CN116424112B

CN116424112B - Methods, devices and vehicles for coordinated control of regenerative braking torque.

Info

Publication number: CN116424112B
Application number: CN202310638910.1A
Authority: CN
Inventors: 徐秦; 郭丁瑞; 张金强; 郭伟; 罗斌
Original assignee: Deep Blue Automotive Technology Co ltd
Current assignee: Deep Blue Automotive Technology Co ltd
Priority date: 2023-05-31
Filing date: 2023-05-31
Publication date: 2026-04-07
Anticipated expiration: 2043-05-31
Also published as: CN116424112A

Abstract

This application relates to the field of vehicle technology, and in particular to a method, device, and vehicle for coordinated control of regenerative braking torque. The method includes: determining whether the vehicle meets preset activation conditions for the regenerative braking torque control function; if the vehicle meets the preset activation conditions, determining whether the vehicle's brake pedal is triggered, and if the brake pedal is not triggered, performing a first torque increase control for coasting regenerative braking torque based on a preset feedforward control strategy; after completing the first torque increase control, performing a second torque increase control for coasting regenerative braking torque based on a preset closed-loop control strategy to obtain a target negative torque, and controlling the motor to execute the target negative torque. This solves the problems in related technologies where the feedback torque setting has a large step, resulting in a loss of feedback sensation and vehicle impact, greatly improving the driving experience.

Description

Vehicle braking energy recovery torque coordination control method and device and vehicle

Technical Field

The application relates to the technical field of vehicles, in particular to a vehicle braking energy recovery torque coordination control method and device and a vehicle.

Background

New energy electric vehicles, in particular to pure electric vehicles, develop energy recovery systems in order to improve the electric driving range of the vehicles. The energy recovery system further comprises a sliding energy recovery system and a braking energy recovery system. The principle of energy recovery is that the motor feedback torque is preferentially adopted to brake and decelerate in a certain braking intensity range (the intensity of energy recovery is generally 0.1 g-0.3 g) by utilizing the excitation action of the motor, so that the running kinetic energy is converted into electric energy and stored in a storage battery.

Due to the operation characteristics of energy recovery, when the energy recovery function is operated, negative torque is concentrated on the drive shaft, if the vehicle runs on a low adhesion road surface or a high/low division road surface, or the running is transited from the high adhesion road surface to the low adhesion road surface, locking of the drive wheels or even reversion of the wheels occurs due to the action of the negative torque, and if the vehicle is a rear-drive vehicle, yaw or tail flick occurs at this time, so a dynamic torque control function has been developed against this problem.

In the related art, when it is detected that the vehicle state reaches the threshold triggered by the dynamic torque control function, the vehicle brake module directly requests a fixed single torque up target value, which is a target amount.

However, when the feedback torque in the related art is subjected to large step, a large deceleration loss feeling and a shock feeling of the vehicle can be generated, particularly when the vehicle runs on a low-attachment road surface such as a snow surface, the vehicle can frequently activate a dynamic torque control function after a driver releases an accelerator pedal, so that the vehicle frequently generates shock, the stability of the vehicle can be ensured, and the driving experience is very poor.

In related art, in the patent [ CN106926710a ] "regenerative braking energy recovery system and control method of electric vehicle", the whole vehicle controller calculates feedback torque based on the opening value and rotation speed of the accelerator pedal, and sends the feedback torque to the motor controller.

However, although the braking energy recovery control is realized, the real-time monitoring of the vehicle is omitted, and the lack of the function of dynamically adjusting the energy recovery torque may cause the problem of poor user experience, so that the problem needs to be solved.

Disclosure of Invention

The application provides a vehicle braking energy recovery torque coordination control method and device and a vehicle, and aims to solve the problems that in the related art, the feedback torque is larger in setting step, so that the loss feeling, the vehicle impact feeling and the like are generated, and the driving experience is greatly improved.

An embodiment of a first aspect of the present application provides a braking energy recovery torque coordination control method for a vehicle, including the steps of:

the method comprises the steps of judging whether a vehicle meets a preset energy recovery torque control function activation condition, judging whether a brake pedal of the vehicle is triggered if the vehicle meets the preset energy recovery torque control function activation condition, performing first torque up control on the vehicle based on a preset feedforward control strategy when the brake pedal is not triggered, performing second torque up control on the vehicle based on a preset closed-loop control strategy after the first torque up control is completed, obtaining target negative torque, and controlling a motor to execute the target negative torque.

According to the technical means, when the current vehicle meets the activation condition of the energy recovery torque control function, the vehicle can be subjected to the sliding recovery negative torque through the feedforward control strategy and the closed-loop control strategy to carry out the torque-up operation, so that the feedback torque in the related technology is prevented from carrying out large step, and the vehicle impact in the function control process is optimized.

Optionally, in some embodiments, before controlling the motor to execute the target negative torque, the method further comprises the steps of obtaining a VCU request torque of a whole vehicle controller, generating an arbitration result according to the VCU request torque and the target negative torque, and sending the request execution torque request to a motor controller when the arbitration result is the request execution torque request so as to control the motor to execute the target negative torque through the motor controller.

According to the technical means, the embodiment of the application can establish the torque control interface between the braking module of the vehicle and the whole vehicle controller, thereby realizing the acquisition of the request torque through the VCU and the transmission of the request execution torque request to the motor controller.

Optionally, in some embodiments, after the motor is controlled to execute the target negative torque, the method further comprises the steps of judging whether the vehicle meets the preset energy recovery torque control function activation condition or not again, and controlling the vehicle to exit the energy recovery torque control function if the judging result is that the preset energy recovery torque control function activation condition is not met.

