CN117302219A

CN117302219A - Braking control method and system for recovering sliding energy and electronic equipment

Info

Publication number: CN117302219A
Application number: CN202311305793.3A
Authority: CN
Inventors: 丁济凡; 陈卫方; 李仕成; 满全平; 金鑫
Original assignee: Dongfeng Motor Group Co Ltd
Current assignee: Dongfeng Motor Group Co Ltd
Priority date: 2023-10-08
Filing date: 2023-10-08
Publication date: 2023-12-29

Abstract

The disclosure provides a braking control method, a braking control system and electronic equipment for vehicle sliding energy recovery, wherein the braking control method comprises the following steps: acquiring the required power for recovering the sliding energy of the vehicle and the power consumption of the whole vehicle; judging whether the power consumption of the whole vehicle is larger than the required power or not; and under the condition that the temperature of the battery is in a preset control temperature range, if the power consumption of the whole vehicle is smaller than the required power, adjusting the upper limit value and/or the lower limit value of the preset control temperature range until the power consumption of the whole vehicle is larger than or equal to the required power. In this way, the embodiment of the disclosure adjusts the power consumption of the whole vehicle until the power consumption of the whole vehicle is greater than or equal to the recovery of the sliding energy, so that the provided negative torque meets the braking requirement of the recovery of the sliding energy of the vehicle.

Description

Braking control method and system for recovering sliding energy and electronic equipment

Technical Field

The disclosure relates to the technical field of automobiles, in particular to a braking control method and a braking control system for vehicle sliding energy recovery.

Background

In the running process, vehicles such as an electric vehicle or a hybrid vehicle generally utilize a vehicle to drag a motor to generate power, so that the functions of sliding energy recovery and braking energy recovery are realized. Therefore, the vehicle speed can be maintained stable, and the surplus energy can be recovered to supplement the electric energy for the battery. However, when the battery is in a full-charge state or the battery temperature is too low, the battery has no charging capacity, the vehicle sliding recovery capacity obtained by calculation of the whole vehicle control unit (Vehicle Control Unit, VCU) is small, the sliding energy recovery of the vehicle cannot be realized, and the difference of driving feeling can be brought, especially when the vehicle descends a steep slope, so that the safety risk exists.

Disclosure of Invention

In view of the above, the embodiments of the present disclosure provide a braking control method, system and electronic device for vehicle coasting energy recovery, so as to meet the braking requirement of coasting energy recovery. Meanwhile, continuous acceleration of the vehicle under the working conditions such as downhill and the like can be avoided, and the safety performance of the vehicle is improved.

The technical scheme of the invention is realized as follows:

the embodiment of the disclosure provides a braking control method for vehicle sliding energy recovery, comprising the following steps: acquiring the required power for recovering the sliding energy of the vehicle and the power consumption of the whole vehicle; judging whether the power consumption of the whole vehicle is larger than the required power or not; and under the condition that the battery temperature of the vehicle is in a preset control temperature range, if the power consumption of the whole vehicle is smaller than the required power, adjusting the upper limit value and/or the lower limit value of the preset control temperature range until the power consumption of the whole vehicle is larger than or equal to the required power.

In the above scheme, the brake control method further includes: detecting the air pressure of an air cylinder of an air suspension; if the air pressure of the air bottle is lower than a preset value, starting an air pump of the air suspension until the power consumption of the whole automobile is greater than or equal to the required power.

In the above scheme, the upper limit value of the preset control temperature range is the cooling start temperature of the battery; the lower limit value of the preset control temperature range is the heating starting temperature of the battery; under the condition that the temperature of the battery is in a preset control temperature range, if the power consumption of the whole vehicle is smaller than the required power, the preset control temperature range is adjusted until the power consumption of the whole vehicle is larger than or equal to the required power, and the method comprises the following steps: lowering the upper limit value of the preset control temperature range and/or raising the lower limit value of the preset control temperature range; and comparing the battery temperature with the upper limit value and the lower limit value of the adjusted preset control temperature range, and starting a corresponding electrical appliance accessory according to the comparison result.

In the above-mentioned scheme, electrical accessory includes: an air conditioner compressor and an electric heater; opening the corresponding electrical accessory according to the comparison result, including: if the current battery temperature is greater than the upper limit value of the current preset control temperature range, starting an air conditioner compressor; or if the current battery temperature is smaller than the lower limit value of the current preset control temperature range, the electric heater is started.

In the above scheme, if the power consumption of the whole vehicle is smaller than the required power under the condition that the battery temperature is within the preset control temperature range, the preset control temperature range is adjusted until the power consumption of the whole vehicle is greater than or equal to the required power, and the method further comprises: adjusting the upper limit value/lower limit value of a preset control temperature range to be a first threshold temperature; determining a temperature difference between the first threshold temperature and the battery temperature, and determining the power consumption of the electrical appliance accessory according to the temperature difference; calibrating the power consumption of the whole vehicle according to the state information of the battery; the state information of the battery includes: battery state of charge and battery temperature; if the current power consumption of the whole vehicle is smaller than the required power, adjusting the upper limit value/the lower limit value of the preset control temperature range to be a second threshold value temperature; the difference between the second threshold temperature and the battery temperature is greater than the difference between the first threshold temperature and the battery temperature.

In the above-mentioned scheme, obtain the demand power that vehicle coast energy recovery, include: under the condition that the vehicle is in a sliding working condition, determining the wheel end torque and the motor rotating speed of the vehicle according to the gradient, the opening degree of an accelerator pedal and the vehicle speed; and determining the required power for recovering the sliding energy according to the wheel end torque and the motor rotating speed.

In the above scheme, the method for obtaining the whole vehicle power consumption for recovering the vehicle sliding energy comprises the following steps: acquiring battery charging power and total accessory power; and calculating the power consumption of the whole vehicle according to the battery charging power and the total power of accessories.

