WO2021169633A1 - 一种能量回收控制方法、系统及车辆 - Google Patents

一种能量回收控制方法、系统及车辆 Download PDF

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Publication number
WO2021169633A1
WO2021169633A1 PCT/CN2021/071104 CN2021071104W WO2021169633A1 WO 2021169633 A1 WO2021169633 A1 WO 2021169633A1 CN 2021071104 W CN2021071104 W CN 2021071104W WO 2021169633 A1 WO2021169633 A1 WO 2021169633A1
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WIPO (PCT)
Prior art keywords
energy recovery
upper limit
vehicle speed
torque curve
power
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Ceased
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PCT/CN2021/071104
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English (en)
French (fr)
Inventor
王银磊
亢通
张庚楠
姜振民
王宝刚
刘秀
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Great Wall Motor Co Ltd
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Great Wall Motor Co Ltd
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Priority to EP21759748.3A priority Critical patent/EP4063172A4/en
Priority to US17/790,152 priority patent/US11923719B2/en
Publication of WO2021169633A1 publication Critical patent/WO2021169633A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/1469—Regulation of the charging current or voltage otherwise than by variation of field
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/15—Preventing overcharging
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/1446—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle in response to parameters of a vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present disclosure relates to the field of automobile technology, and in particular to an energy recovery control method, system and vehicle.
  • the energy recovery torque curve is based on the full power of the vehicle, it can maximize the energy recovery power under the premise of ensuring acceptable comfort.
  • Energy recovery can only meet the available charging power of the battery.
  • the energy recovery power of the drive motor can only be carried out normally. This makes the available recovery power of the battery greatly reduced due to excessive battery power or low temperature.
  • the original calibrated energy recovery torque curve will be changed by the battery. As the vehicle speed is reduced to the extent that the vehicle’s power is less than or equal to the battery’s power, the original calibrated smooth energy recovery torque curve cannot be responded to normally.
  • the present disclosure aims to propose an energy recovery control method, system, and vehicle to solve the existing energy recovery method of electric vehicles, which is likely to occur when the available recovery power of the battery is greatly reduced, and the energy recovery torque step phenomenon occurs. This causes a sudden change in the acceleration of the entire vehicle, forming a strong sense of impact, which in turn brings uncomfortable driving experience to the drivers and passengers.
  • An energy recovery control method applied to a vehicle, the vehicle includes a drive motor and a battery electrically connected to the drive motor, wherein a first energy recovery torque curve for the drive motor is preset in the vehicle, The first energy recovery torque curve is used to indicate the corresponding relationship between the energy recovery torque of the drive motor and the vehicle speed, and the method includes the steps:
  • the inflection point vehicle speed is determined according to the upper limit value of available charging power and the first energy recovery torque curve, and the inflection point vehicle speed is The vehicle speed corresponding to the torque point where the energy recovery power on the first energy recovery torque curve is equal to the upper limit value of the available charging power;
  • the energy recovery signal and the current vehicle speed of the vehicle are detected, and based on the detection result of the energy recovery signal, the current vehicle speed, the inflection point vehicle speed, the upper limit value of the available charging power, and the first target recovery power Limit, determining the reduction ratio of the first energy recovery torque curve;
  • a reduction adjustment condition is preset in the vehicle; the detection result according to the energy recovery signal, the current vehicle speed, the vehicle speed at the inflection point, and the upper limit value of the available charging power And the upper limit value of the first target recovered power to determine the reduction ratio of the first energy recovery torque curve, including:
  • the first energy recovery torque curve is determined according to the upper limit value of available charging power and the upper limit value of the first target recovered power The reduction ratio;
  • the method further includes:
  • the drive motor is controlled to recover according to the first energy recovery torque curve Energy and charge the battery.
  • the determining the reduction ratio of the first energy recovery torque curve according to the upper limit value of available charging power and the upper limit value of the first target recovered power includes:
  • a preset correction factor is obtained, and the reduction ratio is determined by the scale factor and the preset correction factor.
  • the second target recovery power upper limit determined by the second energy recovery torque curve is equal to the available charging power upper limit of the battery.
  • Another object of the present disclosure is to provide an energy recovery control system applied to a vehicle.
  • the vehicle includes a drive motor and a battery electrically connected to the drive motor.
  • the first energy recovery torque curve is used to indicate the corresponding relationship between the energy recovery torque of the drive motor and the vehicle speed, and the system includes:
  • a first determination module configured to determine a first target recovery power upper limit value according to the first energy recovery torque curve
  • the second determining module is used to determine the upper limit value of the available charging power of the battery
  • the third determining module is configured to determine an inflection point according to the upper limit of available charging power and the first energy recovery torque curve when the upper limit of available charging power is less than the upper limit of the first target recovered power Vehicle speed, the inflection point vehicle speed is the vehicle speed corresponding to the torque point on the first energy recovery torque curve where the energy recovery power is equal to the upper limit value of the available charging power;
  • the fourth determining module is used to detect the energy recovery signal and current vehicle speed of the vehicle, and according to the detection result of the energy recovery signal, the current vehicle speed, the vehicle speed at the inflection point, the upper limit value of the available charging power, and the current vehicle speed.
  • the upper limit value of the first target recovered power determining the reduction ratio of the first energy recovery torque curve;
  • a reduction adjustment module configured to reduce and adjust the first energy recovery torque curve according to the reduction ratio to form a second energy recovery torque curve
  • the first control module is configured to, when the upper limit of available charging power is less than the upper limit of the first target recovered power, if the energy recovery signal is detected, control according to the second energy recovery torque curve
  • the driving motor recovers energy and charges the battery.
  • a reduction adjustment condition is preset in the vehicle
  • the fourth determining module includes:
  • the first control sub-module is configured to control the reduction adjustment condition to be in an active state when the energy recovery signal is detected and the current vehicle speed is greater than the inflection point vehicle speed;
  • the second control sub-module is configured to control the reduction adjustment condition to be in the off state when the energy recovery signal is not detected;
  • the third control sub-module is configured to control the reduced adjustment condition to maintain the current state when the energy recovery signal is detected and the current vehicle speed is less than or equal to the inflection point vehicle speed;
  • the first determining sub-module is configured to determine when the energy recovery signal is detected and the reduction adjustment condition is in an active state, according to the upper limit value of the available charging power and the upper limit value of the first target recovered power A reduction ratio of the first energy recovery torque curve;
  • the second determining sub-module is configured to determine that the reduction ratio of the first energy recovery torque curve is 1 when the energy recovery signal is detected and the reduction adjustment condition is in the off state.
  • system further includes:
  • the second control module is configured to: when the upper limit of available charging power is greater than or equal to the upper limit of the first target recovered power, if the energy recovery signal is detected, according to the first energy recovery torque curve , Controlling the driving motor to recover energy and charging the battery.
  • the first determining submodule includes:
  • the first determining unit is configured to determine a scale factor according to the ratio of the upper limit value of the available charging power and the upper limit value of the first target recovered power;
  • the second determining unit is configured to obtain a preset correction factor, and determine the reduction ratio based on the scale factor and the preset correction factor.
  • the second target recovery power upper limit determined by the second energy recovery torque curve is equal to the available charging power upper limit of the battery.
  • the energy recovery control method and system described in the present disclosure have the following advantages:
  • the drive motor When the actual upper limit of the available charging power of the battery is less than the upper limit of the first target recovery power of the drive motor, first determine that the corresponding energy recovery power on the calibrated first energy recovery torque curve is the upper limit of the available charging power Inflection point vehicle speed; and then according to the detection result of the energy recovery signal and the current vehicle speed, the inflection point vehicle speed, the upper limit value of the available charging power and the upper limit value of the first target recovered power, determine the first energy recovery torque curve The reduction ratio; then the first energy recovery torque curve is reduced and adjusted according to the reduction ratio to form a second energy recovery torque curve; and then when an energy recovery signal is detected, the drive is controlled according to the second energy recovery torque curve The motor recovers energy and charges the battery.
  • Another object of the present disclosure is to provide a vehicle, wherein the vehicle includes the energy recovery control system.
  • the vehicle has the same advantages as the foregoing energy recovery control method and system over the prior art, and will not be repeated here.
  • FIG. 1 is a schematic flow chart of the energy recovery control method proposed by an embodiment of the disclosure
  • Figure 2 is a schematic diagram of the relationship between the energy recovery torque and the available torque of the vehicle under normal operating conditions
  • Figure 3 is a schematic diagram of the relationship between the energy recovery torque before and after the battery charging power is limited and the available torque of the vehicle;
  • FIG. 5 is a flowchart of execution of steps S400 to S500 in an embodiment of the disclosure.
  • FIG. 6 is a schematic structural diagram of the energy recovery control system proposed by an embodiment of the disclosure.
  • FIG. 7 schematically shows a block diagram of a computing processing device for executing the method according to the present disclosure.
  • Fig. 8 schematically shows a storage unit for holding or carrying program codes for implementing the method according to the present disclosure.
  • FIG. 1 shows a schematic flow chart of an energy recovery control method provided by an embodiment of the present disclosure, which is applied to a vehicle.
  • the vehicle includes a drive motor and a battery electrically connected to the drive motor.
  • a first energy recovery torque curve for the drive motor is provided, and the first energy recovery torque curve is used to indicate the corresponding relationship between the energy recovery torque of the drive motor and the vehicle speed.
  • the method includes steps S100 to S600.
  • the drive motor can be driven by the electric energy of the battery to drive the vehicle to travel; at the same time, the drive motor can also convert part of the kinetic energy of the vehicle through magnetoelectricity when the vehicle needs to be braked or decelerated. After the electric energy is charged, the battery is charged to store the converted electric energy in the battery, thereby achieving the purpose of energy recovery.
  • the first energy recovery torque curve represents the corresponding relationship between the energy recovery torque of the drive motor and the vehicle speed, that is, for different vehicle speed states, there is only one energy recovery torque corresponding to the vehicle speed, and according to the first energy recovery torque
  • the curve is used for energy recovery and power generation, which can achieve better driving comfort and higher energy recovery power. Taking into account that the vehicle has the highest capacity recovery power in the full power state, and the battery will not have insufficient power in most cases, that is, the battery can generally meet the energy recovery power demand of the drive motor, so it is set when the vehicle is at full power.
  • the first energy recovery torque curve is formulated in the power state to maximize the energy recovery power.
  • the ordinate of the first energy recovery torque curve is the energy recovery torque
  • the abscissa is the vehicle speed
  • the points on the curve determine the corresponding relationship between the energy recovery torque and the vehicle speed
  • the first energy recovery torque curve requires It is set through experiments in advance. Because of the difference in performance between vehicles, different vehicles need to be configured with different first energy recovery torque curves.
  • Figure 2 shows a schematic diagram of the relationship between the energy recovery torque and the available torque of the vehicle under normal operating conditions.
  • a represents the first energy recovery torque curve
  • b represents the output torque curve in the external characteristic curve
  • c represents the output power curve in the external characteristic curve.
  • the first energy recovery torque curve is a smooth torque curve, and for the same vehicle speed, the torque value corresponding to the first energy recovery torque curve is always smaller than the torque value corresponding to the output power curve, that is, the first An energy recovery torque curve is calibrated in the external characteristics of the drive motor.
  • the drive motor will recover energy according to the torque corresponding to the first energy recovery torque curve according to the change of the vehicle speed, and compensate the battery Charge it.