According to the technical means, after the motor is controlled to execute the target negative torque, the energy recovery torque control function activation condition is monitored in real time, so that the coordination of the braking energy recovery torque of the electric rear-drive vehicle of the current vehicle is ensured.

Optionally, in some embodiments, after re-judging whether the vehicle meets the preset energy recovery torque control function activation condition, further comprising re-judging whether a brake pedal of the vehicle is triggered until the vehicle is controlled to exit the energy recovery torque control function if the re-judging result is that the preset energy recovery torque control function activation condition is met.

According to the technical means, the embodiment of the application can continuously control the coordination of the braking energy recovery torque of the vehicle when the braking pedal of the vehicle is triggered by judging that the vehicle meets the activation condition of the energy recovery torque control function again, so that the effective control of the negative torque of the vehicle is ensured under the condition that the braking state of the vehicle is changed.

Optionally, in some embodiments, the determining whether the vehicle meets the preset energy recovery torque control function activation condition includes collecting a driving signal and driver operation information of the vehicle, calculating a maximum wheel speed difference or a maximum slip rate of a driving shaft wheel of the vehicle according to the driving signal and the operation information, and determining that the vehicle meets the preset energy recovery torque control function activation condition if the maximum wheel speed difference or the maximum slip rate meets a preset function activation threshold.

According to the technical means, the method and the device for judging whether the vehicle meets the activation condition of the energy recovery torque control function can accurately judge whether the current vehicle needs to carry out torque recovery control or not by calculating the maximum wheel speed difference or the maximum slip rate of the driving shaft wheels of the vehicle, so that the driving experience of a user is effectively improved, and the stable operation of a whole vehicle system is ensured.

Optionally, in some embodiments, after determining whether the brake pedal of the vehicle is activated, further comprising setting the braking energy recovery electric torque to 0 if the brake pedal of the vehicle is activated.

According to the technical means, the embodiment of the application can set the braking energy recovery electric torque to 0 after the brake pedal of the vehicle is triggered, so that the application can ensure better brake pedal feel and driving experience.

An embodiment of the second aspect of the present application provides a braking energy recovery torque coordination control device for a vehicle, including:

The system comprises a vehicle, a judging module, a first control module, a second control module and a motor, wherein the vehicle is used for judging whether a preset energy recovery torque control function activation condition is met or not, the first control module is used for judging whether a brake pedal of the vehicle is triggered or not when the vehicle meets the preset energy recovery torque control function activation condition, and performing first torque up control of sliding recovery negative torque on the vehicle based on a preset feedforward control strategy when the brake pedal is not triggered, and the second control module is used for performing second torque up control of sliding recovery negative torque on the vehicle based on a preset closed-loop control strategy after the first torque up control is completed, so as to obtain target negative torque and controlling the motor to execute the target negative torque.

Optionally, in some embodiments, before controlling the motor to execute the target negative torque, the second control module further includes an acquiring unit configured to acquire a VCU request torque of the vehicle controller, and a sending unit configured to generate an arbitration result according to the VCU request torque and the target negative torque, and send the request execution torque request to the motor controller when the arbitration result is a request execution torque request, so as to control the motor to execute the target negative torque through the motor controller.

Optionally, in some embodiments, after the motor is controlled to execute the target negative torque, the second control module further includes a judging unit, configured to re-judge whether the vehicle meets the preset energy recovery torque control function activation condition, and a first control unit, configured to control the vehicle to exit the energy recovery torque control function when the re-judging result is that the preset energy recovery torque control function activation condition is not met.

Optionally, in some embodiments, after the re-judging whether the vehicle meets the preset energy recovery torque control function activation condition, the judging unit is further configured to re-judge whether a brake pedal of the vehicle is triggered until the vehicle is controlled to exit the energy recovery torque control function when the re-judging result is that the preset energy recovery torque control function activation condition is met.

Optionally, in some embodiments, the judging module comprises an acquisition unit, a calculation unit and a judging unit, wherein the acquisition unit is used for acquiring a running signal and driver operation information of a vehicle, the calculation unit is used for calculating a maximum wheel speed difference or a maximum slip rate of a driving shaft wheel of the vehicle according to the running information and the operation information, and the judging unit is used for judging that the vehicle meets the preset energy recovery torque control function activation condition when the maximum wheel speed difference or the maximum slip rate meets the preset function activation threshold.

Optionally, in some embodiments, the first control module further comprises a second control unit for setting the braking energy recovery electric torque to 0 when the brake pedal of the vehicle is triggered, after determining whether the brake pedal of the vehicle is triggered.

An embodiment of the third aspect of the present application provides a vehicle, including a memory, a processor, and a computer program stored on the memory and executable on the processor, the processor executing the program to implement the braking energy recovery torque coordination control method of the vehicle as described in the above embodiment.

A fourth aspect embodiment of the present application provides a computer-readable storage medium storing a computer program which, when executed by a processor, implements the braking energy recovery torque coordination control method of a vehicle as above.

The application has the beneficial effects that:

(1) The method for controlling the coordination of the braking energy recovery torque of the vehicle effectively solves the problem that the vehicle may yaw or swing tail when the energy recovery function works.

(2) The application effectively avoids the problem that the vehicle generates a lost sense and an impact sense due to larger setting step of the feedback moment in the related technology, thereby optimizing the vehicle impact in the function control process.

(3) The application can dynamically coordinate the braking energy recovery torque of the vehicle, monitor the torque recovery function of the vehicle in real time, and intervene the vehicle in time, thereby ensuring the running stability and safety of the vehicle.