The embodiment of the disclosure also provides a vehicle-mounted wireless charging brake control system, which comprises: the acquisition module is configured to acquire the required power recovered by the vehicle sliding energy and the whole vehicle power consumption; the judging module is configured to judge whether the power consumption of the whole vehicle is larger than the required power or not; and the control module is configured to adjust the upper limit value and/or the lower limit value of the preset control temperature range until the power consumption of the whole vehicle is greater than or equal to the required power if the power consumption of the whole vehicle is less than the required power under the condition that the temperature of the battery is in the preset control temperature range.

In the above scheme, the control module is further configured to detect the air pressure of the air cylinder of the air suspension; and if the air pressure of the air bottle is lower than a preset value, starting an air pump of the air suspension until the power consumption of the whole vehicle is greater than or equal to the required power.

The embodiment of the disclosure also provides an electronic device, including: a memory configured to store executable instructions; and a processor configured to implement the brake control method in the above scheme when executing the executable instructions stored in the memory.

The embodiment of the disclosure discloses a brake control method, comprising the following steps: acquiring the required power for recovering the sliding energy of the vehicle and the power consumption of the whole vehicle; judging whether the power consumption of the whole vehicle is larger than the required power or not; and under the condition that the battery temperature of the vehicle is in a preset control temperature range, if the power consumption of the whole vehicle is smaller than the required power, adjusting the upper limit value and/or the lower limit value of the preset control temperature range until the power consumption of the whole vehicle is larger than or equal to the required power. In this way, the embodiment of the disclosure adjusts the power consumption of the whole vehicle until the power consumption of the whole vehicle is greater than or equal to the recovery of the sliding energy, so that the provided negative torque meets the braking requirement of the recovery of the sliding energy of the vehicle. Therefore, according to the first aspect, the braking requirement of the sliding energy recovery is met, continuous acceleration of the vehicle under working conditions such as downhill can be avoided, and the safety performance of the vehicle is improved. In the second aspect, the use of a vehicle braking system (mechanical brake) can be reduced in the process of recovering the sliding energy, overheat failure and abrasion of a service braking system are avoided, the safety of the vehicle is improved, the intervention of a driver is reduced, and good driving comfort is provided. In a third aspect, recovered energy is increased and energy consumption of the vehicle is reduced.

Drawings

Fig. 1 is a schematic flow chart of a brake control method according to an embodiment of the disclosure;

FIG. 2 is a schematic flow chart of a brake control system according to an embodiment of the disclosure;

FIG. 3 is a schematic illustration of a vehicle power architecture provided by an embodiment of the present disclosure;

FIG. 4 is a schematic diagram of a performance characteristic of a battery provided in an embodiment of the present disclosure;

fig. 5 is a second schematic flow chart of a braking control method according to an embodiment of the disclosure;

fig. 6 is a flowchart illustrating a brake control method according to an embodiment of the present disclosure;

FIG. 7 is a schematic illustration of a vehicle condition provided by an embodiment of the present disclosure;

fig. 8 is a flowchart of a brake control method according to an embodiment of the present disclosure;

fig. 9 is a second schematic structural diagram of a brake control system according to an embodiment of the present disclosure;

fig. 10 is a schematic structural diagram of an electronic device according to an embodiment of the disclosure.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the present disclosure more apparent, the technical solutions of the present disclosure are further elaborated below in conjunction with the drawings and the embodiments, and the described embodiments should not be construed as limiting the present disclosure, and all other embodiments obtained by those skilled in the art without making inventive efforts are within the scope of protection of the present disclosure.

In the following description, reference is made to "some embodiments" which describe a subset of all possible embodiments, but it is to be understood that "some embodiments" can be the same subset or different subsets of all possible embodiments and can be combined with one another without conflict.

If a similar description of "first/second" appears in the application document, the following description is added, in which the terms "first/second/third" merely distinguish similar objects and do not represent a specific ordering of the objects, it being understood that "first/second/third" may, where allowed, interchange a specific order or precedence, to enable embodiments of the disclosure described herein to be practiced otherwise than as illustrated or described herein.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. The terminology used herein is for the purpose of describing embodiments of the present disclosure only and is not intended to be limiting of the present disclosure.

FIG. 1 is a schematic flow chart of an alternative braking control method for vehicle coasting energy recovery provided by an embodiment of the present disclosure, which will be described in connection with the steps shown in FIG. 1.

S101, acquiring the required power recovered by the sliding energy of the vehicle and the power consumption of the whole vehicle.

S102, judging whether the power consumption of the whole vehicle is larger than the required power.

FIG. 2 is a schematic diagram of an alternative brake control system 100, it being noted that the brake control system 100 of FIG. 2 may be used to implement the brake control method of vehicle coasting energy recovery shown in FIG. 1. The brake control system 100 may include a vehicle control unit (Vehicle Control Unit, VCU) 110, a battery management system (Battery Management System, BMS) 120, an electrical accessory 130, a motor control unit (Motor Control Unit, MCU) 140, a battery 150, and a motor 160. The electrical accessory 130 may include a direct current (DC-DC) converter 131, an electric heater 132, an Air Conditioner (AC) compressor 133, and the like. During coasting energy recovery of the vehicle, the brake control system 100 recovers excess energy released by the vehicle during coasting and converts it to electrical energy via the electric machine 160, which in turn, is stored in the battery 150 and/or used to power the electrical accessories 130.

In the embodiment of the disclosure, referring to fig. 2, the power consumption of the whole vehicle may include the total accessory power p_aux and the battery charging power p_bms_charge. The accessory total power p_aux is the power consumption of the electrical accessory 130 of the vehicle. The whole vehicle control unit 110 can obtain the power consumption of the electric heater 132, the direct current converter 131, the air conditioner compressor 133 and other devices, and calculate the total accessory power P_Aux of the electric accessory 130. The battery management system 120 may obtain the battery charge power p_bms_charge of the battery 150. Further, the vehicle control unit 110 may calculate the vehicle power consumption of the vehicle based on the accessory total power p_aux and the battery charging power p_bms_charge.