  • the above external characteristic curve shows the corresponding relationship between the output power and output torque of the drive motor and the vehicle speed.
  • the actual output power and actual output torque of the drive motor can be determined at different vehicle speeds.
  • the actual output power and actual output torque are the maximum energy recovery available power and maximum energy recovery of the drive motor, respectively. Available torque for energy recovery.
  • the output power of the drive motor gradually increases, while its output torque remains unchanged, and the drive motor is in a constant torque state.
  • the external characteristic curve needs to be set through experiments in advance. Because of the difference in performance between vehicles, different vehicles need to be configured with different external characteristic curves.
  • Step S100 Determine a first target recovery power upper limit value according to the first energy recovery torque curve
  • the first target recovered power upper limit is the maximum recovered power that can be generated when the drive motor performs energy recovery according to the working conditions of the entire vehicle; in practical applications, the first target The upper limit of the recovered power is affected by the external characteristics of the drive motor, the maximum theoretical charging power of the battery, and driving comfort.
  • step S100 because the available charging power of the battery is sufficient to meet the power demand of the drive motor to recover energy, according to the change of the vehicle speed, the drive motor will cut the magnetic line of induction according to the energy recovery torque corresponding to the first energy recovery torque curve.
  • Magnetoelectric conversion which converts the kinetic energy of the vehicle into electrical energy, and uses the electrical energy to charge the battery to complete energy recovery; and the energy recovery power is determined by the energy recovery torque and the corresponding vehicle speed, and the first energy recovery torque curve represents the According to the corresponding relationship between the energy recovery torque of the drive motor and the vehicle speed, the maximum energy recovery power of the drive motor can be determined according to the first energy recovery torque curve.
  • Step S200 Determine the upper limit value of the available charging power of the battery.
  • the upper limit value of the available charging power of the battery refers to the maximum charging power that the battery can receive in the current state, that is, the maximum charging power that the battery can receive to drive the motor in the current state. Because when the battery’s power is too high or the temperature is too low, the available recovery power is greatly reduced, and the available charging power of the battery is not enough to meet the power demand of the drive motor according to the first energy recovery torque curve.
  • the battery is charged in a power state that exceeds the upper limit of the available charging power of the battery, that is, energy is recovered in a power state that does not exceed the upper limit of the available charging power of the battery, so the current upper limit of the available charging power of the battery needs to be determined , In order to subsequently determine whether the battery can currently meet the power demand of the drive motor for energy recovery according to the power demand corresponding to the first energy recovery torque curve.
  • the upper limit of the available charging power of the battery corresponds to the maximum energy recovery power of the drive motor, and the energy recovery power is determined by the energy recovery torque and the corresponding vehicle speed, it can be determined from the determined upper limit of the available charging power and the current The vehicle speed determines the corresponding energy recovery available torque.
  • Step S300 When the upper limit of available charging power is less than the upper limit of the first target recovered power, determine the inflection point vehicle speed according to the upper limit of available charging power and the first energy recovery torque curve, the The inflection point vehicle speed is the vehicle speed corresponding to the torque point on the first energy recovery torque curve where the energy recovery power is equal to the upper limit value of the available charging power.
  • the drive motor will be based on the upper limit of the available charging power of the battery.
  • the battery is charged in the power state, that is, the first energy recovery torque curve is limited by the available charging power of the battery and cannot be normally responded by the drive motor. Instead, the energy is recovered according to the torque corresponding to the available charging power of the battery; until the vehicle speed is reduced to If the power corresponding to the first energy recovery torque curve is less than or equal to the available charging power of the battery, the calibrated first energy recovery torque curve will be responded normally, but at this time it will appear due to the sudden increase of the energy recovery torque Torque step phenomenon.
  • FIG. 3 shows a schematic diagram of the relationship between the energy recovery torque before and after the battery charging power is limited and the available torque of the entire vehicle.
  • a represents the first energy recovery torque curve
  • b represents the output torque curve in the external characteristic curve
  • c represents the output power curve in the external characteristic curve
  • d represents the available torque curve for energy recovery after the battery charging power is limited
  • e represents The available power curve for energy recovery after the battery charging power is limited.
  • the energy recovery torque corresponding to the first energy recovery torque curve is larger, while the energy recovery available torque that the battery can accept is lower.
  • the drive motor can only recover energy according to the energy recovery available torque limited by the upper limit of the actual available charging power of the battery; with the energy recovery, the vehicle speed will continue to decrease, the energy recovery available torque will continue to increase, and the energy recovery The available power remains unchanged; until the vehicle speed is at the vehicle speed state corresponding to the constant torque state of the external characteristic curve of the drive motor, the energy recovery torque corresponding to the first energy recovery torque curve is relatively small, while the energy recovery available torque that the battery can accept is relatively low.
  • the drive motor can perform energy recovery according to the energy recovery torque corresponding to the first energy recovery torque curve.
  • the energy recovery available torque is still in the state of increasing as the vehicle speed decreases at the vehicle speed inflection point area of the external characteristic curve of the drive motor, and the first energy recovery torque curve changes smoothly as the vehicle speed decreases. It will cause the energy recovery torque of the drive motor to suddenly change at the inflection point of the vehicle speed, and a torque step will appear, as shown in Figure 3, A, which causes a sudden change in the acceleration of the vehicle, forming a strong sense of impact, and driving smoothness. Great fluctuations.
  • the vehicle speed at the inflection point is the vehicle speed corresponding to the vehicle speed inflection point, and the vehicle speed inflection point is the intersection of the first energy recovery torque curve and the capacity recovery available torque curve.
  • the first energy recovery torque curve determines the corresponding relationship between the energy recovery torque and the vehicle speed, and the corresponding energy recovery power can be determined from the energy recovery torque and the corresponding vehicle speed, the first energy recovery torque curve is used to determine where the curve is.
  • the energy recovery power at a vehicle speed is the upper limit value of the available charging power, and the above-mentioned inflection point vehicle speed can be determined, that is, the target energy recovery torque corresponding to the inflection point vehicle speed is equal to the energy recovery available torque.
  • the first energy recovery torque curve may have multiple intersections with the aforementioned energy recovery available torque curve.
  • the lower vehicle speed among the vehicle speeds corresponding to each intersection point is taken as the above-mentioned inflection point vehicle speed, because when the vehicle speed is lower than the lower vehicle speed, the recovery torque corresponding to the first energy recovery torque curve can be responded to by the entire vehicle. That is, when there are multiple vehicle speeds corresponding to the torque points where the energy recovery power is equal to the upper limit value of the available charging power on the first energy recovery torque curve, the smaller vehicle speed is used as the inflection point vehicle speed.
  • the vehicle speed at the turning point can be determined in the following manner:
  • Step S400 Detect the energy recovery signal and current vehicle speed of the vehicle, and according to the detection result of the energy recovery signal, the current vehicle speed, the inflection point vehicle speed, the upper limit value of available charging power, and the first target The upper limit value of the recovered power determines the reduction ratio of the first energy recovery torque curve.
  • the energy recovery torque has a step phenomenon because when the available charging power of the battery is limited, as the energy recovery progresses, the vehicle speed continues to decrease, and the driving motor is increased by the available charging power of the battery.
  • the energy recovery determined by the limit can use torque for energy recovery, and the process of switching to energy recovery according to the torque corresponding to the first energy recovery torque is caused by the sudden change of the available torque for energy recovery.
  • the first energy recovery torque curve can be reduced and transformed, so that when the vehicle is in the vehicle speed state corresponding to the constant power state of the external characteristic curve of the drive motor, the energy recovery torque corresponding to the first energy recovery torque curve can be reduced.
  • the gap between the energy recovery available torque and the battery can accept, that is, shorten or avoid the speed range of energy recovery according to the energy recovery available torque that the battery can accept, so as to reduce or even eliminate the energy recovery torque step phenomenon.
  • step S400 because the existence of the energy recovery signal determines whether energy recovery is required, energy recovery is only required when the energy recovery signal is detected, and subsequent processes need to be performed, so the vehicle's status needs to be detected.
  • Energy recovery signal In practical applications, the energy recovery signal is triggered by the brake system and the accelerator pedal of the vehicle, specifically when the brake system is working and when the accelerator pedal is released, the energy recovery signal is triggered.
  • step S200 it can be known that whether the drive motor can recover energy according to the torque corresponding to the first energy recovery torque curve is determined by the vehicle speed and the upper limit of the available charging power of the battery. Therefore, it is necessary to detect the current vehicle speed to determine Whether it is necessary to reduce and adjust the torque curve before the first energy meeting; and by using the above external characteristic curve, the vehicle speed corresponding to the region where the torque step phenomenon occurs can be obtained.
  • the reduction ratio refers to the adjustment range when the first energy recovery torque curve needs to be reduced and adjusted, that is, the reduction ratio. Because it is precisely because the upper limit of the available charging power of the battery is less than the upper limit of the first target recovery power, the energy recovery torque corresponding to the first energy recovery torque curve cannot be responded, and the energy recovery torque step phenomenon occurs. Therefore, the reduction ratio can be determined by analyzing and comparing the difference between the upper limit of the available charging power and the upper limit of the first target recovered power.
  • Step S500 Perform a reduction adjustment on the first energy recovery torque curve according to the reduction ratio to form a second energy recovery torque curve.
  • step S500 that is, using the reduction ratio determined in step S400, the preset first energy recovery torque curve is proportionally reduced and adjusted, so that the energy recovery torque corresponding to the same vehicle speed is reduced by the same ratio, that is, A second energy recovery torque curve that can represent the corresponding relationship between the adjusted energy recovery torque and the vehicle speed is obtained.
  • FIG. 4 shows a schematic diagram of the relationship between the first energy recovery twist curve and the second energy recovery torque curve.
  • a represents the first energy recovery torque curve
  • b represents the value in the external characteristic curve.
  • Output torque curve, c represents the output power curve in the external characteristic curve
  • d represents the available torque for energy recovery after the battery charging power is limited
  • e represents the available power for energy recovery after the battery charging power is limited
  • f represents the second energy recovery torque curve.
  • the second energy recovery torque curve can be obtained by proportionally compressing the first energy recovery torque curve toward the ordinate direction, that is, for the same vehicle speed, the energy recovery torque corresponding to the second energy recovery torque curve Both are the reduction ratios of the target torque corresponding to the first energy recovery torque curve at the vehicle speed; at the same time, as shown in Figure 4, most of the conditions in the vehicle speed state corresponding to the constant power state of the driving motor external characteristic curve
  • the first difference between the second energy recovery torque curve and the energy recovery available torque curve is smaller than the second difference between the first energy recovery torque curve and the energy recovery available torque curve; and Only when the vehicle speed is close to the upper limit of the vehicle speed, the first difference is greater than the second difference.
  • Step S600 When the upper limit of available charging power is less than the upper limit of the first target recovered power, if the energy recovery signal is detected, control the drive motor according to the second energy recovery torque curve Recover energy and charge the battery.
  • step S600 because the vehicle is in the vehicle speed state corresponding to the constant power state of the external characteristic curve of the drive motor, for the same vehicle speed, if the vehicle speed is not close to the upper limit of the vehicle speed, the second energy recovery torque curve and the energy recovery
  • the first difference between the available torque curves is smaller than the second difference between the first energy recovery torque curve and the energy recovery available torque curve; it will only appear when the vehicle speed is close to the upper limit of the vehicle speed When the first difference is greater than the second difference.