Additional aspects and advantages of the application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the application.

Drawings

The foregoing and/or additional aspects and advantages of the application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings, in which:

FIG. 1 is a schematic illustration of the initial dynamic torque control function control effect of one embodiment of the present application;

FIG. 2 is a flow chart of a method for coordinated control of braking energy recovery torque of a vehicle according to an embodiment of the present application;

FIG. 3 is a schematic diagram of the control effect of the dynamic energy recovery torque control function according to one embodiment of the present application;

FIG. 4 is a schematic diagram of a feedforward control map according to an embodiment of the present application;

FIG. 5 is a logic diagram of a first closed loop control according to one embodiment of the present application;

FIG. 6 is a logic diagram of a second closed loop control according to one embodiment of the present application;

FIG. 7 is a flow chart of a dynamic braking energy recovery torque coordination control method according to an embodiment of the application;

FIG. 8 is a schematic diagram of a first control flow according to an embodiment of the present application;

FIG. 9 is a schematic diagram of a second control flow according to an embodiment of the present application;

FIG. 10 is a block schematic diagram of a vehicle braking energy recovery torque coordination control device provided in accordance with an embodiment of the present application;

fig. 11 is a schematic structural view of a vehicle according to an embodiment of the present application.

The system comprises a 101-functional module, a 102-braking module and a 103-control module, a 301-braking module, a 302-function activation pre-control module and a 303-closed loop control module, a 401-wheel deceleration, a 402-running speed and a 403-control coefficient Factor, a 10-vehicle braking energy recovery torque coordination control device, a 100-judging module, a 200-first control module and a 300-second control module, and 1101-memory, 1102-processor and 1103-communication interface.

Detailed Description

Embodiments of the present application are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative and intended to explain the present application and should not be construed as limiting the application.

The following describes a braking energy recovery torque coordination control method and device for a vehicle and the vehicle according to the embodiment of the application with reference to the accompanying drawings. Aiming at the problems that the feedback torque is larger in setting step, so that the loss feeling and the vehicle impact feeling can be generated in the related art in the background art, the application provides a vehicle braking energy recovery torque coordination control method, by judging whether the vehicle meets the preset energy recovery torque control function activation condition or not, if the vehicle meets the preset energy recovery torque control function activation condition, judging whether a brake pedal of the vehicle is triggered or not, when the brake pedal is not triggered, performing first torque up control on the vehicle for sliding and recovering negative torque based on a preset feedforward control strategy, performing second torque up control on the vehicle for sliding and recovering negative torque based on a preset closed-loop control strategy after the first torque up control is completed, obtaining target negative torque, and controlling a motor to execute the target negative torque. Therefore, the problems of loss sense, vehicle impact sense and the like caused by larger step of feedback moment setting in the related art are solved, and driving experience is greatly improved.

Before describing the embodiments of the present application, a scheme of a dynamic torque control function in the related art will be described.

The method comprises the following steps of recovering the energy intensity of the sliding, wherein the strong sliding can reach 0.2g (Tesla can reach 0.25 g), the entering process of the sliding recovery function is that when the conditions of the storage electric quantity, recovery capacity, running speed and the like of a storage battery are all met, after a driver releases an accelerator pedal to slide, the motor gradually increases the feedback torque of the motor according to a certain gradient until reaching a set limit value, at the moment, the maximum feedback negative torque of the motor can reach kilonewton meters, and when the sliding recovery is needed, the VCU (Vehicle Control Unit, a whole vehicle controller) can control the guiding sliding recovery motor to feedback negative torque to exit according to a certain ramp.

The braking energy recovery intensity and the sliding energy recovery are generally in a superposition relation, the braking intensity after superposition of the braking energy recovery intensity and the sliding energy recovery is not higher than a set limit value, the braking energy recovery entering process is that after the whole vehicle meets all conditions of energy recovery, a driver braking demand can distribute motor feedback torque preferentially to brake, electric torque can be superposed with the sliding recovery torque, when the braking energy recovery electric torque needs to be withdrawn, a system can control motor feedback negative torque for guiding braking distribution to withdraw according to a set ramp and supplement hydraulic braking, and if other stable control safety functions such as a dynamic torque control function, an ABS (Anti-lock Brake System) function are activated, guiding quick withdrawal is controlled, and hydraulic braking is supplemented.

Just as the above-described operation characteristics of energy recovery cause locking of the drive wheel due to the action of negative torque and even reverse rotation of the wheel, a dynamic torque control function has been developed against this problem.

Fig. 1 is a schematic diagram of an initial dynamic torque control function control effect provided by an embodiment of the present application, and as shown in fig. 1, the dynamic torque control system is divided into three modules, namely a functional module 101, a braking module 102 and a control module 103. In the function module 101, it is monitored that the vehicle state reaches the threshold of function triggering and the function is activated, in the brake module 102, a fixed single step negative torque up-torque target value WHLINCTARTQ is directly requested, the target value is a calibrated quantity, the up-torque target value WHLINCTARTQ is required to be set to be "-100N.m" (different according to different vehicle parameters) according to the stability requirement of the vehicle in extreme cases, and in the control module 103, the motor is required to step from a larger negative torque (such as-1500 N.m) to a smaller negative torque "-100N.m within 30-50 ms after receiving the up-torque request target value WHLINCTARTQ.

However, in the related art, the negative torque up-torque has a value of a calibration value, which can generate a larger deceleration loss feeling and a shock feeling of the vehicle, particularly when the vehicle runs on a low road surface such as a snow surface, the vehicle can frequently activate a dynamic torque control function after a driver releases an accelerator pedal, so that the vehicle frequently generates shock, the stability of the vehicle can be ensured, but the driving experience is very poor.