Fig. 3 is an alternative hybrid powertrain configuration for a vehicle 200 provided in an embodiment of the present disclosure, where it is noted that the vehicle 200 may be in a p1+p3 hybrid configuration. The disclosed embodiments are illustrated with vehicle 200 in a P1+P3 hybrid configuration, and vehicle 200 may be in other hybrid powertrain configurations, without limitation. The motor 160 shown in fig. 2 is represented in fig. 3 in the form of a P1 motor 161 and a P3 motor 162, i.e., the motor 160 in fig. 2 may include the P1 motor 161 and the P3 motor 162 in fig. 3. The P1 motor 161 is located between the engine 201 and the clutch 202, and is directly connected to the engine 201. The P3 motor 162 is located at the rear end of the gearbox 203, mounted between the gearbox 203 and the differential 205. The power generated by the engine 201, the P1 motor 161, and the P3 motor 162 drives the wheels 204 to rotate.

In the embodiment of the disclosure, in conjunction with fig. 2 and 3, during the coasting energy recovery of the vehicle 200, the whole vehicle control unit 110 may control the motor control unit 140 based on the battery charging power p_bms_charge of the battery 150 and the accessory total power p_aux of the electrical accessory 130, so that the motor 160 generates a corresponding negative torque to provide the braking force required for the coasting energy recovery to the vehicle 200. However, in the case where the battery charge power p_bms_charge and/or the total accessory power p_aux of the vehicle are low, the negative torque provided by the motor 160 may not meet the braking force demand of the current vehicle condition, and thus the vehicle 200 may not realize the coasting energy recovery. Accordingly, the brake control system 100 needs to determine whether the negative torque provided by the motor 160 can meet the braking force demand for the current vehicle operating conditions.

In the embodiment of the disclosure, referring to fig. 2, the whole vehicle control unit 110 may calculate the wheel end torque required for braking in the coasting energy recovery based on the conditions of the gradient of the vehicle under the coasting working condition, the gradient of the accelerator pedal, the vehicle speed, and the like. Further, the required power p_regen for coasting energy recovery is determined based on the wheel end torque and the motor rotation speed. In this way, the required power p_regen obtained by the embodiment of the disclosure can represent the braking requirement of the current vehicle working condition for the coasting energy recovery, and the obtained power consumption of the whole vehicle can represent the negative torque provided by the motor in the coasting energy recovery. Therefore, the embodiment of the disclosure can judge whether the negative torque confirmed based on the power consumption of the whole vehicle can meet the braking requirement of the vehicle for recovering the coasting energy by comparing the power consumption of the whole vehicle with the required power P_regen.

And S103, under the condition that the battery temperature of the vehicle is in a preset control temperature range, if the power consumption of the whole vehicle is smaller than the required power, adjusting the upper limit value and/or the lower limit value of the preset control temperature range until the power consumption of the whole vehicle is larger than or equal to the required power.

In the embodiment of the disclosure, referring to fig. 2, the temperature of the battery has a great influence on the performance and service life of the battery; and the temperature of the battery also affects the charge power and discharge power of the battery, and thus, the working efficiency of the battery. For example, a battery temperature of a lithium ion battery exceeding 60 ℃ may damage the battery, thereby affecting battery life. Too low a temperature of the lithium ion battery may result in that a part of the electric quantity is not discharged, resulting in low capacity of the lithium ion battery. Accordingly, the vehicle generally heats up the battery 150 by turning on the electric heater 132, and cools down the battery 150 by turning on the air conditioner compressor 133; thereby ensuring that the battery can be within a suitable temperature range.

It should be noted that, referring to fig. 2, in the process of adjusting the temperature of the battery 150, turning on the air conditioner compressor 133 and the electric heater 132 increases the energy consumption of the vehicle, which may affect the energy consumption of the vehicle. Also, as the battery 150 approaches the optimal operating temperature of the battery, the same energy is consumed and the performance of the battery 150 is improved only a limited amount. For example, as shown in fig. 4, as the temperature of the battery 150 increases, the discharge efficiency of the battery 150 increases and then decreases, and the optimum operating temperature of the battery 150 is approximately 25 ℃. Therefore, in order to achieve both the performance of the battery 150 and the energy consumption of the temperature control, the preset control temperature range of the vehicle may be set to 0 ℃ to 40 ℃, that is, the upper limit value of the preset control temperature range is 40 ℃, and the lower limit value of the preset control temperature range is 0 ℃.

In the embodiment of the disclosure, referring to fig. 2, when the temperature of the battery 150 of the vehicle is within the preset control temperature range and the power consumption of the whole vehicle is smaller than the required power p_regen, it is indicated that the negative torque provided by the motor 160 cannot meet the braking requirement for recovering the coasting energy under the current vehicle working condition. Therefore, the present disclosure may reduce the upper limit value of the preset temperature control range or increase the lower limit value of the threshold temperature control range, so as to open the corresponding electrical accessory 130, and increase the power consumption of the whole vehicle, so that the negative torque generated by the motor 160 can meet the braking requirement of recovering the sliding energy under the current vehicle working condition. For example, if the power consumption of the whole vehicle is smaller than the required power p_regen in the case that the preset temperature control range is 0 ℃ to 40 ℃ and the obtained battery temperature is 39 ℃, the whole vehicle control unit 110 may decrease the upper limit value of the preset temperature control range and adjust the upper limit value of the preset temperature control range from 40 ℃ to 30 ℃. At this time, the temperature of the battery 150 is outside the preset temperature control range, and the vehicle control unit 110 will start the corresponding air-conditioning compressor 133 until the power consumption of the vehicle is greater than or equal to the required power p_regen. Thus, the negative torque provided by the motor 160 can meet the braking demand for coasting energy recovery at the current vehicle operating conditions.

