量回收扭矩，期望机械制动扭矩为0。
在一些技术方案中，所述扭矩控制模式包括自适应模式，当处于自适应模式时，当车辆滑行时滑行能量回收扭矩受限或电制动扭矩不满足期望减速度时，根据动力系统限制扭矩确定实际能提供的电制动扭矩；根据期望总制动扭矩和实际能提供的电制动扭矩确定期望机械制动扭矩。
在一些技术方案中，当车辆从滑行模式依次切换至自适应模式和制动模式时，机械制动扭矩从0按设定斜率上升到期望机械制动扭矩；当车辆从制动模式依次切换至自适应模式和滑行模式时，机械制动扭矩按设定斜率从期望机械制动扭矩下降到0。
在一些技术方案中，所述设定斜率的计算方法包括：
K=（T0-T1）/P1
式中，K为设定斜率；T0为动力系统未受限和整车控制系统不限制能量回收的情况下，根据期望减速度计算出的期望总制动扭矩；T1为动力系统受限或整车控制系统限制能量回收的情况下计算得到的实际能提供的电制动扭矩；P1为设定的制动踏板开度阈值。
在一些技术方案中，所述扭矩控制模式包括制动模式，当处于制动模式时，车辆的期望电制动扭矩等于车辆当前可提供的最大电制动扭矩；期望机械制动扭矩等于期望总制动扭矩与所述最大电制动扭矩的差值。
在一些技术方案中，所述期望总制动扭矩的计算方法包括：
根据制动踏板开度和制动强度确定期望减速度；
根据期望减速度确定车辆的期望制动阻力；
根据车辆的期望制动阻力确定期望总制动扭矩。
本说明书未作详细描述的内容属于本领域专业技术人员公知的现有技术。

Claims (10)

  1. 一种能量回收控制方法，其特征在于，包括：
    根据制动踏板开度确定当前的扭矩控制模式；
    根据当前的扭矩控制模式确定车辆的期望电制动扭矩和/或期望机械制动扭矩；
    根据所述期望电制动扭矩和/或期望机械制动扭矩分别对车辆的电机和/或机械制动系统进行控制。
  2. 如权利要求1所述的能量回收控制方法，其特征在于，确定当前的扭矩控制模式的方法包括：
    当制动踏板开度等于0时，扭矩控制模式为滑行模式；
    当制动踏板开度小于等于设定阈值时，扭矩控制模式为自适应模式；
    当制动踏板开度大于设定阈值时，扭矩控制模式为制动模式。
  3. 如权利要求1或2所述的能量回收控制方法，其特征在于，所述扭矩控制模式包括滑行模式，当处于滑行模式时，车辆的期望电制动扭矩等于滑行能量回收扭矩，期望机械制动扭矩为0。
  4. 如权利要求1或2所述的能量回收控制方法，其特征在于，所述扭矩控制模式包括自适应模式，当处于自适应模式时，当车辆滑行时滑行能量回收扭矩未受限时，则期望电制动扭矩等于进入自适应模式前的滑行能量回收扭矩，期望机械制动扭矩为0。
  5. 如权利要求1或2所述的能量回收控制方法，其特征在于，所述扭矩控制模式包括自适应模式，当处于自适应模式时，当车辆滑行时滑行能量回收扭矩受限或电制动扭矩不满足期望减速度时，根据动力系统限制扭矩确定实际能提供的电制动扭矩；根据期望总制动扭矩和实际能提供的电制动扭矩确定期望机械制动扭矩。
  6. 如权利要求2所述的能量回收控制方法，其特征在于，当车辆从滑行模式依次切换至自适应模式和制动模式时，机械制动扭矩从0按设定斜率上升到期望机械制动扭矩；当车辆从制动模式依次切换至自适应模式和滑行模式时，机械制动扭矩按设定斜率从期望机械制动扭矩下降到0。
  7. 如权利要求6所述的能量回收控制方法，其特征在于，所述设定斜率的计算方法包括：
    K=（T0-T1）/P1
    式中，K为设定斜率；T0为动力系统未受限和整车控制系统不限制能量回收的情况下，根据期望减速度计算出的期望总制动扭矩；T1为动力系统受限或整车控制系统限制能量回收的情况下计算得到的实际能提供的电制动扭矩；P1为设定的制动踏板开度阈值。
  8. 如权利要求1或2所述的能量回收控制方法，其特征在于，所述扭矩控制模式包括制动模式，当处于制动模式时，车辆的期望电制动扭矩等于车辆当前可提供的最大电制动扭矩；期望机械制动扭矩等于期望总制动扭矩与所述最大电制动扭矩的差值。
  9. 如权利要求8所述的能量回收控制方法，其特征在于，所述期望总制动扭矩的计算方法包括：
    根据制动踏板开度和制动强度确定期望减速度；
    根据期望减速度确定车辆的期望制动阻力；
    根据车辆的期望制动阻力确定期望总制动扭矩。
  10. 一种如权利要求1所述的能量回收控制系统，其特征在于，包括：
    模式确定模块：用于根据制动踏板开度确定当前的扭矩控制模式；
    扭矩分配模块：用于根据当前的扭矩控制模式确定车辆的期望电制动扭矩和/或期望机械制动扭矩；
    控制模块：用于根据所述期望电制动扭矩和/或期望机械制动扭矩分别对车辆的电机和机械制动系统进行控制。
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