Aiming at the problem of poor driving experience, the application aims to provide a novel dynamic energy recovery torque coordination control method, after the system recognizes that the activation condition of a dynamic energy recovery torque control function is met, the system firstly performs effective pre-control of recovery negative torque, then performs closed-loop control of the torque, and guides the energy recovery negative torque to complete torque up, so that large step of feedback torque in the related art is avoided, and vehicle impact in the function control process is optimized. The braking energy recovery torque coordination control method of the vehicle of the present application will be described in detail.

Specifically, fig. 2 is a schematic flow chart of a method for controlling braking energy recovery torque coordination of a vehicle according to an embodiment of the present application.

As shown in fig. 2, the braking energy recovery torque coordination control method of the vehicle includes the steps of:

In step S201, it is determined whether the vehicle satisfies a preset energy recovery torque control function activation condition.

It can be appreciated that if the current vehicle is in a normal driving state, energy recovery torque control is not required, so that resources are not wasted, and unnecessary waste is caused. Therefore, the embodiment of the application provides the energy recovery torque control function activating condition for judging whether the current vehicle needs to perform braking energy recovery control or not.

Optionally, in some embodiments, determining whether the vehicle meets a preset energy recovery torque control function activation condition includes collecting a driving signal and driver operation information of the vehicle, calculating a maximum wheel speed difference or a maximum slip ratio of a driving axle wheel of the vehicle according to the driving signal and the operation information, and determining that the vehicle meets the preset energy recovery torque control function activation condition if the maximum wheel speed difference or the maximum slip ratio meets a preset function activation threshold.

It should be noted that, the preset activation condition of the energy recovery torque control function in the embodiment of the present application is that the maximum wheel speed difference or the maximum slip rate of the vehicle reaches the function activation threshold, and the maximum wheel speed difference or the maximum slip rate of the vehicle is obtained by calculation based on the running information and the operation information of the vehicle, so that the embodiment of the present application needs to obtain the running signal and the driver operation information of the current vehicle.

Specifically, fig. 3 is a schematic diagram of a control effect of a dynamic energy recovery torque control function provided by an embodiment of the present application, as shown in fig. 3, a dynamic energy recovery torque control system of the embodiment of the present application includes three parts, namely a brake module 301, a function activation pre-control module 302 and a closed loop control module 303, wherein the brake module 301 establishes torque control interfaces WHLINCTARTQ and WHLINCTARTACT with a vehicle controller VCU, and also establishes torque control interfaces WHLINCTARTQ and WHLINCTARTACT with an IPU electric drive controller, and the brake module 301 acquires vehicle running information and driver operation information through establishing interfaces with the VCU and the IPU (Instruction Processing Unit, a motor controller), and further calculates real-time wheel speed difference, slip rate and wheel deceleration through acquired four-wheel speeds.

Further, according to the embodiment of the application, through a real-time wheel speed difference calculation result and by combining an operation signal of a driver and other running state signals of a vehicle, whether the activation condition of the dynamic recovery torque coordination control function is reached is judged, if the activation condition is not met, the function is kept in a standby state and no intervention is performed, and if the activation condition is met, the function is immediately activated and active request control intervention is performed on recovery negative torque. In addition, the wheel speed difference or the wheel deceleration or the slip rate in the embodiment of the application is an activation threshold for activating functions, the threshold is a calibration parameter, the application is not particularly limited to the calibration parameter, and the application can be set by a person skilled in the art according to actual conditions.

In step S202, if the vehicle meets a preset energy recovery torque control function activation condition, it is determined whether a brake pedal of the vehicle is triggered, and when the brake pedal is not triggered, a first torque up control for recovering negative torque during coasting is performed on the vehicle based on a preset feedforward control strategy.

In some embodiments, the current vehicle meets a preset activation condition of the energy recovery torque control function, and the vehicle is in a non-pure sliding state, and a driver has a braking operation, namely a brake pedal is triggered, so that the braking energy recovery electric torque rapidly drops by 0, and rapid compensation of the hydraulic braking torque is synchronously performed.

In other embodiments, when the brake pedal is not triggered, the first up-torque control for coasting and recovering negative torque of the vehicle is required based on the feedforward control strategy, that is, the intervention of the dynamic recovery torque control function of the brake module 301, the functional stem is pre-divided into feedforward pre-control and closed-loop control, after the function is activated, the brake module will perform feedforward pre-control first, and the control parameters include three dimensions of the vehicle speed, the wheel deceleration and the torque pre-control coefficient, and the values are calibration parameters.

Specifically, fig. 4 is a schematic diagram of a feedforward pre-control map provided in an embodiment of the present application, where a coordinate 401 in fig. 4 represents a wheel deceleration of a signal cycle before a function is activated, a coordinate 402 in fig. 4 represents a driving speed of a vehicle of a signal cycle before the function is activated, and a coordinate 403 in fig. 4 represents a current function recovery negative torque control coefficient, which is used to quickly calculate and transform WHLINCTARTQ a request target negative torque, and further, a brake module requests WHLINCTARTQ a request target negative torque to a vehicle controller VCU, and the VCU executes a next torque control. In addition, the feedforward pre-control map provided in this embodiment is only illustrative, and the present application is not specifically limited to this drawing, and those skilled in the art can draw according to actual situations.