It can be appreciated that the embodiment of the disclosure may obtain the power consumption of the entire vehicle and the power demand for recovering the sliding energy of the vehicle; and according to the comparison result of the power consumption of the whole vehicle and the required power recovered by the sliding energy, the temperature of the battery is regulated to improve the power consumption of the whole vehicle until the power consumption of the whole vehicle is greater than or equal to the power recovery of the sliding energy, so that the provided negative torque meets the braking requirement of the vehicle for the power recovery of the sliding energy.

Thus, in the first aspect, the braking force of the vehicle under the limiting working condition can be increased, the braking requirement of the sliding energy recovery is met, continuous acceleration of the vehicle under the working conditions such as downhill and the like can be avoided, and the safety performance of the vehicle is improved. In the second aspect, the use of a vehicle braking system (mechanical brake) can be reduced in the process of recovering the sliding energy, so that overheat failure and abrasion of a service braking system are avoided, and the safety of the vehicle is improved; in addition, the intervention of a driver can be reduced, and good riding comfort can be provided. In the third aspect, the recovered energy can cool or heat the battery in advance, so that the energy consumption of temperature control of the vehicle in the running process is reduced.

In some embodiments of the present disclosure, after S101 to S102 in fig. 1, a braking control method for recovering the vehicle coasting energy may be further implemented through S201 to S202 shown in fig. 5, and the steps will be described.

S201, detecting the air pressure of the air cylinder of the air suspension.

And S202, if the air pressure of the air bottle is lower than a preset value, starting an air pump of the air suspension until the power consumption of the whole automobile is greater than or equal to the required power.

It should be noted that, in general, the air pump only works when the height of the vehicle body needs to be adjusted or the air pressure of the air bottle is too low. And, the vehicle body height is adjusted when the vehicle is stationary.

In the embodiment of the disclosure, referring to fig. 2, when the temperature of the battery 150 of the vehicle is within the preset control temperature range and the power consumption of the whole vehicle is smaller than the required power p_regen, it is indicated that the negative torque provided by the motor 160 cannot meet the braking requirement for recovering the coasting energy under the current vehicle working condition. Therefore, the air cylinder pressure of the air suspension can be detected, and if the air cylinder pressure is lower than a preset value, the air pump of the air suspension is started, so that the power consumption of the whole vehicle is greater than or equal to the required power P_regen. In this way, the negative torque produced by the motor 160 can meet the braking demand for coasting energy recovery under current vehicle conditions. Therefore, the braking force of the vehicle under the limiting working condition can be increased, the braking requirement of the sliding energy recovery is met, continuous acceleration of the vehicle under the working conditions such as downhill and the like can be avoided, and the safety performance of the vehicle is improved. Meanwhile, the energy recovered in the vehicle sliding energy recovery process is utilized to charge the air bottle, so that the energy consumption of the vehicle can be further reduced.

In some embodiments of the present disclosure, S103 shown in fig. 1 may be further implemented through S301 to S302, and each step will be described.

S301, reducing the upper limit value of the preset control temperature range and/or increasing the lower limit value of the preset control temperature range.

In the embodiment of the present disclosure, referring to fig. 2, the upper limit value of the preset control temperature range is the cooling start temperature of the battery; the lower limit value of the preset control temperature range is the heating start temperature of the battery. The upper limit value of the preset control temperature range is reduced and/or the lower limit value of the preset control temperature range is increased. For example, the upper limit value of the preset temperature control range is adjusted from 40 ℃ to 30 ℃, and the lower limit value of the preset temperature control range is adjusted from 0 ℃ to 20 ℃. When the temperature of the battery 150 is 35 ℃, the battery management system 120 will not cool the battery 150 before adjusting the upper limit value of the preset temperature control range, and after adjusting the upper limit value of the preset temperature control range from 40 ℃ to 30 ℃, the air conditioner compressor 133 can be started in advance to cool the battery 150. Therefore, the power consumption of the whole vehicle can be improved.

It should be noted that, the upper limit value and the lower limit value of the preset temperature control range may be other values set according to the actual requirement, which are not limited herein.

S302, comparing the battery temperature with the upper limit value and the lower limit value of the adjusted preset control temperature range, and starting corresponding electrical accessories according to the comparison result.

In the embodiment of the disclosure, referring to fig. 2, the battery management system 120 may compare the temperature of the battery 150 with the upper limit value and the lower limit value of the preset control temperature range, and further determine whether the temperature of the battery 150 is too low or too high, so as to selectively turn on the corresponding electrical accessory 130. The electric accessory 130 includes a dc converter 131, an electric heater 132, an air conditioner compressor 133, and the like. When the temperature of the battery 150 is less than 20 ℃, the vehicle turns on the electric heater 132 to heat the battery 150 until the temperature of the battery 150 is greater than or equal to 20 ℃; or, when the temperature of the battery 150 is greater than 30 ℃, the vehicle starts the air conditioner compressor 133 to cool the battery 150 until the temperature of the battery 150 is less than or equal to 30 ℃, thereby maintaining the temperature of the battery 150 within the adjusted preset control temperature range (20-30 ℃).

In some embodiments of the present disclosure, S302 may be further implemented through S401 or S402, and each step will be described in connection with.

S401, if the current battery temperature is greater than the upper limit value of the current preset control temperature range, the air conditioner compressor is started.

In the embodiment of the disclosure, referring to fig. 2, if the temperature of the current battery 150 is greater than the upper limit value of the current preset control temperature range, the battery 150 needs to be cooled. The vehicle control unit 110 may start the air conditioning compressor 133 to cool the battery 150. Therefore, the total accessory power p_aux, that is, the power consumption of the whole vehicle can be increased so that the power consumption of the whole vehicle is equal to or greater than the required power p_regen for recovery of the coasting energy.

