CN117885545A - Vehicle energy recovery control method, electronic device, and storage medium - Google Patents
Vehicle energy recovery control method, electronic device, and storage medium Download PDFInfo
- Publication number
- CN117885545A CN117885545A CN202211227757.5A CN202211227757A CN117885545A CN 117885545 A CN117885545 A CN 117885545A CN 202211227757 A CN202211227757 A CN 202211227757A CN 117885545 A CN117885545 A CN 117885545A
- Authority
- CN
- China
- Prior art keywords
- energy recovery
- recovery control
- time interval
- torque
- braking function
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000011084 recovery Methods 0.000 title claims abstract description 296
- 238000000034 method Methods 0.000 title claims abstract description 52
- 238000011217 control strategy Methods 0.000 claims abstract description 53
- 230000004913 activation Effects 0.000 claims abstract description 40
- 230000003213 activating effect Effects 0.000 claims abstract description 18
- 230000004044 response Effects 0.000 claims abstract description 9
- 230000006870 function Effects 0.000 claims description 100
- 230000000994 depressogenic effect Effects 0.000 claims description 6
- 230000001960 triggered effect Effects 0.000 description 6
- 230000009467 reduction Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 238000012545 processing Methods 0.000 description 3
- 230000005540 biological transmission Effects 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 238000012360 testing method Methods 0.000 description 2
- 230000001052 transient effect Effects 0.000 description 2
- 238000010420 art technique Methods 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 230000036461 convulsion Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000000796 flavoring agent Substances 0.000 description 1
- 235000019634 flavors Nutrition 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 238000010295 mobile communication Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000008569 process Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/18—Controlling the braking effect
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Regulating Braking Force (AREA)
Abstract
The invention discloses a vehicle energy recovery control method, electronic equipment and a storage medium. The method comprises the following steps: activating in response to an antilock braking function; and executing a corresponding energy recovery control strategy according to the time interval between the activation time of the anti-lock braking function, wherein the energy recovery control strategy reduces the energy recovery torque based on the exit slope. According to the method, corresponding energy recovery control strategies are executed according to the time interval between the activation time of the anti-lock braking function and the time of the activation of the anti-lock braking function, and the energy recovery torque is withdrawn in stages through different energy recovery control strategies, so that stall feeling and underbrake feeling caused by the activation of the anti-lock braking function and triggering the energy recovery withdrawal too fast are avoided, and the braking confidence of a driver is influenced.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a vehicle energy recovery control method, electronic equipment and a storage medium.
Background
The Anti-lock brake system (ABS) is known in the English language as Anti-lock Braking System or Anti-skid Braking System. The system can automatically adjust the braking force of the wheels in the braking process, and prevent the wheels from locking so as to obtain the optimal braking effect. The chassis control system calculates the slip rate of the four wheel speeds, and after judging that the vehicle has slip risk according to the slip rate, controls the pressure of a brake pipeline acting on the wheel brake cylinder, so that the wheels of the vehicle cannot be locked during emergency braking, and the vehicle can still maintain good directional stability during emergency braking. In order not to interfere with the chassis slip rate calculation, the fuel vehicle needs to stop the torque output of the engine as soon as possible,
new energy automobiles, such as electric automobiles, provide an energy recovery function. The energy recovery is to apply energy recovery torque to the whole vehicle by the motor. The specific implementation mode is that a vehicle controller (Vehicle Control Unit, VCU) outputs the value of the energy recovery torque to a motor controller (Inventor, INV), and the motor controller controls the motor to generate the energy recovery torque opposite to the driving torque.
When the antilock braking system is activated, the energy recovery torque needs to be removed to 0Nm to ensure the ABS system is operating properly.
However, if the energy recovery is too fast, the vehicle suddenly loses energy recovery torque, and the vehicle is under braked by a stroke immediately after triggering, so that the driver generates a feeling of insufficient braking confidence. Too slow withdrawal energy recovery torque can exacerbate vehicle slip, resulting in vehicle instability.
Disclosure of Invention
In view of this, it is necessary to provide a vehicle energy recovery control method, an electronic device, and a storage medium, which solve the technical problem that the vehicle provided with the energy recovery function in the prior art fails to ensure that the vehicle is not unstable when the antilock brake function is triggered, and at the same time, avoid the occurrence of an underbrake feeling.
The invention provides a vehicle energy recovery control method, which comprises the following steps:
activating in response to an antilock braking function;
and executing a corresponding energy recovery control strategy according to the time interval between the activation time of the anti-lock braking function, wherein the energy recovery control strategy reduces the energy recovery torque based on the exit slope.
According to the method, corresponding energy recovery control strategies are executed according to the time interval between the activation time of the anti-lock braking function and the time of the activation of the anti-lock braking function, and the energy recovery torque is withdrawn in stages through different energy recovery control strategies, so that stall feeling and underbrake feeling caused by the activation of the anti-lock braking function and triggering the energy recovery withdrawal too fast are avoided, and the braking confidence of a driver is influenced.