For example, in conjunction with the method shown in fig. 3, the brake module 301 indirectly establishes a torque control interface with the IPU electric drive controller through the vehicle controller VCU, sends a control target torque to implement torque control, when the function is activated, WHLINCTARTQ = "target negative torque value", WHLINCTARTACT = "1", when the function is not activated, WHLINCTARTQ = default, WHLINCTARTACT = "0", so that the VCU requests the target negative torque to implement torque control on the current vehicle according to WHLINCTARTQ.

Therefore, the embodiment of the application calculates the target control negative torque through the wheel speed, the wheel deceleration, the target wheel speed difference or the slip ratio, assigns the torque value to the torque control interface and transmits the torque value to the control object through the control interface.

In step S203, after the first torque up control is completed, a second torque up control for recovering the negative torque during coasting is performed on the vehicle based on a preset closed-loop control strategy, so as to obtain a target negative torque, and the motor is controlled to execute the target negative torque.

After the first torque up control is completed, that is, after the pre-control 302 is completed, the system enters the closed-loop control 303 to perform the second torque up control for recovering the negative torque on the vehicle, to obtain the final target negative torque, and to control the motor based on the target negative torque, as shown in fig. 3. In addition, kp and ki of closed-loop control are calibration parameters, the numerical value is not specifically limited, and the method can be set by a person skilled in the art according to actual conditions.

Optionally, in some embodiments, before controlling the motor to execute the target negative torque, the method further comprises the steps of acquiring the VCU request torque of the whole vehicle controller, generating an arbitration result according to the VCU request torque and the target negative torque, and sending the request execution torque request to the motor controller when the arbitration result is the request execution torque request so as to control the motor to execute the target negative torque through the motor controller.

It can be appreciated that the energy recovery torque coordination control method of the present application provides two torque control interfaces, and the brake module 301 of the embodiment of the present application may send the target negative torque WHLINCTARTQ to the vehicle controller VCU, and request the IPU controller to execute the torque request after being arbitrated by the VCU, or directly send the arbitrated target negative torque WHLINCTARTQ to the IPU controller to execute the torque request.

The following examples are presented to schematically illustrate two ways of closed loop control provided by the present application.

In some embodiments, fig. 5 is a logic diagram of a first closed-loop control according to an embodiment of the present application, and 501 is an input control target wheel speed difference slip_tar, and 503 is a target negative torque WHLINCTARTQ calculated by a wheel speed controller, as shown in fig. 3 and 5. The brake module 301 may send the target negative torque WHLINCTARTQ to the vehicle controller VCU, which arbitrates and then requests execution of the torque request from the IPU controller.

In other embodiments, fig. 6 is a logic diagram of a second closed loop control provided by an embodiment of the present application, and in conjunction with fig. 3 and 6, the brake module 301 may send the arbitrated target negative torque WHLINCTARTQ directly to the IPU controller to request execution of the torque request.

The specific steps of this embodiment will be described in the following embodiments, and in order to avoid redundancy, details are not described here.

Optionally, in some embodiments, after the motor is controlled to execute the target negative torque, the method further comprises the steps of judging whether the vehicle meets the preset energy recovery torque control function activation condition again, and controlling the vehicle to exit the energy recovery torque control function if the judging result is that the preset energy recovery torque control function activation condition is not met.

After the function is activated, the system of the embodiment of the application continuously performs control intervention on the current vehicle, and when the re-judging result is that the activation condition of the energy recovery torque control function is not met, the system controls the vehicle to exit the energy recovery torque control function and enter the monitoring and judging of the next function activation cycle.

Specifically, when the re-judging result is that the activation condition of the energy recovery torque control function is met and the brake pedal is triggered, the intervention control of the brake energy recovery torque of the vehicle is continued until the dynamic energy recovery torque control function meets the function exit condition, and the current control cycle is exited.

Therefore, the application realizes the function of dynamically coordinating and controlling the braking energy recovery torque of the vehicle through the real-time monitoring and control of the system so as to improve the driving experience of a user.

The following examples schematically illustrate the flow of a braking energy recovery torque coordination control method for a vehicle according to an embodiment of the present application.

Specifically, fig. 7 is a schematic flow chart of a dynamic braking energy recovery torque coordination control method according to an embodiment of the present application, and in combination with fig. 3 and fig. 7, the method includes the following steps:

in step S701, the dynamic regenerative torque function of the brake module 301 is free from failure and is available in a standby state.

In step S702, the braking module 301 calculates the wheel speed difference between the driving wheel and the non-driving wheel, determines whether the threshold for activating the dynamic recovery torque control function is reached, activates the function if the threshold is reached, and performs dynamic intervention on the energy recovery negative torque, and if the threshold is not reached, continues to monitor the calculation and determination.

In step S703, the brake module 301 determines whether the driver has performed a braking operation, and if the function is activated and the vehicle is in a non-pure sliding state, the driver has a braking operation, and the braking energy recovery electric torque rapidly drops by 0, and the hydraulic braking torque is rapidly complemented synchronously.

In step S704, the braking module 301 performs feedforward control on the coasting energy recovery torque through the torque control interface, and performs up-torque control on the coasting recovery negative torque according to the calibration parameters.

In step S705, the brake module 301 performs closed-loop torque control on the coasting recovery negative torque through the torque control interface by using the wheel end actual torque after the feedforward control as an integration start point.

In step S706, the longitudinal deceleration ax and lateral stability yawrate of the vehicle are effectively controlled by the dynamic control of the dynamic energy recovery torque by the brake module 301, and the dynamic energy recovery torque control function will continuously guide the adjustment of the motor negative torque.

In step S707, the braking module determines that the dynamic energy recovery torque control function satisfies a function exit condition, and the function stops torque intervention control, exits the current control cycle, and enters the next function activation monitoring period.