  • the vehicle generally does not travel for a long time at a speed close to the upper limit of the speed. Therefore, compared with the first energy recovery torque curve, the upper limit of the available charging power is less than the upper limit of the first target recovered power.
  • the speed range for energy recovery is narrowed according to the torque limited by the energy recovery available torque curve, so It can alleviate or even eliminate the torque step phenomenon that occurs due to the limitation of the available charging power of the battery.
  • the energy recovery control method described in the present disclosure has the following advantages:
  • the drive motor When the actual upper limit of the available charging power of the battery is less than the upper limit of the first target recovery power of the drive motor, first determine that the corresponding energy recovery power on the calibrated first energy recovery torque curve is within the upper limit of the available charging power
  • the vehicle speed at the inflection point and then according to the detection result of the energy recovery signal and the current vehicle speed, the vehicle speed at the inflection point, the upper limit value of the available charging power and the upper limit value of the first target recovered power to determine the value of the first energy recovery torque curve
  • the ratio is reduced, and then the first energy recovery torque curve is reduced and adjusted according to the reduction ratio to form a second energy recovery torque curve. Then, when an energy recovery signal is detected, the drive is controlled according to the second energy recovery torque curve.
  • the motor recovers energy and charges the battery.
  • energy recovery can be performed at a smaller torque intensity. Relieve or even eliminate the torque step phenomenon, thereby improving driving comfort.
  • the maximum actual recovered power determined by the second energy recovery torque curve is equal to the upper limit value of the available charging power of the battery.
  • the determined maximum actual recovery power is just equal to the current maximum available charging power of the battery.
  • the drive motor can just follow The torque determined by the second energy recovery torque curve performs energy recovery, which not only avoids the phenomenon of torque step and ensures the smooth effect of torque, but also maximizes the energy recovery power.
  • a reduced adjustment condition is preset in the vehicle; the step S400 includes steps S401 to S405:
  • Step S401 When the energy recovery signal is detected and the current vehicle speed is greater than the inflection point vehicle speed, control the reduction adjustment condition to be in an active state.
  • step S401 that is, under the premise that the upper limit of the available charging power is less than the upper limit of the first target recovered power, if an energy recovery signal is detected, it means that energy recovery is required.
  • the vehicle speed is greater than the above-mentioned inflection point vehicle speed, it means that in the subsequent energy recovery process, as the vehicle speed decreases, the drive motor will pass through a speed range in which a torque step phenomenon occurs during energy recovery according to the first energy recovery torque curve.
  • the first energy recovery torque curve needs to be adjusted, and thus the reduced adjustment condition is activated, so that the reduced adjustment condition is in an active state.
  • Step S402 When the energy recovery signal is not detected, control the reduced adjustment condition to be in a closed state.
  • step S402 that is, under the premise that the upper limit of the available charging power is less than the upper limit of the first target recovered power, if the energy recovery signal is not detected, it means that energy recovery is not required, and the reduction is turned off. Adjust the condition so that the reduced adjustment condition is off.
  • Step S403 When the energy recovery signal is detected and the current vehicle speed is less than or equal to the inflection point vehicle speed, control the reduced adjustment condition to maintain the current state.
  • step S403 that is, under the premise that the upper limit of the available charging power is less than the upper limit of the first target recovered power, if an energy recovery signal is detected, it means that energy recovery is required.
  • the upper limit of charging power is less than the upper limit of the above-mentioned first target recovered power, but if the current vehicle speed is lower than the above-mentioned inflection point vehicle speed, in the subsequent energy recovery process, as the vehicle speed decreases, the drive motor will not pass According to the first energy recovery torque curve, the speed range where the torque step phenomenon occurs in energy recovery.
  • the current vehicle speed state less than or equal to the inflection point vehicle speed may be caused by energy recovery from a vehicle speed greater than the inflection point vehicle speed, or it may be that the vehicle speed is less than or equal to the inflection point vehicle speed when the energy recovery is started.
  • the reduced adjustment condition has been activated, that is, the second energy recovery torque curve obtained after the reduced adjustment has been performed.
  • steps S401 to S403 that the embodiments of the present disclosure are performed according to an energy recovery torque curve in a complete energy recovery process, which can ensure the smoothness of the torque during an energy recovery process and achieve better driving. Take the feeling.
  • Step S404 When the energy recovery signal is detected and the reduction adjustment condition is in an active state, determine the first energy according to the upper limit value of the available charging power and the upper limit value of the first target recovered power The reduction ratio of the recovery torque curve.
  • step S404 when the energy recovery signal is detected and the reduction adjustment condition is active, it means that under the current operating conditions, the first energy recovery torque curve needs to be reduced and adjusted to achieve a smoother recovery torque effect. Relieve the phenomenon of torque step. As mentioned earlier, because the upper limit of the available charging power of the battery is less than the upper limit of the first target recovery power, the energy recovery torque corresponding to the first energy recovery torque curve cannot be responded, and energy recovery occurs. Torque step phenomenon, so the reduction ratio can be determined by analyzing and comparing the difference between the upper limit of the available charging power and the upper limit of the first target recovered power.
  • Step S405 When the energy recovery signal is detected and the reduction adjustment condition is in the off state, it is determined that the reduction ratio of the first energy recovery torque curve is 1.
  • step S405 when the upper limit of the available charging power is less than the upper limit of the first target recovered power, if the energy recovery signal is detected and the reduction adjustment condition is off, it indicates that the current operating condition is In the subsequent energy recovery process, as the vehicle speed decreases, the drive motor will no longer pass through the speed range where the torque step occurs during energy recovery according to the first energy recovery torque curve. At this time, the drive motor can normally respond to the first energy recovery torque curve. The torque corresponding to the energy recovery torque curve.
  • the reduction ratio of the first energy recovery torque curve is 1, that is, the first energy recovery torque curve is not adjusted, so that in the subsequent step S600, control The drive motor recovers energy according to the first energy recovery torque curve, and charges the battery.
  • step S404 includes steps S441 to S442;
  • Step S441 Determine a scale factor based on the ratio of the upper limit value of the available charging power and the upper limit value of the first target recovered power;
  • Step S441 Obtain a preset correction factor, and determine the reduction ratio based on the scale factor and the preset correction factor.
  • the scale factor is determined by the ratio between the upper limit value of the available charging power and the upper limit value of the first target recovered power.
  • the scale factor is to adjust the first energy recovery torque curve to the second energy recovery torque. The theoretical ratio of the curve; however, considering the difference in performance of different drive motors, the preset correction factor determined by the characteristics of the drive motor needs to be corrected to determine the final reduction ratio.
  • FIG. 5 shows the execution flowchart of the above steps S400 to S500, wherein Q 1 represents the first energy recovery torque curve, and Q 2 represents the second energy recovery torque curve.
  • Q 1 represents the first energy recovery torque curve
  • Q 2 represents the second energy recovery torque curve.
  • the energy recovery control method described in the embodiment of the present disclosure further includes step S700:
  • Step S700 When the upper limit value of available charging power is greater than or equal to the upper limit value of the first target recovered power, if the energy recovery signal is detected, the first energy recovery torque curve is used to control the The drive motor recovers energy and charges the battery.
  • the upper limit of the available charging power of the battery is greater than or equal to the upper limit of the first target recovery power corresponding to the first energy recovery torque curve, it means that the available charging power of the battery is sufficient to meet the energy recovery of the drive motor.
  • the first energy recovery torque curve will not be limited by the available charging power of the battery and cannot be normally responded by the drive motor. Instead, energy recovery will occur according to the torque corresponding to the available charging power of the battery. Therefore, in order to increase the energy recovery power and ensure smooth torque, the drive motor is controlled to recover energy according to the torque corresponding to the first energy recovery torque curve, and to charge the battery.
  • Another object of the present disclosure is to provide an energy recovery control system applied to a vehicle.
  • the vehicle includes a drive motor and a battery electrically connected to the drive motor.
  • An energy recovery torque curve where the first energy recovery torque curve is used to indicate the corresponding relationship between the energy recovery torque of the drive motor and the vehicle speed.
  • FIG. 6 shows the proposed method according to an embodiment of the present disclosure.
  • a structural schematic diagram of an energy recovery control system the system includes:
  • the first determining module 10 is configured to determine the upper limit of the first target recovered power according to the first energy recovery torque curve
  • the second determining module 20 is configured to determine the upper limit value of the available charging power of the battery
  • the third determining module 30 is configured to determine when the upper limit of available charging power is less than the upper limit of the first target recovered power, according to the upper limit of available charging power and the first energy recovery torque curve An inflection point vehicle speed, where the inflection point vehicle speed is a vehicle speed corresponding to a torque point on the first energy recovery torque curve where the energy recovery power is equal to the upper limit value of the available charging power;
  • the fourth determining module 40 is used to detect the energy recovery signal and the current vehicle speed of the vehicle, and according to the detection result of the energy recovery signal, the current vehicle speed, the inflection point vehicle speed, the upper limit value of the available charging power, and The upper limit value of the first target recovered power determines the reduction ratio of the first energy recovery torque curve;
  • the reduction adjustment module 50 is configured to reduce and adjust the first energy recovery torque curve according to the reduction ratio to form a second energy recovery torque curve
  • the first control module 60 is configured to, when the upper limit of available charging power is less than the upper limit of the first target recovered power, if the energy recovery signal is detected, according to the second energy recovery torque curve, Control the drive motor to recover energy and charge the battery.
  • the third determination module 30 determines the calibrated first energy recovery torque curve
  • the upper corresponding energy recovery power is the vehicle speed at the inflection point of the upper limit of the available charging power; the fourth determining module 40 is then based on the detection result of the energy recovery signal and the current vehicle speed, the vehicle speed at the inflection point, the upper limit of the available charging power, and
  • the upper limit of the first target recovered power determines the reduction ratio of the first energy recovery torque curve; then the reduction adjustment module 50 reduces and adjusts the first energy recovery torque curve according to the reduction ratio to form a second energy recovery Torque curve; when the energy recovery signal is detected by the first control module 60, according to the second energy recovery torque curve, the drive motor is controlled to recover energy and charge the battery.
  • a reduced adjustment condition is preset in the vehicle
  • the fourth determining module 40 includes:
  • the first control sub-module is configured to control the reduction adjustment condition to be in an active state when the energy recovery signal is detected and the current vehicle speed is greater than the inflection point vehicle speed;
  • the second control sub-module is configured to control the reduction adjustment condition to be in the off state when the energy recovery signal is not detected;
  • the third control sub-module is configured to control the reduced adjustment condition to maintain the current state when the energy recovery signal is detected and the current vehicle speed is less than or equal to the inflection point vehicle speed;
  • the first determining sub-module is configured to determine when the energy recovery signal is detected and the reduction adjustment condition is in an active state, according to the upper limit value of the available charging power and the upper limit value of the first target recovered power A reduction ratio of the first energy recovery torque curve;
  • the second determining sub-module is configured to determine that the reduction ratio of the first energy recovery torque curve is 1 when the energy recovery signal is detected and the reduction adjustment condition is in the off state.
  • system further includes:
  • the second control module is configured to: when the upper limit of available charging power is greater than or equal to the upper limit of the first target recovered power, if the energy recovery signal is detected, according to the first energy recovery torque curve , Controlling the driving motor to recover energy and charging the battery.