Further, the method further comprises the following steps:
and if the time interval between the current time and the time of activating the anti-lock braking function is smaller than or equal to the first time interval, the energy recovery control strategy is not executed.
In the embodiment, when the time interval between the current time and the time of activating the anti-lock braking function is too small, the energy recovery control strategy is not executed, and the invalid energy recovery torque control caused by the short activation of the anti-lock braking function is avoided.
Further, the energy recovery control strategy includes a first energy recovery control strategy and a second energy recovery control strategy, and the executing the corresponding energy recovery control strategy according to the time interval with the activation time of the antilock brake function specifically includes:
if the time interval between the current moment and the moment of activating the anti-lock braking function is larger than the first time interval and smaller than or equal to the second time interval, executing a first energy recovery control strategy, wherein the first energy recovery control strategy adopts a first exit slope or a second exit slope to reduce energy recovery torque, and the first exit slope is smaller than the second exit slope;
and if the time interval between the current time and the time of activating the anti-lock braking function is larger than the second time interval and smaller than or equal to the third time interval, executing a second energy recovery control strategy, wherein the second energy recovery control strategy adopts a second exit slope to reduce energy recovery torque.
In the embodiment, a plurality of stages are adopted for the exit of the energy recovery torque, a smaller exit slope is adopted in an initial stage to slowly reduce the energy recovery torque, so that the stall feeling and underbrake feeling caused by the too fast energy recovery and the influence on the brake confidence of a driver are avoided, and in a subsequent stage, a larger exit slope is adopted to rapidly reduce the energy recovery torque, so that the anti-lock brake function is normally acted, and the stability of the vehicle is ensured.
Further, if the time interval between the current time and the time of activating the anti-lock braking function is greater than the first time interval and less than or equal to the second time interval, executing a first energy recovery control strategy, specifically including:
if the time interval between the current time and the time of activating the anti-lock braking function is greater than the first time interval and less than or equal to the second time interval, then:
reducing the energy recovery torque with a first exit slope while acquiring a slip ratio;
and when the slip rate is greater than or equal to a slip rate threshold, reducing the energy recovery torque by a second exit slope.
When the slip rate is too large, the energy recovery torque is quickly reduced through the second exit slope, so that the anti-lock braking function is normally operated, and the stability of the vehicle is ensured.
Still further, the method further comprises:
in response to the antilock braking function exiting, the energy recovery torque is recovered.
The embodiment recovers the energy recovery torque after the antilock braking function is disengaged to satisfy the energy recovery requirement.
Still further, the recovering the energy recovery torque in response to the antilock braking function exiting, specifically includes:
and responding to the withdrawal of the anti-lock braking function, and recovering the energy recovery torque by adopting a corresponding recovery slope according to the operation of the accelerator pedal or the brake pedal.
According to the embodiment, according to the operation of the accelerator pedal or the brake pedal by a driver, different recovery slopes are adopted to recover the energy recovery torque so as to meet the requirements of the driver.
Still further, the recovering the energy recovering torque by adopting the corresponding recovering slope according to the operation of the accelerator pedal or the brake pedal specifically includes:
and if the accelerator pedal or the brake pedal is detected to meet the rapid recovery condition, recovering the energy recovery torque by adopting a first recovery slope, otherwise recovering the energy recovery torque by adopting a second recovery slope, wherein the second recovery slope is lower than the first recovery slope.
According to the embodiment, when the driver does not trigger the quick recovery condition through the accelerator pedal or the brake pedal, the energy recovery torque is recovered by adopting a lower recovery slope, so that the excessive quick recovery energy recovery torque is avoided, abrupt sense is generated, the driver is not suitable, and when the driver does not trigger the quick recovery condition through the accelerator pedal or the brake pedal, the driver is fully prepared, so that the energy recovery requirement of the driver is met through the quick recovery energy recovery torque.
Still further, the quick recovery condition is that after the antilock braking function is exited, it is detected that the accelerator pedal is depressed again, or it is detected that the brake pedal is depressed again.
According to the embodiment, after the anti-lock braking function is stopped, the accelerator pedal is detected to be stepped on again, or the brake pedal is detected to be stepped on again, so that the energy recovery requirement of a driver is accurately judged.
The present invention provides an electronic device including:
at least one processor; the method comprises the steps of,
a memory communicatively coupled to at least one of the processors; wherein,
the memory stores instructions executable by at least one of the processors to enable the at least one processor to perform the vehicle energy recovery control method as previously described.
The present invention provides a storage medium storing computer instructions that, when executed by a computer, are operable to perform all the steps of a vehicle energy recovery control method as previously described.
According to the method, corresponding energy recovery control strategies are executed according to the time interval between the activation time of the anti-lock braking function and the time of the activation of the anti-lock braking function, and the energy recovery torque is withdrawn in stages through different energy recovery control strategies, so that stall feeling and underbrake feeling caused by the activation of the anti-lock braking function and triggering the energy recovery withdrawal too fast are avoided, and the braking confidence of a driver is influenced.