Therefore, according to the vehicle braking energy recovery torque coordination control method, after the system recognizes that the activation condition of the dynamic energy recovery torque control function is met, the system firstly performs effective pre-control of the recovery negative torque, then enters the closed-loop control of the torque, and guides the energy recovery negative torque to complete the torque up, so that the vehicle impact in the function control process is optimized.

In order to facilitate the further understanding of the differences in torque control interface schemes among the above embodiments by those skilled in the art, the following enumerated embodiments further illustrate the braking energy recovery torque coordination control method of the vehicle of the present application.

Specifically, fig. 8 is a schematic diagram of a first control flow provided in an embodiment of the present application, and in combination with fig. 4, fig. 5 and fig. 8, the control flow includes the following steps:

in step S801, the driving information of the whole vehicle and the operation information of the driver (such as the wheel speed signal Whlspd, the rotation angle signal SteerAg, the brake signal BrkPedlSt, VCU, the wheel end torque signal VcuWhlActTq, the vehicle longitudinal acceleration signal ax and the lateral acceleration signal ay) are collected and monitored, and are used for calculating control parameters and judging activation and withdrawal of functions.

Step S802, comparing the wheel speed signals of the front axle and the rear axle of the whole vehicle, calculating the maximum wheel speed difference or slip rate of the wheels of the driving axle and the deceleration parameters of the wheels, and judging whether the vehicle meets the activation condition or not.

Step S803, judging whether the control function is activated, executing step S802 to continue monitoring calculation when the wheel speed difference or the slip rate reaches the function activation threshold set by calibration and does not reach the function activation threshold, and executing step S804 to activate the dynamic energy recovery torque coordination control function when the wheel speed difference or the slip rate reaches the function activation threshold and the necessary state conditions required by other function activation are met.

Step S804, when the wheel speed difference or the slip rate reaches the function activation threshold set by calibration, and the necessary state conditions required by other function activation are satisfied, the dynamic energy recovery torque coordination control function is activated, and step S805 and step S809 are performed.

Step S805, it is determined whether the pedal is braked, if the driver has a brake operation, step S811 is executed, and if not, step S806 is executed.

In step S806, the coasting energy recovery torque is feedforward controlled through the torque control interface, as shown in FIG. 5, 501 is the input control target wheel speed difference Slip_tar, the braking module 301 performs the torque up control of coasting recovery negative torque according to the calibration parameters, the control parameters include three dimensions of the vehicle speed, the wheel deceleration and the torque pre-control coefficient, which are the calibration parameters, in addition, the control parameters can refer to the map diagram of feedforward pre-control of FIG. 4, the negative torque control coefficient can be recovered according to the current function of 403, the coefficient is used for quickly calculating and converting WHLINCTARTQ the request target negative torque, WHLINCTARTQ the request target negative torque is requested to the whole vehicle controller VCU, and the VCU executes the next step of torque control.

Step S807, after the feedforward control is performed, the coasting energy recovery torque enters the torque closed-loop control through the torque control interface WHLINCTARTQ, and the flow of the closed-loop control may refer to fig. 5 according to the embodiment of the present application.

In step S808, the vehicle control unit VCU receives the target negative torque WHLINCTARTQ from the brake module.

In step S809, the IPU electric drive controller receives the arbitrated target negative torque, and finally, the IPU motor controller controls the motor to execute the target control negative torque WHLINCTARTQ.

In step S810, the vehicle controller receives the request for the IPU motor controller to control the motor to execute the target control negative torque WHLINCTARTQ, and controls the vehicle to execute the braking energy recovery torque function.

In step S811, the braking energy recovery electric torque rapidly drops to 0, and the hydraulic braking torque is rapidly complemented synchronously.

Step S812, determining whether the condition of the exit function is satisfied, if yes, executing step S813, otherwise, executing step S805.

Step S813, the current function control cycle is exited, the step S803 is continuously executed, the whole vehicle system is monitored in real time, and the judgment of the activation condition of the control function is carried out, so that the braking energy recovery of the vehicle is dynamically regulated.

In other embodiments, fig. 9 is a schematic diagram of a second control flow provided in the embodiment of the present application, and the difference between the present embodiment and the first embodiment is that step S808 in fig. 8 and step S908 in fig. 9 are mainly different from the above-mentioned torque control interface. The first control flow may refer to fig. 5 provided in the embodiment of the present application, where the brake module 301 sends the negative torque to the vehicle controller VCU, and the logic of the second control flow may refer to fig. 6 provided in the embodiment of the present application, where the arbitrated target negative torque is directly sent to the IPU controller. Since the implementation steps of the two embodiments are similar, the description of fig. 9 is omitted herein for avoiding redundancy.

According to the vehicle braking energy recovery torque coordination control method provided by the embodiment of the application, whether the vehicle meets the preset energy recovery torque control function activation condition is judged, if the vehicle meets the preset energy recovery torque control function activation condition, whether a brake pedal of the vehicle is triggered is judged, when the brake pedal is not triggered, the vehicle is subjected to first torque up control of sliding recovery negative torque based on a preset feedforward control strategy, after the first torque up control is finished, the vehicle is subjected to second torque up control of sliding recovery negative torque based on a preset closed loop control strategy, the target negative torque is obtained, and the motor is controlled to execute the target negative torque. Therefore, the problems of loss sense, vehicle impact sense and the like caused by larger step of feedback moment setting in the related art are solved, and driving experience is greatly improved.

Next, a braking energy recovery torque coordination control device for a vehicle according to an embodiment of the present application will be described with reference to the accompanying drawings.