S402, if the current battery temperature is smaller than the lower limit value of the current preset control temperature range, the electric heater is started.

In the embodiment of the present disclosure, referring to fig. 2, if the temperature of the current battery 150 is less than the lower limit value of the current preset control temperature range, the temperature of the battery 150 needs to be raised. The vehicle control unit 110 may turn on the electric heater 132 to heat the battery 150. Therefore, the total accessory power p_aux, that is, the power consumption of the whole vehicle can be increased so that the power consumption of the whole vehicle is equal to or greater than the required power p_regen for recovery of the coasting energy.

In the embodiment of the present disclosure, referring to fig. 2, after the current battery temperature is less than the upper limit value of the current preset control temperature range or the current battery temperature is greater than the lower limit value of the current preset control temperature range, the corresponding electrical accessory 130 may be turned off. The battery management system 120 may set the temperature hysteresis interval at an upper limit value and/or a lower limit value of the preset temperature control range. For example, the temperature hysteresis zone at the upper limit value of the preset temperature control range has a rising edge (RSP) and a falling edge (LSP), the temperature corresponding to the rising edge is higher than the temperature corresponding to the falling edge, the temperature corresponding to the rising edge is 32 ℃, and the temperature corresponding to the falling edge is 28 ℃. When the temperature of the battery 150 is 28 ℃, the battery management system 120 outputs a corresponding flag bit (high level or low level) for indicating whether to turn on the electrical accessory to the vehicle control unit 120, and the vehicle control unit 120 selects whether to turn on and off the corresponding electrical accessory 130 based on the received flag bit. In this way, the battery management system 120 determines whether to turn on and off the corresponding electrical accessory 130 according to the preset temperature control range in which the temperature hysteresis zone is added. Therefore, abrupt change of the braking force of the vehicle can be avoided, and the running smoothness is further improved.

In some embodiments of the present disclosure, S103 in fig. 1 may be further implemented through S501 to S504 shown in fig. 6, and each step will be described in connection.

S501, adjusting the upper limit value/the lower limit value of a preset control temperature range to be a first threshold temperature.

S502, determining a temperature difference between the first threshold temperature and the battery temperature, and determining the power consumption of the electrical appliance accessory according to the temperature difference.

In the embodiment of the present disclosure, referring to fig. 2, the vehicle control unit 110 may adjust the upper limit value/the lower limit value of the preset control temperature range to the first threshold temperature. Taking the adjustment of the upper limit value of the preset control temperature range as an example, the following description will be given: the first threshold temperature may be 30 ℃. The first threshold temperature may be other temperature values determined based on actual heating requirements, without limitation.

S503, calibrating the power consumption of the whole vehicle according to the state information of the battery; the state information of the battery includes: battery state of charge and battery temperature.

In the embodiment of the disclosure, referring to fig. 2, when the battery 150 is at different temperatures and states of charge, there is a difference in the battery charging power p_bms_charge corresponding to the battery 150. Therefore, the preset control temperature ranges are different, and in the corresponding temperature control process, the temperature ranges of the battery 150 are different, and the corresponding p_bms_charge of the battery 150 changes. Thus, the battery management system 120 needs to calibrate the battery charge power p_bms_charge of the battery 150.

S504, if the current power consumption of the whole vehicle is smaller than the required power, adjusting the upper limit value/lower limit value of a preset control temperature range to be a second threshold value temperature; the difference between the second threshold temperature and the battery temperature is greater than the difference between the first threshold temperature and the battery temperature.

In the embodiment of the disclosure, referring to fig. 2, when the vehicle control unit 110 adjusts the upper limit value/lower limit value of the preset control temperature range to the first threshold temperature, if the current vehicle power consumption is smaller than the required power p_regen, the vehicle control unit 110 may adjust the upper limit value/lower limit value of the preset control temperature range to the second threshold temperature; the difference between the second threshold temperature and the battery temperature is greater than the difference between the first threshold temperature and the battery temperature. That is, the embodiment of the present disclosure may set a plurality of temperature intervals, in which the electric heater 132 or the air conditioner compressor 133 is controlled to operate at different constant powers, and an appropriate temperature interval is selected among the temperature intervals to precisely adjust the temperature of the battery 150. In this way, the temperature adjustment accuracy of the battery can be improved. Meanwhile, the whole power consumption of the vehicle is calibrated according to different temperature intervals, and the sudden increase or decrease of the whole power consumption of the vehicle can be avoided, so that the repeated opening and closing of electric accessories are avoided.

In some embodiments of the present disclosure, S101 in fig. 1 may be further implemented through S601 to S602, and each step will be described in connection.

S601, under the condition that the vehicle is in a sliding working condition, determining the wheel end torque and the motor rotating speed of the vehicle according to the gradient, the opening degree of an accelerator pedal and the vehicle speed.

Fig. 7 is a schematic diagram of an alternative vehicle condition provided by an embodiment of the present disclosure, where the coordinate in the X direction in the figure is the opening of the accelerator pedal of the vehicle, and the unit is%. The Y-direction coordinates are the speed of the vehicle in km/h. The coordinate in the Z direction is the wheel end torque of the vehicle in N x m.

In the embodiment of the disclosure, referring to fig. 2, when the vehicle is in a coasting condition, the whole vehicle control unit 110 may calculate the wheel end torque of the coasting energy recovery according to the conditions such as the accelerator pedal opening, the vehicle speed, and the like, and the curve shown in fig. 7. For example, when the vehicle speed is 50km/h and the accelerator pedal opening of the vehicle is 10%, the wheel end torque of the motor can be calculated to be-200N x m. Then, the whole vehicle control unit 110 may correct the wheel end torque recovered by the sliding energy according to the current gradient of the vehicle, so as to obtain the final wheel end torque.