  • the first determining submodule includes:
  • the first determining unit is configured to determine a scale factor according to the ratio of the upper limit value of the available charging power and the upper limit value of the first target recovered power;
  • the second determining unit is configured to obtain a preset correction factor, and determine the reduction ratio based on the scale factor and the preset correction factor.
  • the second target recovery power upper limit determined by the second energy recovery torque curve is equal to the available charging power upper limit of the battery.
  • Another object of the present disclosure is to provide a vehicle, wherein the vehicle includes the energy recovery control system.
  • the vehicle has the same advantages as the foregoing energy recovery control method and system over the prior art, and will not be repeated here.
  • the energy recovery control method, system and vehicle provided by the present application first determine the calibrated first energy when the actual upper limit of the available charging power of the battery is less than the upper limit of the first target recovered power of the drive motor
  • the corresponding energy recovery power on the recovery torque curve is the inflection point vehicle speed of the upper limit value of the available charging power; and then according to the detection result of the energy recovery signal and the current vehicle speed, the inflection point vehicle speed, the upper limit value of the available charging power, and the first Determine the reduction ratio of the first energy recovery torque curve according to a target recovery power upper limit; then reduce and adjust the first energy recovery torque curve according to the reduction ratio to form a second energy recovery torque curve; When the signal is recovered, according to the second energy recovery torque curve, the drive motor is controlled to recover energy and charge the battery.
  • the device embodiments described above are merely illustrative.
  • the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in One place, or it can be distributed to multiple network units.
  • Some or all of the modules can be selected according to actual needs to achieve the objectives of the solutions of the embodiments. Those of ordinary skill in the art can understand and implement it without creative work.
  • the various component embodiments of the present disclosure may be implemented by hardware, or by software modules running on one or more processors, or by a combination of them.
  • a microprocessor or a digital signal processor (DSP) may be used in practice to implement some or all of the functions of some or all of the components in the computing processing device according to the embodiments of the present disclosure.
  • DSP digital signal processor
  • the present disclosure can also be implemented as a device or device program (for example, a computer program and a computer program product) for executing part or all of the methods described herein.
  • Such a program for realizing the present disclosure may be stored on a computer-readable medium, or may have the form of one or more signals.
  • Such a signal can be downloaded from an Internet website, or provided on a carrier signal, or provided in any other form.
  • FIG. 7 shows a computing processing device that can implement the method according to the present disclosure.
  • the computing processing device traditionally includes a processor 1010 and a computer program product in the form of a memory 1020 or a computer readable medium.
  • the memory 1020 may be an electronic memory such as flash memory, EEPROM (Electrically Erasable Programmable Read Only Memory), EPROM, hard disk, or ROM.
  • the memory 1020 has a storage space 1030 for executing program codes 1031 of any method steps in the above methods.
  • the storage space 1030 for program codes may include various program codes 1031 respectively used to implement various steps in the above method. These program codes can be read from or written into one or more computer program products.
  • These computer program products include program code carriers such as hard disks, compact disks (CDs), memory cards, or floppy disks. Such computer program products are usually portable or fixed storage units as described with reference to FIG. 8.
  • the storage unit may have storage segments, storage spaces, etc. arranged similarly to the memory 1020 in the computing processing device of FIG. 7.
  • the program code can be compressed in an appropriate form, for example.
  • the storage unit includes computer-readable code 1031', that is, code that can be read by a processor such as 1010, which, when run by a computing processing device, causes the computing processing device to execute the method described above. The various steps.
  • any reference signs placed between parentheses should not be constructed as a limitation to the claims.
  • the word “comprising” does not exclude the presence of elements or steps not listed in the claims.
  • the word “a” or “an” preceding an element does not exclude the presence of multiple such elements.