Fig. 10 is a block schematic diagram of a braking energy recovery torque coordination control device of a vehicle according to an embodiment of the application.

As shown in fig. 10, the braking energy recovery torque coordination control device 10 of the vehicle includes a determination module 100, a first control module 200, and a second control module 300.

The vehicle braking control system comprises a judging module 100 for judging whether the vehicle meets the preset energy recovery torque control function activation condition, a first control module 200 for judging whether a brake pedal of the vehicle is triggered or not when the vehicle meets the preset energy recovery torque control function activation condition and performing first torque up control of sliding recovery negative torque on the vehicle based on a preset feedforward control strategy when the brake pedal is not triggered, and a second control module 300 for performing second torque up control of sliding recovery negative torque on the vehicle based on a preset closed-loop control strategy after the first torque up control is completed, so as to obtain target negative torque and controlling a motor to execute the target negative torque.

Optionally, in some embodiments, the second control module 300 further comprises an acquisition unit and a transmission unit before controlling the motor to execute the target negative torque.

The device comprises an acquisition unit, a sending unit and a motor controller, wherein the acquisition unit is used for acquiring the VCU request torque of the whole vehicle controller, the sending unit is used for generating an arbitration result according to the VCU request torque and the target negative torque, and sending the request execution torque request to the motor controller when the arbitration result is the request execution torque request so as to control the motor to execute the target negative torque through the motor controller.

Optionally, in some embodiments, the second control module 300 further comprises a determination unit and a first control unit after controlling the motor to execute the target negative torque.

The first control unit is used for controlling the vehicle to exit the energy recovery torque control function when the re-judging result is that the preset energy recovery torque control function activating condition is not met.

Optionally, in some embodiments, the judging unit is further configured to, after judging whether the vehicle meets the preset energy recovery torque control function activation condition again, judge whether the brake pedal of the vehicle is triggered again until the vehicle is controlled to exit the energy recovery torque control function when the judging result is that the preset energy recovery torque control function activation condition is met.

Optionally, in some embodiments, the judging module 100 includes an acquisition unit, a calculation unit, and a judging unit.

The system comprises a collecting unit, a calculating unit and a judging unit, wherein the collecting unit is used for collecting running signals and driver operation information of a vehicle, the calculating unit is used for calculating the maximum wheel speed difference or the maximum slip rate of a driving shaft wheel of the vehicle according to the running information and the operation information, and the judging unit is used for judging that the vehicle meets the preset energy recovery torque control function activation condition when the maximum wheel speed difference or the maximum slip rate meets the preset function activation limit.

Optionally, in some embodiments, the first control module 200 further comprises a second control unit after determining whether the brake pedal of the vehicle is activated. Wherein the second control unit is configured to set the braking energy recovery electric torque to 0 when a brake pedal of the vehicle is triggered.

It should be noted that the explanation of the foregoing embodiment of the method for controlling the braking energy recovery torque coordination of the vehicle is also applicable to the braking energy recovery torque coordination control device of the vehicle in this embodiment, and will not be repeated here.

According to the braking energy recovery torque coordination control device for the vehicle, whether the vehicle meets the preset energy recovery torque control function activation condition or not is judged, if the vehicle meets the preset energy recovery torque control function activation condition, whether a brake pedal of the vehicle is triggered or not is judged, when the brake pedal is not triggered, the vehicle is subjected to first torque up control of sliding recovery negative torque based on a preset feedforward control strategy, after the first torque up control is finished, the vehicle is subjected to second torque up control of sliding recovery negative torque based on a preset closed loop control strategy, the target negative torque is obtained, and the motor is controlled to execute the target negative torque. Therefore, the problems of loss sense, vehicle impact sense and the like caused by larger step of feedback moment setting in the related art are solved, and driving experience is greatly improved.

Fig. 11 is a schematic structural diagram of a vehicle according to an embodiment of the present application. The vehicle may include:

Memory 1101, processor 1102, and a computer program stored on memory 1101 and executable on processor 1102.

The processor 1102 implements the braking energy recovery torque coordination control method of the vehicle provided in the above-described embodiment when executing a program.

Further, the vehicle further includes:

a communication interface 1103 for communication between the memory 1101 and the processor 1102.

Memory 1101 for storing a computer program executable on processor 1102.

The memory 1101 may include a high-speed RAM memory or may further include a non-volatile memory (non-volatile memory), such as at least one magnetic disk memory.

If the memory 1101, the processor 1102, and the communication interface 1103 are implemented independently, the communication interface 1103, the memory 1101, and the processor 1102 may be connected to each other through a bus and perform communication with each other. The bus may be an industry standard architecture (Industry Standard Architecture, abbreviated ISA) bus, an external device interconnect (PERIPHERAL COMPONENT, abbreviated PCI) bus, or an extended industry standard architecture (Extended Industry Standard Architecture, abbreviated EISA) bus, among others. The buses may be divided into address buses, data buses, control buses, etc. For ease of illustration, only one thick line is shown in FIG. 11, but not only one bus or one type of bus.

Alternatively, in a specific implementation, if the memory 1101, the processor 1102, and the communication interface 1103 are integrated on a chip, the memory 1101, the processor 1102, and the communication interface 1103 may perform communication with each other through internal interfaces.

The processor 1102 may be a central processing unit (Central Processing Unit, CPU) or Application SPECIFIC INTEGRATED Circuit (ASIC), or one or more integrated circuits configured to implement embodiments of the present application.

The present embodiment also provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the braking energy recovery torque coordination control method of a vehicle as above.