In the embodiment of the disclosure, the motor may be directly connected to the wheel, and the rotational speed of the motor and the rotational speed of the wheel are fixed. Thus, the motor rotation speed can be calculated based on the vehicle speed.

S602, determining the required power for recovering the sliding energy according to the wheel end torque and the motor rotating speed.

In the embodiment of the disclosure, the required recovery power depends on the wheel end torque of the vehicle and the motor speed of the vehicle, and thus, in calculating the wheel end torque and the motor speed of the vehicle, the required power p_regen for the coasting energy recovery may be determined according to the wheel end torque and the motor speed.

In some embodiments of the present disclosure, S101 in fig. 1 may be further implemented through S701 to S702, and each step will be described in connection with.

And S701, acquiring battery charging power and total accessory power.

In the embodiment of the present disclosure, referring to fig. 2, the battery management system 120 may obtain the battery charging power p_bms_charge, and the vehicle control unit 110 may obtain the accessory total power p_aux of the electrical accessory 130.

S702, calculating the power consumption of the whole vehicle according to the battery charging power and the total power of accessories.

It should be noted that the accessory power p_aux may be defined as a positive value, and the battery charging power p_bms_charge may be defined as a negative value.

In the disclosed embodiment, referring to fig. 2, the appliance accessory 130 may calculate the total accessory power p_aux, that is, the accessory total power p_aux=p_dcdc+p_ac+p_ptc, with the load p_dcdc of the dc converter 131, the load p_ptc of the electric heater, and the load p_ac of the air conditioner compressor 133.

In the embodiment of the disclosure, referring to fig. 2, when the battery 150 is at different temperatures and states of charge, there is a difference in the battery charging power p_bms_charge corresponding to the battery. The whole vehicle control unit 110 may calculate the whole vehicle power consumption according to the battery charging power p_bms_charge and the accessory total power p_aux, and calibrate the whole vehicle power consumption to obtain the final whole vehicle power consumption=p_bms_charge-p_aux+p_offset.

In the embodiment of the present disclosure, a brake control method for vehicle coasting energy recovery may be further implemented through S801 to S812 shown in fig. 8, and each step will be described.

S801, the opening degree of an accelerator pedal, the vehicle speed and the gradient are obtained to calculate the required power for recovering the sliding energy.

S802, calculating the power consumption of the whole vehicle according to the battery charging power of the battery management system and the total power of accessories of the electric appliance.

S803, judging whether the required power is larger than the power consumption of the whole vehicle.

In the embodiment of the present disclosure, referring to fig. 2, the whole vehicle control unit 110 obtains the accelerator pedal opening, the vehicle speed and the gradient to calculate the required power p_regen for the coasting energy recovery. The vehicle control unit 110 may calculate the vehicle power consumption p_bms_charge-p_aux+p_offset according to the battery charging power p_bms_charge of the battery management system 120 and the total accessory power p_aux of the electrical accessory 130. Furthermore, the vehicle control unit 110 may compare whether the vehicle power consumption p_bms_charge-p_aux+p_offset is equal to or greater than the required power for coasting energy recovery p_regen. If the result is true, the power consumption power P_bms_charge-P_Aux+P_offset of the whole vehicle is larger than or equal to the required power P_regen for acquiring and comparing the coasting energy recovery, which represents that the coasting recovery power can be met, and the process is finished. If the vehicle power consumption P_bms_charge-P_Aux+P_offset is less than the required power P_regen for acquiring the comparative coasting energy recovery, the vehicle power consumption P_bms_charge-P_Aux+P_offset represents insufficient coasting recovery capability and the recovery capability needs to be increased.

S804, starting an inflator pump of the air conditioner suspension, and automatically loading the increased power consumption load into the power consumption of the direct current converter, thereby increasing the total power of accessories.

In the embodiment of the present disclosure, referring to fig. 2, the whole vehicle control unit 110 determines whether the air pressure in the air suspension cylinder is lower than a certain value. If the air pressure in the air suspension air cylinder is lower than a certain value, the whole vehicle control unit 110 starts the inflator pump, and the increased power consumption load is automatically added into the power consumption load of the direct current converter 131. Thereby increasing the total accessory power p_aux.

S805, judging whether the required power is larger than the power consumption of the whole vehicle.

In the embodiment of the present disclosure, referring to fig. 2, the vehicle control unit 110 determines that the required power for coasting energy recovery p_regen > p_bms_charge-p_aux+p_offset. If the result is true, the coasting recovery power can be met, and ending; if false, it is necessary to increase the recovery capacity, which represents insufficient skid recovery capacity.

S806, judging whether the battery temperature is smaller than a calibration value.

In the embodiment of the disclosure, referring to fig. 2, the vehicle control unit 110 may determine whether the battery temperature is less than the calibration value, that is, the vehicle control unit 110 may determine the temperature of the battery 150 according to the adjusted lower limit value of the preset temperature control range.

S807, raising the heating starting temperature of the battery, starting the electric heater to heat, sending the heating load of the electric heater to the whole vehicle control unit, and adding the heating load to the total power of the accessories.

In the embodiment of the disclosure, referring to fig. 2, if the temperature of the battery 150 is lower than a calibration value (e.g., 20 ℃) that is lower than the lower limit value of the adjusted preset temperature control range, the vehicle control unit 110 may control the electric heater 132 to heat and send the calculated load p_ptc to the vehicle control unit 110 to increase the total accessory power p_aux.

S808, judging whether the required power is larger than the power consumption of the whole vehicle.

S809, judging whether the battery temperature is greater than a calibration value.

In the embodiment of the disclosure, referring to fig. 2, the vehicle control unit 110 may determine whether the battery temperature is greater than the calibration value, that is, the vehicle control unit 110 may determine the temperature of the battery 150 according to the adjusted upper limit value of the preset temperature control range.