  • the present disclosure can be realized by means of hardware including several different elements and by means of a suitably programmed computer. In the unit claims listing several devices, several of these devices may be embodied in the same hardware item. The use of the words first, second, and third, etc. do not indicate any order. These words can be interpreted as names.

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Abstract

本公开提供了一种能量回收控制方法、系统及车辆，涉及汽车技术领域。其中，所述方法应用于车辆，所述车辆包括驱动电机及与所述驱动电机电连接的电池，所述车辆中预置有针对所述驱动电机的第一能量回收扭矩曲线，所述第一能量回收扭矩曲线用于表示所述驱动电机的能量回收扭矩与车速的对应关系。本公开通过利用缩减比例对第一能量回收扭矩曲线进行了缩减，可以在电池的可用充电功率无法满足预设的第一能量回收扭矩曲线所对应的功率要求时，按较小的扭矩强度进行能量回收，缓解甚至消除扭矩阶跃现象，从而提高驾驶舒适性。

Description

一种能量回收控制方法、系统及车辆
本申请要求在2020年02月24日提交中国专利局、申请号为202010113378.8、名称为“一种能量回收控制方法、系统及车辆”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本公开涉及汽车技术领域，特别涉及一种能量回收控制方法、系统及车辆。
背景技术
当前，能量回收是通过驱动电机，将电动汽车制动或减速时的一部分动能通过磁电转换为电能，并存储于动力电池中，同时在驱动电机上产生一定的制动阻力，以使车辆减速制动的技术。因为能量回收技术可以显著提高电动车辆的续驶里程，使得该技术在纯电动和混合动力汽车领域发挥着重要作用。
现阶段，为了提高车辆的续驶里程，采用的是尽量做大能量回收扭矩强度，以回收更多的能量的方式。但是，因为能量回收扭矩曲线都是基于整车处于全功率状态下制定的，其可以在保证可接受的舒适性前提下，尽量提高能量回收功率；而能量回收只能在电池的可用充电功率满足驱动电机的能量回收功率的时候才能正常进行，这就使得电池因电池电量过高或温度过低导致可用回收功率大幅度减少时，为避免电池过充，原始标定的能量回收扭矩曲线会被电池的可用功率限制，导致原来标定好的匀滑能量回收扭矩曲线无法被正常的响应，而是按电池的可用充电功率对应的扭矩进行能量回收；随着车速降低至使得整车功率小于或等于电池的可用充电功率，标定好能量回收扭矩曲线才会被正常的响应，但此时会因为能量回收扭矩的突然变化而出现扭矩阶跃现象，造成整车加速度突然变化，形成强烈的冲击感，给驾乘人员带来不舒适的驾乘感受。
概述
有鉴于此，本公开旨在提出一种能量回收控制方法、系统及车辆，以解决现有电动汽车能量回收方式，容易在电池的可用回收功率大幅度减少时，出现能量回收扭矩阶跃现象，造成整车加速度突然变化，形成强烈的冲击感，进而给驾乘人员带来不舒适的驾乘感受的问题。
为达到上述目的，本公开的技术方案是这样实现的：
一种能量回收控制方法，应用于车辆，所述车辆包括驱动电机及与所述驱动电机电连接的电池，其中，所述车辆中预置有针对所述驱动电机的第一能量回收扭矩曲线，所述第一能量回收扭矩曲线用于表示所述驱动电机的能量回收扭矩与车速的对应关系，所述方法包括步骤：
根据所述第一能量回收扭矩曲线，确定第一目标回收功率上限值；
确定所述电池的可用充电功率上限值；
在所述可用充电功率上限值小于所述第一目标回收功率上限值时，根据所述可用充电功率上限值及所述第一能量回收扭矩曲线，确定拐点车速，所述拐点车速为所述第一能量回收扭矩曲线上能量回收功率等于所述可用充电功率上限值的扭矩点所对应的车速；
检测所述车辆的能量回收信号及当前车速，并根据所述能量回收信号的检测结果、所述当前车速、所述拐点车速、所述可用充电功率上限值及所述第一目标回收功率上限值，确定所述第一能量回收扭矩曲线的缩减比例；
根据所述缩减比例，对所述第一能量回收扭矩曲线进行缩减调整，形成第二能量回收扭矩曲线；
在所述可用充电功率上限值小于所述第一目标回收功率上限值时，若检测到所述能量回收信号，则根据所述第二能量回收扭矩曲线，控制所述驱动电机回收能量，并对所述电池进行充电。
进一步地，所述的方法中，所述车辆中预置有缩减调节条件；所述根据所述能量回收信号的检测结果、所述当前车速、所述拐点车速、所述可用充电功率上限值及所述第一目标回收功率上限值，确定所述第一能量回收扭矩曲线的缩减比例，包括：
在检测到所述能量回收信号，且所述当前车速大于所述拐点车速时，控 制所述缩减调节条件处于激活状态；
在未检测到所述能量回收信号时，控制所述缩减调节条件处于关闭状态；
在检测到所述能量回收信号，且所述当前车速小于或等于所述拐点车速时，控制所述缩减调节条件维持当前所处的状态；
在检测到所述能量回收信号，且所述缩减调节条件处于激活状态时，根据所述可用充电功率上限值及所述第一目标回收功率上限值，确定所述第一能量回收扭矩曲线的缩减比例；
在检测到所述能量回收信号，且所述缩减调节条件处于关闭状态时，确定所述第一能量回收扭矩曲线的缩减比例为1。
进一步地，所述方法还包括：
在所述可用充电功率上限值大于或等于所述第一目标回收功率上限值时，若检测到所述能量回收信号，则根据所述第一能量回收扭矩曲线，控制所述驱动电机回收能量，并对所述电池进行充电。
进一步地，所述的方法中，所述根据所述可用充电功率上限值及所述第一目标回收功率上限值，确定所述第一能量回收扭矩曲线的缩减比例，包括：
由所述可用充电功率上限值及所述第一目标回收功率上限值的比值，确定比例因子；
获取预设修正因子，并由所述比例因子及预设修正因子，确定所述缩减比例。
进一步地，所述的方法中，由所述第二能量回收扭矩曲线所确定的第二目标回收功率上限值等于所述电池的可用充电功率上限值。
本公开的另一目的在于提出一种能量回收控制系统，应用于车辆，所述车辆包括驱动电机及与所述驱动电机电连接的电池，其中，所述车辆中预置有针对所述驱动电机的第一能量回收扭矩曲线，所述第一能量回收扭矩曲线用于表示所述驱动电机的能量回收扭矩与车速的对应关系，所述系统包括：
第一确定模块，用于根据所述第一能量回收扭矩曲线，确定第一目标回收功率上限值；
第二确定模块，用于确定所述电池的可用充电功率上限值；
第三确定模块，用于在所述可用充电功率上限值小于所述第一目标回收 功率上限值时，根据所述可用充电功率上限值及所述第一能量回收扭矩曲线，确定拐点车速，所述拐点车速为所述第一能量回收扭矩曲线上能量回收功率等于所述可用充电功率上限值的扭矩点所对应的车速；
第四确定模块，用于检测所述车辆的能量回收信号及当前车速，并根据所述能量回收信号的检测结果、所述当前车速、所述拐点车速、所述可用充电功率上限值及所述第一目标回收功率上限值，确定所述第一能量回收扭矩曲线的缩减比例；
缩减调整模块，用于根据所述缩减比例，对所述第一能量回收扭矩曲线进行缩减调整，形成第二能量回收扭矩曲线；
第一控制模块，用于在所述可用充电功率上限值小于所述第一目标回收功率上限值时，若检测到所述能量回收信号，则根据所述第二能量回收扭矩曲线，控制所述驱动电机回收能量，并对所述电池进行充电。
进一步地，所述的系统中，所述车辆中预置有缩减调节条件；
所述第四确定模块，包括：
第一控制子模块，用于在检测到所述能量回收信号，且所述当前车速大于所述拐点车速时，控制所述缩减调节条件处于激活状态；
第二控制子模块，用于在未检测到所述能量回收信号时，控制所述缩减调节条件处于关闭状态；
第三控制子模块，用于在检测到所述能量回收信号，且所述当前车速小于或等于所述拐点车速时，控制所述缩减调节条件维持当前所处的状态；
第一确定子模块，用于在检测到所述能量回收信号，且所述缩减调节条件处于激活状态时，根据所述可用充电功率上限值及所述第一目标回收功率上限值，确定所述第一能量回收扭矩曲线的缩减比例；
第二确定子模块，用于在检测到所述能量回收信号，且所述缩减调节条件处于关闭状态时，确定所述第一能量回收扭矩曲线的缩减比例为1。
进一步地，所述系统还包括：
第二控制模块，用于在所述可用充电功率上限值大于或等于所述第一目标回收功率上限值时，若检测到所述能量回收信号，则根据所述第一能量回收扭矩曲线，控制所述驱动电机回收能量，并对所述电池进行充电。
进一步地，所述的系统中，所述第一确定子模块，包括：
第一确定单元，用于根据所述可用充电功率上限值及所述第一目标回收功率上限值的比值，确定比例因子；
第二确定单元，用于获取预设修正因子，并由所述比例因子及预设修正因子，确定所述缩减比例。
进一步地，所述的系统中，由所述第二能量回收扭矩曲线所确定的第二目标回收功率上限值等于所述电池的可用充电功率上限值。
相对于在先技术，本公开所述的能量回收控制方法及系统具有以下优势：
在电池的实际的可用充电功率上限值小于驱动电机的第一目标回收功率上限值时，先确定标定的第一能量回收扭矩曲线上对应能量回收功率为所述可用充电功率上限值的拐点车速；再根据能量回收信号的检测结果及当前车速、所述拐点车速、所述可用充电功率上限值及所述第一目标回收功率上限值，确定所述第一能量回收扭矩曲线的缩减比例；然后根据该缩减比例对第一能量回收扭矩曲线进行缩减调整，形成第二能量回收扭矩曲线；再在检测到能量回收信号时，根据所述第二能量回收扭矩曲线，控制所述驱动电机回收能量，并对所述电池进行充电。通过利用缩减比例对第一能量回收扭矩曲线进行了缩减，可以在电池的可用充电功率无法满足预设的第一能量回收扭矩曲线所对应的功率要求时，按较小的扭矩强度进行能量回收，缓解甚至消除扭矩阶跃现象，从而提高驾驶舒适性。
本公开的再一目的在于提出一种车辆，其中，所述车辆包括所述的能量回收控制系统。
所述车辆与上述一种能量回收控制方法、系统相对于现有技术所具有的优势相同，在此不再赘述。
上述说明仅是本公开技术方案的概述，为了能够更清楚了解本公开的技术手段，而可依照说明书的内容予以实施，并且为了让本公开的上述和其它目的、特征和优点能够更明显易懂，以下特举本公开的具体实施方式。
附图简述
为了更清楚地说明本公开实施例或现有技术中的技术方案，下面将对实 施例或现有技术描述中所需要使用的附图作一简单地介绍，显而易见地，下面描述中的附图是本公开的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
构成本公开的一部分的附图用来提供对本公开的进一步理解，本公开的示意性实施例及其说明用于解释本公开，并不构成对本公开的不当限定。在附图中：
图1为本公开实施例所提出的能量回收控制方法的流程示意图；
图2为正常工况下能量回收扭矩与整车可用扭矩的关系示意图；
图3为电池充电功率受限制前后的能量回收扭矩与整车可用扭矩的关系示意图；
图4为第一能量回收扭曲曲线与第二能量回收扭矩曲线的关系示意图；
图5为本公开实施例中步骤S400～S500的执行流程图；
图6为本公开实施例所提出的能量回收控制系统的结构示意图。
图7示意性地示出了用于执行根据本公开的方法的计算处理设备的框图；以及
图8示意性地示出了用于保持或者携带实现根据本公开的方法的程序代码的存储单元。
详细描述
为使本公开实施例的目的、技术方案和优点更加清楚，下面将结合本公开实施例中的附图，对本公开实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本公开一部分实施例，而不是全部的实施例。基于本公开中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本公开保护的范围。
下面将参考附图更详细地描述本申请的实施例。虽然附图中显示了本申请的实施例，然而应当理解，可以以各种形式实现本申请而不应被这里阐述的实施例所限制。相反，提供这些实施例是为了能够更彻底地理解本申请，并且能够将本申请的范围完整地传达给本领域的技术人员。