In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or N embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, "N" means at least two, for example, two, three, etc., unless specifically defined otherwise.

Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing specific logical functions or steps of the process, and additional implementations are included within the scope of the preferred embodiment of the present application in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order from that shown or discussed, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the embodiments of the present application.

Logic and/or steps represented in the flowcharts or otherwise described herein, e.g., a ordered listing of executable instructions for implementing logical functions, can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium would include an electrical connection (an electronic device) having one or more wires, a portable computer diskette (a magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). In addition, the computer readable medium may even be paper or other suitable medium on which the program is printed, as the program may be electronically captured, via optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner if necessary, and then stored in a computer memory.

It is to be understood that portions of the present application may be implemented in hardware, software, firmware, or a combination thereof. In the above-described embodiments, the N steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. If implemented in hardware as in another embodiment, may be implemented using any one or combination of techniques known in the art, discrete logic circuits with logic gates for implementing logic functions on data signals, application specific integrated circuits with appropriate combinational logic gates, programmable Gate Arrays (PGAs), field Programmable Gate Arrays (FPGAs), etc.

Those of ordinary skill in the art will appreciate that all or a portion of the steps carried out in the method of the above-described embodiments may be implemented by a program to instruct related hardware, where the program may be stored in a computer readable storage medium, and where the program, when executed, includes one or a combination of the steps of the method embodiments.

In addition, each functional unit in the embodiments of the present application may be integrated in one processing module, or each unit may exist alone physically, or two or more units may be integrated in one module. The integrated modules may be implemented in hardware or in software functional modules. The integrated modules may also be stored in a computer readable storage medium if implemented in the form of software functional modules and sold or used as a stand-alone product.

The above-mentioned storage medium may be a read-only memory, a magnetic disk or an optical disk, or the like. While embodiments of the present application have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the application, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the application.

Claims

1. A method for coordinated control of regenerative braking torque in a vehicle, characterized by comprising the following steps:

Determine whether the vehicle meets the preset activation conditions for the energy recovery torque control function;

If the vehicle meets the preset energy recovery torque control function activation conditions, it is determined whether the vehicle's brake pedal is triggered. If the brake pedal is not triggered, the vehicle is subjected to first torque boost control for coasting recovery of negative torque based on a preset feedforward control strategy; and

After completing the first torque boosting control, the vehicle is subjected to a second torque boosting control based on a preset closed-loop control strategy to recover negative torque during coasting, thereby obtaining the target negative torque, and the motor is controlled to execute the target negative torque.

Before controlling the motor to execute the target negative torque, the following is also included:

Obtain the torque request from the vehicle control unit (VCU);

An arbitration result is generated based on the VCU requested torque and the target negative torque. When the arbitration result is a request to execute the torque, the request to execute the torque is sent to the motor controller so that the motor controller can control the motor to execute the target negative torque.

2. The method according to claim 1, characterized in that, after controlling the motor to execute the target negative torque, it further includes:

Reassess whether the vehicle meets the preset activation conditions for the energy recovery torque control function;

If the reassessment result indicates that the preset activation conditions for the energy recovery torque control function are not met, then the vehicle is controlled to exit the energy recovery torque control function.

3. The method according to claim 2, characterized in that, after re-determining whether the vehicle meets the preset energy recovery torque control function activation conditions, it further includes:

If the re-judgment result is that the preset energy recovery torque control function activation condition is met, then the vehicle's brake pedal is re-judged to determine whether it is triggered, until the vehicle is controlled to exit the energy recovery torque control function.

4. The method according to claim 1, wherein determining whether the vehicle meets the preset activation conditions for the energy recovery torque control function includes:

Collect vehicle driving signals and driver operation information;

The maximum wheel speed difference or maximum slip ratio of the vehicle's drive axle wheels is calculated based on the driving signal and the operation information.

If the maximum wheel speed difference or maximum slip ratio meets the preset function activation threshold, then the vehicle is determined to meet the preset energy recovery torque control function activation condition.

5. The method according to claim 1, characterized in that, after determining whether the brake pedal of the vehicle is triggered, it further includes:

If the vehicle's brake pedal is triggered, the regenerative braking torque is set to 0.

6. A vehicle braking energy recovery torque coordination control device, used to implement the vehicle braking energy recovery torque coordination control method as described in any one of claims 1-5, characterized in that it comprises:

The judgment module is used to determine whether the vehicle meets the preset activation conditions for the energy recovery torque control function.

The first control module is configured to determine whether the vehicle's brake pedal is triggered when the vehicle meets the preset energy recovery torque control function activation conditions, and, if the brake pedal is not triggered, perform a first torque increase control on the vehicle based on a preset feedforward control strategy to recover negative torque during coasting; and

The second control module is used to perform a second torque control to recover negative torque by coasting the vehicle based on a preset closed-loop control strategy after completing the first torque control, to obtain the target negative torque, and to control the motor to execute the target negative torque.

7. The apparatus according to claim 6, wherein before controlling the motor to execute the target negative torque, the second control module further comprises:

The acquisition unit is used to acquire the torque requested by the vehicle control unit (VCU).

The sending unit is configured to generate an arbitration result based on the VCU requested torque and the target negative torque, and when the arbitration result is a request to execute torque, send the request to execute torque to the motor controller so as to control the motor to execute the target negative torque through the motor controller.

8. A vehicle, characterized in that it comprises: a memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the braking energy recovery torque coordination control method for the vehicle as described in any one of claims 1-5.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that the program is executed by a processor to implement the braking energy recovery torque coordination control method for a vehicle as described in any one of claims 1-5.