S810, reducing the cooling start temperature of the battery pack, starting an air conditioner compressor, and sending a cooling load to the whole vehicle control unit by the air conditioner compressor to increase the total power of accessories.

In the embodiment of the disclosure, referring to fig. 2, if the temperature of the battery 150 is higher than a calibration value (e.g., 30 ℃) that is, higher than the upper limit value of the adjusted preset temperature control range, the vehicle control unit 110 may control the air conditioner compressor 133 to cool down and send the calculated load p_ac to the vehicle control unit 110, thereby increasing the total accessory power p_aux.

S811, judging whether the required power is larger than the power consumption of the whole vehicle.

S812, after the measures are executed, the required power is equal to the power consumption of the whole vehicle.

Fig. 9 is a schematic diagram of an alternative structure of a brake control system 100 according to an embodiment of the present disclosure, where the brake control system 100 includes: an acquisition module 10, a judgment module 20 and a control module 30. The acquisition module 10 is configured to acquire the required power for vehicle coasting energy recovery and the entire vehicle power consumption. The determining module 20 is configured to determine whether the vehicle power consumption is greater than the demand power. The control module 30 is configured to adjust the upper limit value and/or the lower limit value of the preset control temperature range until the power consumption of the whole vehicle is greater than or equal to the required power if the power consumption of the whole vehicle is less than the required power when the battery temperature is within the preset control temperature range.

It should be noted that, the acquiring module 10, the judging module 20, and the control module 30 in fig. 9 may be all disposed in the vehicle control unit 110 in fig. 2.

In the embodiment of the present disclosure, referring to fig. 9, the acquiring module 10 may acquire the power consumption of the entire vehicle and the required power for recovering the coasting energy. The judging module 20 can judge the relation between the power consumption of the whole vehicle and the required power recovered by the sliding energy. The control module 30 may adjust the temperature of the battery according to the comparison result of the power consumption of the whole vehicle and the required power recovered by the sliding energy, so as to increase the power consumption of the whole vehicle until the power consumption of the whole vehicle is greater than or equal to the recovery of the sliding energy. In this way, the control module 30 enables the provided negative torque to meet the braking requirement of vehicle sliding energy recovery, so that continuous acceleration of the vehicle under the working conditions of downhill and the like can be avoided, and the safety performance of the vehicle is improved. In addition, the use of a vehicle braking system (mechanical brake) can be reduced, overheat failure and abrasion of a service braking system are avoided, and the safety of the vehicle is improved; in addition, the intervention of a driver can be reduced, and good riding comfort can be provided. In the third aspect, the recovered energy can cool or heat the battery in advance, so that the energy consumption of temperature control of the vehicle in the running process is reduced.

In some embodiments of the present disclosure, referring to fig. 9, the control module 30 is further configured to detect a cylinder pressure of the air suspension; and if the air pressure of the air bottle is lower than a preset value, starting an air pump of the air suspension until the power consumption of the whole vehicle is greater than or equal to the required power.

In embodiments of the present disclosure, referring to fig. 9, the control module 30 may charge the air bottle with energy recovered during the vehicle coasting energy recovery process, which may further reduce the energy consumption of the vehicle. The negative torque produced by the motor 160 can meet the braking demand for coasting energy recovery under current vehicle conditions. Therefore, the braking force of the vehicle under the limiting working condition can be increased, the braking requirement of the sliding energy recovery is met, continuous acceleration of the vehicle under the working conditions such as downhill and the like can be avoided, and the safety performance of the vehicle is improved.

In the embodiment of the present disclosure, referring to fig. 9, the upper limit value of the preset control temperature range is the cooling start temperature of the battery; the lower limit value of the preset control temperature range is the heating start temperature of the battery. The control module 30 is further configured to decrease an upper limit value of the preset control temperature range and/or increase a lower limit value of the preset control temperature range; and comparing the battery temperature with the upper limit value and the lower limit value of the adjusted preset control temperature range, and starting the corresponding electrical appliance accessory according to the comparison result.

In an embodiment of the present disclosure, referring to fig. 9, an electrical accessory includes: an air conditioner compressor and an electric heater. The control module 30 is further configured to turn on the air conditioner compressor if the current battery temperature is greater than the upper limit of the current preset control temperature range; or if the current battery temperature is smaller than the lower limit value of the current preset control temperature range, the electric heater is started.

In the disclosed embodiment, referring to fig. 9, the control module 30 is further configured to adjust an upper/lower limit value of the preset control temperature range to a first threshold temperature; determining a temperature difference between the first threshold temperature and the battery temperature, and determining the power consumption of the electrical appliance accessory according to the temperature difference; calibrating the power consumption of the whole vehicle according to the state information of the battery; the state information of the battery includes: battery state of charge and battery temperature; and if the current power consumption of the whole vehicle is smaller than the required power, adjusting the upper limit value/the lower limit value of the preset control temperature range to be a second threshold value temperature. The difference between the second threshold temperature and the battery temperature is greater than the difference between the first threshold temperature and the battery temperature.

In the disclosed embodiment, referring to fig. 9, the control module 30 is further configured to determine a wheel end torque and a motor speed of the vehicle according to the gradient, the accelerator pedal opening and the vehicle speed when the vehicle is in a coasting condition; and determining the required power for recovering the sliding energy according to the wheel end torque and the motor rotating speed.

In the disclosed embodiment, referring to fig. 9, the control module 30 is further configured to obtain battery charging power and accessory total power; and calculating the power consumption of the whole vehicle according to the battery charging power and the total power of accessories.