需要说明的是，在不冲突的情况下，本公开中的实施例及实施例中的特 征可以相互组合。
下面将参考附图并结合实施例来详细说明本公开。
请参阅图1，示出了本公开实施例所提供的一种能量回收控制方法流程示意图，应用于车辆，所述车辆包括驱动电机及与所述驱动电机电连接的电池，所述车辆中预置有针对所述驱动电机的第一能量回收扭矩曲线，所述第一能量回收扭矩曲线用于表示所述驱动电机的能量回收扭矩与车速的对应关系，所述方法包括步骤S100～S600。
在本公开实施例中，驱动电机既可以在上述电池的电能驱动下转动，以驱动车辆行驶；同时，上述驱动电机也可以在车辆需要制动、减速时，将车辆的部分动能经磁电转化为电能后对上述电池充电，以将转化后的电能存储在上述电池中，从而实现能量回收的目的。
其中，第一能量回收扭矩曲线表示所述驱动电机的能量回收扭矩与车速的对应关系，即对于不同的车速状态，均具有唯一一个能量回收扭矩与该车速对应，而且按照该第一能量回收扭矩曲线进行能量回收发电，即可以取得较好地驾乘舒适性，又能够取得较高的能量回收功率。考虑到整车处于全功率状态下的能力回收功率最高，且电池在大部分情况下不会出现功率不足的情况，即电池一般可以满足驱动电机的能量回收功率需求，因而设置在整车处于全功率状态下制定上述第一能量回收扭矩曲线，以最大限度地提高能量回收功率。
在实际应用中，该第一能量回收扭矩曲线的纵坐标为能量回收扭矩，而横坐标为车速，而曲线上的点确定了能量回收扭矩与车速的对应关系；该第一能量回收扭矩曲线需要预先通过实验设定，因为车辆之间性能的差异，不同的车辆需要配置不同的第一能量回收扭矩曲线。
具体地，请参阅图2，示出了正常工况下能量回收扭矩与整车可用扭矩的关系示意图。其中，a表示第一能量回收扭矩曲线，b表示外特性曲线中的输出扭矩曲线，c表示外特性曲线中的输出功率曲线。如图2所示，第一能量回收扭矩曲线为一匀滑的扭矩曲线，而且对于同一车速，该第一能量回收扭矩曲线对应的扭矩值总是小于输出功率曲线对应的扭矩值，也即第一能量回收扭矩曲线是在驱动电机外特性内标定完成的，在电池的可用充电功率 足够的前提，驱动电机根据车速的变化，按该第一能量回收扭矩曲线对应的扭矩回收能量，并对电池进行充电。
上述外特性曲线表示了驱动电机的输出功率及输出扭矩与车速的对应关系。根据该外特性曲线，即可以确定在不同车速下，驱动电机的实际输出功率及实际输出扭矩，该实际输出功率及实际输出扭矩，即分别为驱动电机进行能量回收的最大能量回收可用功率及最大能量回收可用扭矩。其中，在上述外特性曲线中，随着车速的增加，也即随着驱动电机转速的提升，驱动电机的输出功率逐渐增大，而其输出扭矩保持不变，此时驱动电机处于恒扭矩状态；在车速增加至驱动电机的输出功率达到其最大功率值时，随着车速的继续增加，驱动电机的输出扭矩则开始降低，而其输出功率则保持在最大功率值状态，此时驱动电机处于恒功率状态。
在实际应用中，该外特性曲线需要预先通过实验设定，因为车辆之间性能的差异，不同的车辆需要配置不同的外特性曲线。
步骤S100、根据所述第一能量回收扭矩曲线，确定第一目标回收功率上限值；
上述步骤S100中，该第一目标回收功率上限值，即是根据整车工况，预先制定的在驱动电机进行能量回收时所能够产生的最大回收功率；在实际应用中，该第一目标回收功率上限值受驱动电机的外特性、电池的最大理论充电功率以及驾乘舒适性影响。
上述步骤S100中，因为电池的可用充电功率足够满足驱动电机回收能量的功率需求的前提下，根据车速的变化，驱动电机会按该第一能量回收扭矩曲线对应的能量回收扭矩切割磁感线进行磁电转化，从而将车辆的动能转化为电能，并利用该电能对电池进行充电以完成能量回收；而能量回收功率由能量回收扭矩及对应的车速确定，而第一能量回收扭矩曲线又表示所述驱动电机的能量回收扭矩与车速的对应关系，因而根据该第一能量回收扭矩曲线即可以确定驱动电机的最大能量回收功率。
步骤S200、确定所述电池的可用充电功率上限值。
上述步骤S200中，电池的可用充电功率上限值，指的是电池在当前状态下所能够接收的最大充电功率，即电池在当前状态下可以接收驱动电机的 最大充电功率。因为电池在电量过高或温度过低导致可用回收功率大幅度减少时，电池的可用充电功率不足以满足驱动电机按照第一能量回收扭矩曲线对应的功率需求的情况下，驱动电机只能够按不超过该电池的可用充电功率上限值的功率状态对电池进行充电，也即按不超过电池的可用充电功率上限值的功率状态进行能量回收，因而需要确定电池当前的可用充电功率上限值，以便于后续判断电池当前是否能够满足驱动电机按照第一能量回收扭矩曲线对应的功率需求的进行能量回收的功率。
同样地，因为电池的可用充电功率上限值对应于驱动电机的最大能量回收功率，而能量回收功率由能量回收扭矩及对应的车速确定，因而可以由所确定的可用充电功率上限值及当前车速，确定对应的能量回收可用扭矩。
步骤S300、在所述可用充电功率上限值小于所述第一目标回收功率上限值时，根据所述可用充电功率上限值及所述第一能量回收扭矩曲线，确定拐点车速，所述拐点车速为所述第一能量回收扭矩曲线上能量回收功率等于所述可用充电功率上限值的扭矩点所对应的车速。
因为在电池的可用充电功率上限值不足够满足驱动电机按照第一能量回收扭矩曲线对应的功率需求的情况下，为了提高能量回收功率，驱动电机会按该电池的可用充电功率上限值的功率状态对电池进行充电，也即第一能量回收扭矩曲线会被电池的可用充电功率限制无法被驱动电机正常的响应，而是按电池的可用充电功率对应的扭矩进行能量回收；直至车速降低至使得第一能量回收扭矩曲线所对应的功率小于或等于电池的可用充电功率，标定好的第一能量回收扭矩曲线才会被正常的响应，但此时会因为能量回收扭矩的突然增大而出现扭矩阶跃现象。
具体地，请参阅图3，示出了在电池充电功率受限制前后的能量回收扭矩与整车可用扭矩的关系示意图。其中，a表示第一能量回收扭矩曲线，b表示外特性曲线中的输出扭矩曲线，c表示外特性曲线中的输出功率曲线，d表示电池充电功率受限制后的能量回收可用扭矩曲线，e表示电池充电功率受限制后的能量回收可用功率曲线。
如图3所示，在车辆处于驱动电机外特性曲线的恒功率状态对应的车速状态下时，第一能量回收扭矩曲线对应的能量回收扭矩较大，而电池所能够 接受的能量回收可用扭矩较小，使得驱动电机仅能够按由电池的实际可用充电功率上限值限制的能量回收可用扭矩进行能量回收；而随着能量回收，车速会不断降低，能量回收可用扭矩不断增大，而能量回收可用功率保持不变；至车速处于驱动电机外特性曲线的恒扭矩状态对应的车速状态下时，第一能量回收扭矩曲线对应的能量回收扭矩较小，而电池所能够接受的能量回收可用扭矩较大，使得驱动电机可以按照第一能量回收扭矩曲线对应的能量回收扭矩进行能量回收。其中，因为能量回收可用扭矩在驱动电机外特性曲线的车速拐点区域处仍处于随着车速降低而不断增大的状态，而第一能量回收扭矩曲线则是随着车速降低而平滑变化，这就会使得驱动电机的能量回收扭矩在该车速拐点区域处突然发生变化而出现扭矩阶跃现象，如图3中A所示，造成整车加速度突然变化，形成强烈的冲击感，驾驶平顺性出现较大波动。
上述步骤S300中，拐点车速即为上述车速拐点所对应的车速，该车速拐点为上述第一能量回收扭矩曲线与能力回收可用扭矩曲线的交点。
其中，因为第一能量回收扭矩曲线确定了能量回收扭矩与车速的对应关系，而由能量回收扭矩及对应的车速可以确定对应的能量回收功率，因而通过第一能量回收扭矩曲线确定该曲线在哪一个车速下的能量回收功率为上述可用充电功率上限值，进而可以确定上述拐点车速，也即该拐点车速所对应的目标能量回收扭矩等于能量回收可用扭矩。
在实际应用中，在可用充电功率上限值小于所述第一目标回收功率上限值时，第一能量回收扭矩曲线与上述能量回收可用扭矩曲线的交点可能具有多个，在该情况下，取各交点对应车速中的较小车速作为上述拐点车速，因为在小于该较小车速的车速状态下时，第一能量回收扭矩曲线对应的回收扭矩才能被整车响应。也即在第一能量回收扭矩曲线上能量回收功率等于所述可用充电功率上限值的扭矩点所对应的车速具有多个时，将较小的车速作为拐点车速。
具体地，可以采用以下方式进行拐点车速的确定：
当检测到电池的可用充电功率上限值P MAX小于第一目标回收功率上限值P 0时，根据公式P＝(N*T/9550)，N为驱动电机转速，T为能量回收扭矩，可计算出第一能量回收扭矩曲线的所有转速点下的功率值，从而确定第一能 量回收扭矩曲线对应的目标功率曲线；
将所得到的目标功率曲线与电池最大可用功率做对比，确定二者之间的所有交点，即当P MAX-P＝0时的所有转速点N，取所有转速点N中的最小值并利用公式V＝N*60*3.14*D/(1000*VR)，即可以确定对应的拐点车速V 1，其中，D为轮胎直径，VR为速比。
步骤S400、检测所述车辆的能量回收信号及当前车速，并根据所述能量回收信号的检测结果、所述当前车速、所述拐点车速、所述可用充电功率上限值及所述第一目标回收功率上限值，确定所述第一能量回收扭矩曲线的缩减比例。
同时，通过前述分析可知，能量回收扭矩之所以会出现阶跃现象，是因为在电池可用充电功率受限时，随着能量回收的进行，车速不断降低，驱动电机由按电池的可用充电功率上限值确定的能量回收可用扭矩进行能量回收，切换至按第一能量回收扭矩对应的扭矩进行能量回收的过程中，由于能量回收可用扭矩陡然变化所导致的。基于此，可以采用对第一能量回收扭矩曲线进行缩减变换的方式，使得在车辆处于驱动电机外特性曲线的恒功率状态对应的车速状态下时，缩小第一能量回收扭矩曲线对应的能量回收扭矩与电池所能够接受的能量回收可用扭矩之间的差距，也即缩短甚至避免按电池所能够接受的能量回收可用扭矩进行能量回收的速度范围，从而减轻甚至消除能量回收扭矩阶跃现象。
在上述步骤S400中，因为能量回收信号的存在与否决定了是否需要进行能量回收，只有在检测到能量回收信号的时候，才需要进行能量回收，也才需要执行后续过程，因而需要检测车辆的能量回收信号。在实际应用中，所述能量回收信号由所述车辆的刹车系统及油门踏板触发，具体是在刹车系统工作时以及油门踏板松开时，触发能量回收信号。
通过上述步骤S200的分析可知，驱动电机能否按第一能量回收扭矩曲线对应的扭矩进行能量回收，由车速及电池的可用充电功率上限值共同决定，因而需要检测车辆的当前车速，以确定是否需要对第一能量会前扭矩曲线进行缩减调整；而利用上述外特性曲线则可以获知出现扭矩阶跃现象区域对应的车速。
在上述步骤S400中，缩减比例指的是在需要对第一能量回收扭矩曲线进行缩减调整时的调整幅度，即缩减比例。因为正是由于电池的可用充电功率上限值小于第一目标回收功率上限值，才会出现第一能量回收扭矩曲线所对应的能量回收扭矩无法被响应，进而出现能量回收扭矩阶跃现象，因而该缩减比例可以通过分析对比可用充电功率上限值与第一目标回收功率上限值二者之间的差距来确定。
步骤S500、根据所述缩减比例，对所述第一能量回收扭矩曲线进行缩减调整，形成第二能量回收扭矩曲线。
在上述步骤S500中，即利用步骤S400所确定的缩减比例，对预置的第一能量回收扭矩曲线进行等比例缩减调整，使得对应于同一车速的能量回收扭矩均按同样的比例缩小，即可以得到可以表示调整后的能量回收扭矩与车速的对应关系的第二能量回收扭矩曲线。
具体地，请参阅图4，图4示出了第一能量回收扭曲曲线与第二能量回收扭矩曲线的关系示意图，图4中，a表示第一能量回收扭矩曲线，b表示外特性曲线中的输出扭矩曲线，c表示外特性曲线中的输出功率曲线，d表示电池充电功率受限制后的能量回收可用扭矩，e表示电池充电功率受限制后的能量回收可用功率，f表示第二能量回收扭矩曲线。
如图4所示，将第一能量回收扭矩曲线朝纵坐标方向进行等比例压缩即可以得到第二能量回收扭矩曲线，也即使得对于同一车速，第二能量回收扭矩曲线所对应的能量回收扭矩均为该车速下第一能量回收扭矩曲线所对应的目标扭矩的缩减比例；同时，如图4所示，在车辆处于驱动电机外特性曲线的恒功率状态对应的车速状态下的绝大部情况下，对于同一车速，第二能量回收扭矩曲线与能量回收可用扭矩曲线之间的第一差值，要比第一能量回收扭矩曲线与能量回收可用扭矩曲线之间的第二差值小；而只有在车速接近车辆的速度上限时，才会出现第一差值比第二差值大的情况。
步骤S600、在所述可用充电功率上限值小于所述第一目标回收功率上限值时，若检测到所述能量回收信号，则根据所述第二能量回收扭矩曲线，控制所述驱动电机回收能量，并对所述电池进行充电。
上述步骤S600中，因为在车辆处于驱动电机外特性曲线的恒功率状态 对应的车速状态下，对于同一车速，若该车速未接近车辆的速度上限值，则第二能量回收扭矩曲线与能量回收可用扭矩曲线之间的第一差值，要比第一能量回收扭矩曲线与能量回收可用扭矩曲线之间的第二差值小；而只有在车速接近车辆的速度上限值时，才会出现第一差值比第二差值大的情况。而车辆一般不会按接近速度上限值的速度状态进行长时间行驶，因而与第一能量回收扭矩曲线相比，在所述可用充电功率上限值小于所述第一目标回收功率上限值，且检测到所述能量回收信号时，若采用第二能量回收扭矩曲线对驱动电机的能量回收扭矩进行控制，其按能量回收可用扭矩曲线所限制的扭矩进行能量回收的速度区间变窄，因而可以缓解甚至消除由于电池的可用充电功率限制而出现的扭矩阶跃现象。
相对于现有技术，本公开所述的能量回收控制方法具有以下优势：
在电池的实际的可用充电功率上限值小于驱动电机的第一目标回收功率上限值时，先确定标定的第一能量回收扭矩曲线上对应能量回收功率为所述可用充电功率上限值的拐点车速，再根据能量回收信号的检测结果及当前车速、所述拐点车速、所述可用充电功率上限值及所述第一目标回收功率上限值，确定所述第一能量回收扭矩曲线的缩减比例，然后根据该缩减比例对第一能量回收扭矩曲线进行缩减调整，形成第二能量回收扭矩曲线，再在检测到能量回收信号时，根据所述第二能量回收扭矩曲线，控制所述驱动电机回收能量，并对所述电池进行充电。通过利用缩减比例对第一能量回收扭矩曲线进行了缩减，可以在电池的可用充电功率无法满足预设的第一能量回收扭矩曲线所对应的功率要求时，按较小的扭矩强度进行能量回收，缓解甚至消除扭矩阶跃现象，从而提高驾驶舒适性。
可选地，在一个实施方式中，由所述第二能量回收扭矩曲线所确定的最大实际回收功率等于所述电池的可用充电功率上限值。
在本实施方式中，即通过步骤S500所调整得到的第二能量回收扭矩曲线，其所确定的最大实际回收功率刚好等于电池当前的最大可用充电功率，在当前工况下，驱动电机刚好可以按照第二能量回收扭矩曲线所确定的扭矩进行能量回收，既避免了出现扭矩阶跃的现象，保证了扭矩的平滑效果，同时，又最大限度地提高了能量回收功率。
可选地，在另一种实施方式中，所述车辆中预置有缩减调节条件；所述步骤S400包括步骤S401～S405：
步骤S401、在检测到所述能量回收信号，且所述当前车速大于所述拐点车速时，控制所述缩减调节条件处于激活状态。
在上述步骤S401中，即在上述可用充电功率上限值小于上述第一目标回收功率上限值的前提条件下，若检测到到能量回收信号，则说明需要进行能量回收，此时，若当前车速大于上述拐点车速，则说明在后续的能量回收过程中，随着车速的降低，驱动电机会经过按第一能量回收扭矩曲线进行能量回收出现扭矩阶跃现象的速度区间。为了避免出现扭矩阶跃现象，需要对第一能量回收扭矩曲线进行调整，因而激活缩减调节条件，使得缩减调节条件处于激活状态。
步骤S402、在未检测到所述能量回收信号时，控制所述缩减调节条件处于关闭状态。
在上述步骤S402中，即在上述可用充电功率上限值小于上述第一目标回收功率上限值的前提条件下，若未检测到到能量回收信号，则说明不需要进行能量回收，因而关闭缩减调节条件，使得缩减调节条件处于关闭状态。
步骤S403、在检测到所述能量回收信号，且所述当前车速小于或等于所述拐点车速时，控制所述缩减调节条件维持当前所处的状态。
在上述步骤S403中，即在上述可用充电功率上限值小于上述第一目标回收功率上限值的前提条件下，若检测到到能量回收信号，则说明需要进行能量回收，此时，虽然可用充电功率上限值小于上述第一目标回收功率上限值的前提条件下，但是若当前车速小于上述拐点车速，则在后续的能量回收过程中，随着车速的降低，驱动电机不会再经过按第一能量回收扭矩曲线进行能量回收出现扭矩阶跃现象的速度区间。
其中，当前小于或等于拐点车速的车速状态可能是由大于拐点车速的车速经能量回收导致，也可能是在开始进行能量回收时，车辆的车速就已经处于小于或等于拐点车速的状态。对于由大于拐点车速的车速经能量回收而进入的小于或等于拐点车速的车速状态的情况，因缩减调节条件已经处于激活状态，也即已经按缩减调节后得到的第二能量回收扭矩曲线进行了能量回收， 为了保证扭矩平滑效果，需要继续按第二能量回收扭矩曲线进行能量回收，因而保持缩减调节条件处于激活状态；而对于在开始检测到能量回收信号，也即开始进行能量回收时，车辆的车速就已经处于小于或等于拐点车速的状态的情况，因而不会激活缩减调节条件，也即缩减调节条件处于关闭状态；在后续的能量回收过程中，随着车速的降低，驱动电机也不会再经过按第一能量回收扭矩曲线进行能量回收出现扭矩阶跃现象的速度区间，此时驱动电机可以正常响应第一能量回收扭矩曲线对应的扭矩，为了提高能量回收功率，无需对第一能量回收扭矩曲线进行调整，因而保持缩减调节条件处于关闭状态。
通过步骤S401～S403可以看出，本公开实施例在一个完整的能量回收过程内，是按一个能量回收扭矩曲线进行的，可以保证在一个能量回收过程中扭矩的平滑效果，达到更佳的驾乘感受。
步骤S404、在检测到所述能量回收信号，且所述缩减调节条件处于激活状态时，根据所述可用充电功率上限值及所述第一目标回收功率上限值，确定所述第一能量回收扭矩曲线的缩减比例。
上述步骤S404中，在检测到能量回收信号，且缩减调节条件处于激活状态时，则说明在当前工况下，需要对第一能量回收扭矩曲线进行缩减调整，以实现更加平滑的回收扭矩效果、缓解扭矩阶跃的现象。而如前所述，因为正是由于电池的可用充电功率上限值小于第一目标回收功率上限值才会出现第一能量回收扭矩曲线所对应的能量回收扭矩无法被响应，进而出现能量回收扭矩阶跃现象，因而该缩减比例可以通过分析对比可用充电功率上限值与第一目标回收功率上限值二者之间的差距来确定。
步骤S405、在检测到所述能量回收信号，且所述缩减调节条件处于关闭状态时，确定所述第一能量回收扭矩曲线的缩减比例为1。
上述步骤S405中，在可用充电功率上限值小于所述第一目标回收功率上限值时，若检测到所述能量回收信号，且所述缩减调节条件处于关闭状态，则说明当前工况下，在后续的能量回收过程中，随着车速的降低，驱动电机也不会再经过按第一能量回收扭矩曲线进行能量回收出现扭矩阶跃现象的速度区间，此时驱动电机可以正常响应第一能量回收扭矩曲线对应的扭矩， 因而为了提高能量回收功率，因而确定所述第一能量回收扭矩曲线的缩减比例为1，即不对第一能量回收扭矩曲线进行调整，从而在后续步骤S600中，控制所述驱动电机按照第一能量回收扭矩曲线回收能量，并对所述电池进行充电。
优选地，在一种具体实施方式中，上述步骤S404包括步骤S441～S442；
步骤S441、由所述可用充电功率上限值及所述第一目标回收功率上限值的比值，确定比例因子；
步骤S441、获取预设修正因子，并由所述比例因子及预设修正因子，确定所述缩减比例。
在本具体实施方式中，通过可用充电功率上限值与第一目标回收功率上限值之间的比值确定比例因子，该比例因子即为将第一能量回收扭矩曲线调整为第二能量回收扭矩曲线的理论比例；但是，考虑到不同驱动电机性能的差异，还需要由驱动电机特性决定的预设修正因子对该比例因子进行修正，即可以确定最终的缩减比例。
请参阅图5，示出了上述步骤S400～S500的执行流程图，其中，Q 1表示第一能量回收扭矩曲线，Q 2表示第二能量回收扭矩曲线。如图5所示，在判断电池的可用充电功率上限值P MAX是否小于第一能量回收扭矩曲线对应的第一目标回收功率上限值P 0，且当前车速V大于拐点车速V1时，由P MAX与P 0的比值确定比例因子R，再由该比例因子R与预设修正因子相乘，即可以确定缩减比例，然后将第一能量回收扭矩曲线乘以上述缩减比例，即可以得到第二能量回收扭矩曲线。
可选地，在一种实施方式中，本公开实施例所述的能量回收控制方法，还包括步骤S700：
步骤S700、在所述可用充电功率上限值大于或等于所述第一目标回收功率上限值时，若检测到所述能量回收信号，则根据所述第一能量回收扭矩曲线，控制所述驱动电机回收能量，并对所述电池进行充电。
在本实施方式中，若电池的可用充电功率上限值大于或等于第一能量回收扭矩曲线所对应的第一目标回收功率上限值，则说明电池的可用充电功率足够满足驱动电机回收能量的功率需求，不会出现第一能量回收扭矩曲线会 被电池的可用充电功率限制无法被驱动电机正常的响应，而出现按电池的可用充电功率对应的扭矩进行能量回收的情况。因而为了提高能量回收功率并保证扭矩平滑，控制驱动电机根据第一能量回收扭矩曲线对应的扭矩进行回收能量，并对所述电池进行充电。
本公开的另一目的在于提出一种能量回收控制系统，应用于车辆，所述车辆包括驱动电机及与所述驱动电机电连接的电池，所述车辆中预置有针对所述驱动电机的第一能量回收扭矩曲线，所述第一能量回收扭矩曲线用于表示所述驱动电机的能量回收扭矩与车速的对应关系，其中，请参阅图6，图6示出了本公开实施例所提出的一种能量回收控制系统的结构示意图，所述系统包括：
第一确定模块10，用于根据所述第一能量回收扭矩曲线，确定第一目标回收功率上限值；
第二确定模块20，用于确定所述电池的可用充电功率上限值；
第三确定模块30，用于在所述可用充电功率上限值小于所述第一目标回收功率上限值时，根据所述可用充电功率上限值及所述第一能量回收扭矩曲线，确定拐点车速，所述拐点车速为所述第一能量回收扭矩曲线上能量回收功率等于所述可用充电功率上限值的扭矩点所对应的车速；
第四确定模块40，用于检测所述车辆的能量回收信号及当前车速，并根据所述能量回收信号的检测结果、所述当前车速、所述拐点车速、所述可用充电功率上限值及所述第一目标回收功率上限值，确定所述第一能量回收扭矩曲线的缩减比例；
缩减调整模块50，用于根据所述缩减比例，对所述第一能量回收扭矩曲线进行缩减调整，形成第二能量回收扭矩曲线；
第一控制模块60，用于在所述可用充电功率上限值小于所述第一目标回收功率上限值时，若检测到所述能量回收信号，则根据所述第二能量回收扭矩曲线，控制所述驱动电机回收能量，并对所述电池进行充电。
本公开实施例所述的系统中，在电池的实际的可用充电功率上限值小于驱动电机的第一目标回收功率上限值时，由第三确定模块30确定标定的第一能量回收扭矩曲线上对应能量回收功率为所述可用充电功率上限值的拐 点车速；再由第四确定模块40根据能量回收信号的检测结果及当前车速、所述拐点车速、所述可用充电功率上限值及所述第一目标回收功率上限值，确定所述第一能量回收扭矩曲线的缩减比例；然后由缩减调整模块50根据该缩减比例对第一能量回收扭矩曲线进行缩减调整，形成第二能量回收扭矩曲线；再由第一控制模块60在检测到能量回收信号时，根据所述第二能量回收扭矩曲线，控制所述驱动电机回收能量，并对所述电池进行充电。通过利用缩减比例对第一能量回收扭矩曲线进行了缩减，可以在电池的可用充电功率无法满足预设的第一能量回收扭矩曲线所对应的功率要求时，按较小的扭矩强度进行能量回收，缓解甚至消除扭矩阶跃现象，从而提高驾驶舒适性。
可选地，所述的系统中，所述车辆中预置有缩减调节条件；
所述第四确定模块40，包括：
第一控制子模块，用于在检测到所述能量回收信号，且所述当前车速大于所述拐点车速时，控制所述缩减调节条件处于激活状态；
第二控制子模块，用于在未检测到所述能量回收信号时，控制所述缩减调节条件处于关闭状态；
第三控制子模块，用于在检测到所述能量回收信号，且所述当前车速小于或等于所述拐点车速时，控制所述缩减调节条件维持当前所处的状态；
第一确定子模块，用于在检测到所述能量回收信号，且所述缩减调节条件处于激活状态时，根据所述可用充电功率上限值及所述第一目标回收功率上限值，确定所述第一能量回收扭矩曲线的缩减比例；
第二确定子模块，用于在检测到所述能量回收信号，且所述缩减调节条件处于关闭状态时，确定所述第一能量回收扭矩曲线的缩减比例为1。
可选地，所述系统还包括：
第二控制模块，用于在所述可用充电功率上限值大于或等于所述第一目标回收功率上限值时，若检测到所述能量回收信号，则根据所述第一能量回收扭矩曲线，控制所述驱动电机回收能量，并对所述电池进行充电。
可选地，所述的系统中，所述第一确定子模块，包括：
第一确定单元，用于根据所述可用充电功率上限值及所述第一目标回收功率上限值的比值，确定比例因子；
第二确定单元，用于获取预设修正因子，并由所述比例因子及预设修正因子，确定所述缩减比例。