Fig. 10 is a schematic structural diagram of an alternative electronic device 300 provided in an embodiment of the present application, and referring to fig. 8, hardware entities of the electronic device 300 include: a processor 310, a memory 320 and a communication interface 330. The processor 310 generally controls the overall operation of the electronic device 300. The communication interface 330 may enable the electronic device 300 to communicate with other apparatuses or devices over a network. The memory 220 is configured to store instructions and applications executable by the processor 310, and may also cache data (e.g., image data, audio data, voice communication data, and video communication data) to be processed or processed by various modules in the processor 310 and the electronic device 300, and may be implemented by a FLASH memory (FLASH) or a random access memory (Random Access Memory, RAM). The processor 310 is configured to implement the braking control method of vehicle coasting energy recovery in the above-described embodiment when executing the executable instructions stored in the memory 320.

It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.

The foregoing embodiment numbers of the present disclosure are merely for description and do not represent advantages or disadvantages of the embodiments. The methods disclosed in the several method embodiments provided in the present disclosure may be arbitrarily combined without collision to obtain a new method embodiment. The features disclosed in the several product embodiments provided in the present disclosure may be combined arbitrarily without conflict to obtain new product embodiments. The features disclosed in the several method or apparatus embodiments provided in the present disclosure may be arbitrarily combined without any conflict to obtain new method embodiments or apparatus embodiments.

The foregoing is merely specific embodiments of the disclosure, but the protection scope of the disclosure is not limited thereto, and any person skilled in the art can easily think about changes or substitutions within the technical scope of the disclosure, and it is intended to cover the scope of the disclosure. Therefore, the protection scope of the present disclosure shall be subject to the protection scope of the claims.

Claims

1. A braking control method of coasting energy recovery, characterized by comprising:

acquiring the required power for recovering the sliding energy of the vehicle and the power consumption of the whole vehicle;

Judging whether the power consumption of the whole vehicle is larger than the required power or not;

and under the condition that the battery temperature of the vehicle is in a preset control temperature range, if the power consumption of the whole vehicle is smaller than the required power, adjusting the upper limit value and/or the lower limit value of the preset control temperature range until the power consumption of the whole vehicle is larger than or equal to the required power.

2. The brake control method according to claim 1, characterized in that the brake control method further comprises:

detecting the air pressure of an air cylinder of an air suspension;

if the air pressure of the air cylinder is lower than a preset value, starting an air pump suspended by air until the power consumption of the whole vehicle is greater than or equal to the required power.

3. The brake control method according to claim 1, wherein an upper limit value of the preset control temperature range is a cooling-on temperature of the battery; the lower limit value of the preset control temperature range is the heating starting temperature of the battery;

and if the battery temperature is within the preset control temperature range, if the power consumption of the whole vehicle is smaller than the required power, adjusting the preset control temperature range until the power consumption of the whole vehicle is greater than or equal to the required power, including:

Lowering the upper limit value of the preset control temperature range and/or raising the lower limit value of the preset control temperature range;

and comparing the battery temperature with the adjusted upper limit value and lower limit value of the preset control temperature range, and starting a corresponding electrical appliance accessory according to a comparison result.

4. A brake control method according to claim 3, wherein the electrical accessory comprises: an air conditioner compressor and an electric heater; opening the corresponding electrical appliance accessory according to the comparison result, including:

if the current battery temperature is greater than the upper limit value of the current preset control temperature range, starting the air conditioner compressor; or,

and if the current battery temperature is smaller than the lower limit value of the current preset control temperature range, starting the electric heater.

5. The brake control method according to claim 3, wherein if the vehicle power consumption is smaller than the required power in a case where the battery temperature is within the preset control temperature range, the preset control temperature range is adjusted until the vehicle power consumption is greater than or equal to the required power, further comprising:

adjusting the upper limit value/lower limit value of the preset control temperature range to be a first threshold temperature;

Determining a temperature difference between the first threshold temperature and the battery temperature, and determining the power consumption of the electrical appliance accessory according to the temperature difference;

calibrating the whole vehicle power consumption according to the state information of the battery; the state information of the battery includes: a battery state of charge and the battery temperature;

if the current power consumption of the whole vehicle is smaller than the required power, adjusting the upper limit value/the lower limit value of the preset control temperature range to be a second threshold value temperature; the difference between the second threshold temperature and the battery temperature is greater than the difference between the first threshold temperature and the battery temperature.

6. The brake control method according to claim 1, characterized in that the obtaining the required power for vehicle coasting energy recovery includes:

under the condition that the vehicle is in a sliding working condition, determining the wheel end torque and the motor rotating speed of the vehicle according to the gradient, the opening degree of an accelerator pedal and the vehicle speed;

and determining the required power for recovering the sliding energy according to the wheel end torque and the motor rotating speed.

7. The brake control method according to claim 1, characterized in that the obtaining the vehicle power consumption of the vehicle coasting energy recovery includes:

Acquiring battery charging power and total accessory power;

and calculating the power consumption of the whole vehicle according to the battery charging power and the total power of the accessories.

8. A braking control system for coasting energy recovery, the braking control system comprising:

the acquisition module is configured to acquire the required power recovered by the vehicle sliding energy and the whole vehicle power consumption;

the judging module is configured to judge whether the whole vehicle power consumption is larger than the required power or not;

and the control module is configured to adjust the upper limit value and/or the lower limit value of the preset control temperature range until the power consumption of the whole vehicle is greater than or equal to the required power if the power consumption of the whole vehicle is smaller than the required power under the condition that the temperature of the battery is within the preset control temperature range.

9. The brake control system of claim 8, wherein the control module is further configured to detect a cylinder pressure of the air suspension; and if the gas cylinder pressure is lower than a preset value, starting an air pump of the air suspension until the whole vehicle power consumption is greater than or equal to the required power.

10. An electronic device, comprising:

A memory configured to store executable instructions;

a processor configured to implement the brake control method of any one of claims 1 to 7 when executing executable instructions stored in the memory.