可选地，所述的系统中，由所述第二能量回收扭矩曲线所确定的第二目标回收功率上限值等于所述电池的可用充电功率上限值。
本公开的再一目的在于提出一种车辆，其中，所述车辆包括所述的能量回收控制系统。
所述车辆与上述一种能量回收控制方法、系统相对于现有技术所具有的优势相同，在此不再赘述
关于上述系统和车辆的技术细节和好处已在上述方法中进行了详细阐述，此处不再赘述。
综上所述，本申请提供的能量回收控制方法、系统及车辆，在电池的实际的可用充电功率上限值小于驱动电机的第一目标回收功率上限值时，先确定标定的第一能量回收扭矩曲线上对应能量回收功率为所述可用充电功率上限值的拐点车速；再根据能量回收信号的检测结果及当前车速、所述拐点车速、所述可用充电功率上限值及所述第一目标回收功率上限值，确定所述第一能量回收扭矩曲线的缩减比例；然后根据该缩减比例对第一能量回收扭矩曲线进行缩减调整，形成第二能量回收扭矩曲线；再在检测到能量回收信号时，根据所述第二能量回收扭矩曲线，控制所述驱动电机回收能量，并对所述电池进行充电。通过利用缩减比例对第一能量回收扭矩曲线进行了缩减，可以在电池的可用充电功率无法满足预设的第一能量回收扭矩曲线所对应的功率要求时，按较小的扭矩强度进行能量回收，缓解甚至消除扭矩阶跃现象，从而提高驾驶舒适性。
所属领域的技术人员可以清楚地了解到，为描述的方便和简洁，上述描述的系统、装置和单元的具体工作过程，可以参考前述方法实施例中的对应过程，在此不再赘述。
以上所述仅为本公开的较佳实施例而已，并不用以限制本公开，凡在本公开的精神和原则之内所作的任何修改、等同替换和改进等，均应包含在本公开的保护范围之内。
以上所述，仅为本公开的具体实施方式，但本公开的保护范围并不局限 于此，任何熟悉本技术领域的技术人员在本公开揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本公开的保护范围之内。因此，本公开的保护范围应以权利要求的保护范围为准。
以上所描述的装置实施例仅仅是示意性的，其中所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部模块来实现本实施例方案的目的。本领域普通技术人员在不付出创造性的劳动的情况下，即可以理解并实施。
本公开的各个部件实施例可以以硬件实现，或者以在一个或者多个处理器上运行的软件模块实现，或者以它们的组合实现。本领域的技术人员应当理解，可以在实践中使用微处理器或者数字信号处理器(DSP)来实现根据本公开实施例的计算处理设备中的一些或者全部部件的一些或者全部功能。本公开还可以实现为用于执行这里所描述的方法的一部分或者全部的设备或者装置程序(例如，计算机程序和计算机程序产品)。这样的实现本公开的程序可以存储在计算机可读介质上，或者可以具有一个或者多个信号的形式。这样的信号可以从因特网网站上下载得到，或者在载体信号上提供，或者以任何其他形式提供。
例如，图7示出了可以实现根据本公开的方法的计算处理设备。该计算处理设备传统上包括处理器1010和以存储器1020形式的计算机程序产品或者计算机可读介质。存储器1020可以是诸如闪存、EEPROM(电可擦除可编程只读存储器)、EPROM、硬盘或者ROM之类的电子存储器。存储器1020具有用于执行上述方法中的任何方法步骤的程序代码1031的存储空间1030。例如，用于程序代码的存储空间1030可以包括分别用于实现上面的方法中的各种步骤的各个程序代码1031。这些程序代码可以从一个或者多个计算机程序产品中读出或者写入到这一个或者多个计算机程序产品中。这些计算机程序产品包括诸如硬盘，紧致盘(CD)、存储卡或者软盘之类的程序代码载体。这样的计算机程序产品通常为如参考图8所述的便携式或者固定存储单元。该存储单元可以具有与图7的计算处理设备中的存储器1020 类似布置的存储段、存储空间等。程序代码可以例如以适当形式进行压缩。通常，存储单元包括计算机可读代码1031’，即可以由例如诸如1010之类的处理器读取的代码，这些代码当由计算处理设备运行时，导致该计算处理设备执行上面所描述的方法中的各个步骤。
本文中所称的“一个实施例”、“实施例”或者“一个或者多个实施例”意味着，结合实施例描述的特定特征、结构或者特性包括在本公开的至少一个实施例中。此外，请注意，这里“在一个实施例中”的词语例子不一定全指同一个实施例。
在此处所提供的说明书中，说明了大量具体细节。然而，能够理解，本公开的实施例可以在没有这些具体细节的情况下被实践。在一些实例中，并未详细示出公知的方法、结构和技术，以便不模糊对本说明书的理解。
在权利要求中，不应将位于括号之间的任何参考符号构造成对权利要求的限制。单词“包含”不排除存在未列在权利要求中的元件或步骤。位于元件之前的单词“一”或“一个”不排除存在多个这样的元件。本公开可以借助于包括有若干不同元件的硬件以及借助于适当编程的计算机来实现。在列举了若干装置的单元权利要求中，这些装置中的若干个可以是通过同一个硬件项来具体体现。单词第一、第二、以及第三等的使用不表示任何顺序。可将这些单词解释为名称。
最后应说明的是：以上实施例仅用以说明本公开的技术方案，而非对其限制；尽管参照前述实施例对本公开进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本公开各实施例技术方案的精神和范围。

Claims (13)

  1. 一种能量回收控制方法，应用于车辆，所述车辆包括驱动电机及与所述驱动电机电连接的电池，其特征在于，所述车辆中预置有针对所述驱动电机的第一能量回收扭矩曲线，所述第一能量回收扭矩曲线用于表示所述驱动电机的能量回收扭矩与车速的对应关系，所述方法包括步骤：
    根据所述第一能量回收扭矩曲线，确定第一目标回收功率上限值；
    确定所述电池的可用充电功率上限值；
    在所述可用充电功率上限值小于所述第一目标回收功率上限值时，根据所述可用充电功率上限值及所述第一能量回收扭矩曲线，确定拐点车速，所述拐点车速为所述第一能量回收扭矩曲线上能量回收功率等于所述可用充电功率上限值的扭矩点所对应的车速；
    检测所述车辆的能量回收信号及当前车速，并根据所述能量回收信号的检测结果、所述当前车速、所述拐点车速、所述可用充电功率上限值及所述第一目标回收功率上限值，确定所述第一能量回收扭矩曲线的缩减比例；
    根据所述缩减比例，对所述第一能量回收扭矩曲线进行缩减调整，形成第二能量回收扭矩曲线；
    在所述可用充电功率上限值小于所述第一目标回收功率上限值时，若检测到所述能量回收信号，则根据所述第二能量回收扭矩曲线，控制所述驱动电机回收能量，并对所述电池进行充电。
  2. 根据权利要求1所述的方法，其特征在于，所述车辆中预置有缩减调节条件；所述根据所述能量回收信号的检测结果、所述当前车速、所述拐点车速、所述可用充电功率上限值及所述第一目标回收功率上限值，确定所述第一能量回收扭矩曲线的缩减比例，包括：
    在检测到所述能量回收信号，且所述当前车速大于所述拐点车速时，控制所述缩减调节条件处于激活状态；
    在未检测到所述能量回收信号时，控制所述缩减调节条件处于关闭状态；
    在检测到所述能量回收信号，且所述当前车速小于或等于所述拐点车速时，控制所述缩减调节条件维持当前所处的状态；
    在检测到所述能量回收信号，且所述缩减调节条件处于激活状态时，根 据所述可用充电功率上限值及所述第一目标回收功率上限值，确定所述第一能量回收扭矩曲线的缩减比例；
    在检测到所述能量回收信号，且所述缩减调节条件处于关闭状态时，确定所述第一能量回收扭矩曲线的缩减比例为1。
  3. 根据权利要求1所述的方法，其特征在于，所述方法还包括：
    在所述可用充电功率上限值大于或等于所述第一目标回收功率上限值时，若检测到所述能量回收信号，则根据所述第一能量回收扭矩曲线，控制所述驱动电机回收能量，并对所述电池进行充电。
  4. 根据权利要求2所述的方法，其特征在于，所述根据所述可用充电功率上限值及所述第一目标回收功率上限值，确定所述第一能量回收扭矩曲线的缩减比例，包括：
    由所述可用充电功率上限值及所述第一目标回收功率上限值的比值，确定比例因子；
    获取预设修正因子，并由所述比例因子及预设修正因子，确定所述缩减比例。
  5. 根据权利要求1所述的方法，其特征在于，由所述第二能量回收扭矩曲线所确定的第二目标回收功率上限值等于所述电池的可用充电功率上限值。
  6. 一种能量回收控制系统，应用于车辆，所述车辆包括驱动电机及与所述驱动电机电连接的电池，其特征在于，所述车辆中预置有针对所述驱动电机的第一能量回收扭矩曲线，所述第一能量回收扭矩曲线用于表示所述驱动电机的能量回收扭矩与车速的对应关系，所述系统包括：
    第一确定模块，用于根据所述第一能量回收扭矩曲线，确定第一目标回收功率上限值；
    第二确定模块，用于确定所述电池的可用充电功率上限值；
    第三确定模块，用于在所述可用充电功率上限值小于所述第一目标回收功率上限值时，根据所述可用充电功率上限值及所述第一能量回收扭矩曲线，确定拐点车速，所述拐点车速为所述第一能量回收扭矩曲线上能量回收功率等于所述可用充电功率上限值的扭矩点所对应的车速；
    第四确定模块，用于检测所述车辆的能量回收信号及当前车速，并根据所述能量回收信号的检测结果、所述当前车速、所述拐点车速、所述可用充电功率上限值及所述第一目标回收功率上限值，确定所述第一能量回收扭矩曲线的缩减比例；
    缩减调整模块，用于根据所述缩减比例，对所述第一能量回收扭矩曲线进行缩减调整，形成第二能量回收扭矩曲线；
    第一控制模块，用于在所述可用充电功率上限值小于所述第一目标回收功率上限值时，若检测到所述能量回收信号，则根据所述第二能量回收扭矩曲线，控制所述驱动电机回收能量，并对所述电池进行充电。
  7. 根据权利要求6所述的系统，其特征在于，所述车辆中预置有缩减调节条件；
    所述第四确定模块，包括：
    第一控制子模块，用于在检测到所述能量回收信号，且所述当前车速大于所述拐点车速时，控制所述缩减调节条件处于激活状态；
    第二控制子模块，用于在未检测到所述能量回收信号时，控制所述缩减调节条件处于关闭状态；
    第三控制子模块，用于在检测到所述能量回收信号，且所述当前车速小于或等于所述拐点车速时，控制所述缩减调节条件维持当前所处的状态；
    第一确定子模块，用于在检测到所述能量回收信号，且所述缩减调节条件处于激活状态时，根据所述可用充电功率上限值及所述第一目标回收功率上限值，确定所述第一能量回收扭矩曲线的缩减比例；
    第二确定子模块，用于在检测到所述能量回收信号，且所述缩减调节条件处于关闭状态时，确定所述第一能量回收扭矩曲线的缩减比例为1；
    所述第一确定子模块，包括：
    第一确定单元，用于根据所述可用充电功率上限值及所述第一目标回收功率上限值的比值，确定比例因子；
    第二确定单元，用于获取预设修正因子，并由所述比例因子及预设修正因子，确定所述缩减比例。
  8. 根据权利要求6所述的系统，其特征在于，所述系统还包括：
    第二控制模块，用于在所述可用充电功率上限值大于或等于所述第一目标回收功率上限值时，若检测到所述能量回收信号，则根据所述第一能量回收扭矩曲线，控制所述驱动电机回收能量，并对所述电池进行充电。
  9. 根据权利要求6所述的系统，其特征在于，由所述第二能量回收扭矩曲线所确定的第二目标回收功率上限值等于所述电池的可用充电功率上限值。
  10. 一种车辆，其特征在于，所述车辆包括如权利要求6～9任一所述的能量回收控制系统。
  11. 一种计算处理设备，其特征在于，包括：
    存储器，其中存储有计算机可读代码；
    一个或多个处理器，当所述计算机可读代码被所述一个或多个处理器执行时，所述计算处理设备执行如权利要求1-5中任一项所述的能量回收控制方法。
  12. 一种计算机程序，包括计算机可读代码，当所述计算机可读代码在计算处理设备上运行时，导致所述计算处理设备执行根据权利要求1-5中任一项所述的能量回收控制方法。
  13. 一种计算机可读介质，其中存储了如权利要求12所述的计算机程序。
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