Drawings
FIG. 1 is a flow chart illustrating a vehicle energy recovery control method according to an embodiment of the present invention;
FIG. 2 is a schematic system diagram of a system employing a vehicle energy recovery control method in accordance with a preferred embodiment of the present invention;
FIG. 3 is a flowchart illustrating a vehicle energy recovery control method according to a preferred embodiment of the present invention;
fig. 4 is a schematic hardware structure of an electronic device according to the present invention.
Detailed Description
Specific embodiments of the present invention will be further described below with reference to the accompanying drawings. Wherein like parts are designated by like reference numerals. It should be noted that the words "front", "rear", "left", "right", "upper" and "lower" used in the following description refer to directions in the drawings, and the words "inner" and "outer" refer to directions toward or away from, respectively, the geometric center of a particular component.
Referring to fig. 1, a flowchart of a vehicle energy recovery control method according to an embodiment of the present invention includes:
step S101, responding to activation of an anti-lock braking function;
step S102, executing a corresponding energy recovery control strategy according to the time interval with the activation time of the anti-lock braking function, wherein the energy recovery control strategy reduces the energy recovery torque based on the exit slope.
In particular, the invention may be applied to an electronic controller unit (Electronic Control Unit, ECU) of a vehicle. Preferably, the invention is applied to a vehicle control unit (Vehicle Control Unit, VCU).
In one embodiment, a vehicle energy recovery control method is applied to a vehicle that provides an energy recovery function.
Specifically, the vehicle energy recovery control method of the embodiment is applied to a new energy vehicle, such as an electric vehicle.
When the antilock braking function is activated, step S101 is triggered. For example, when a driver jerks a brake, an Antilock Braking System (ABS) will be triggered to activate an antilock braking function.
At this time, step S102 is executed, where the time interval between the current time and the activation time of the antilock brake function is continuously calculated, and the corresponding energy recovery control strategy is executed according to the different time intervals, so as to control the exit slope of the energy recovery torque by adopting the different energy recovery control strategies.
The value of the energy recovery torque is output to a motor controller by a whole vehicle controller, and the motor controller controls the motor to generate the energy recovery torque with the opposite direction to the driving torque.
Generally, the vehicle controller determines an energy recovery torque value according to a current vehicle speed and outputs the energy recovery torque value to the motor controller. The specific manner in which the energy recovery torque value is determined may be achieved using prior art techniques.
Wherein reducing the energy recovery torque refers to reducing the absolute value of the energy recovery torque. The absolute value of the energy recovery torque is reduced, namely the recovery torque. When the energy recovery torque is reduced to 0, the energy recovery torque is fully retracted.
The units of the exit slope may be in meters per millisecond (Nm/ms), i.e. a torque value representing the reduction of the energy recovery torque per millisecond. The whole vehicle controller continuously outputs a torque control instruction containing the updated energy recovery torque value to the motor controller, so that the motor controller controls the motor to continuously reduce the energy recovery torque.
According to the method, corresponding energy recovery control strategies are executed according to the time interval between the activation time of the anti-lock braking function and the time of the activation of the anti-lock braking function, and the energy recovery torque is withdrawn in stages through different energy recovery control strategies, so that stall feeling and underbrake feeling caused by the activation of the anti-lock braking function and triggering the energy recovery withdrawal too fast are avoided, and the braking confidence of a driver is influenced.
In one embodiment, the method further comprises:
and if the time interval between the current time and the antilock brake function activation time is smaller than or equal to the first time interval, the energy recovery control strategy is not executed.
Specifically, when the antilock brake function activation time T is equal to or less than T1, t1=200 ms, no torque processing is performed. The reason is that according to the real vehicle test, the transient anti-lock braking function is often transient instability when the vehicle passes through a well lid or a deceleration strip, and at this time, even after the energy recovery torque is withdrawn, the vehicle passes through a sliding road surface, and the aim of controlling the energy recovery torque to reduce sliding cannot be achieved.
Wherein the antilock brake function activation time is a time interval between the current time and the antilock brake function activation time.
In the embodiment, when the time interval between the current time and the time of activating the anti-lock braking function is too small, the energy recovery control strategy is not executed, and the invalid energy recovery torque control caused by the short activation of the anti-lock braking function is avoided.
In one embodiment, the energy recovery control strategy includes a first energy recovery control strategy and a second energy recovery control strategy, and the executing the corresponding energy recovery control strategy according to a time interval with the activation time of the antilock brake function specifically includes:
if the time interval between the current moment and the moment of activating the anti-lock braking function is larger than the first time interval and smaller than or equal to the second time interval, executing a first energy recovery control strategy, wherein the first energy recovery control strategy adopts a first exit slope or a second exit slope to reduce energy recovery torque, and the first exit slope is smaller than the second exit slope;
and if the time interval between the current time and the time of activating the anti-lock braking function is larger than the second time interval and smaller than or equal to the third time interval, executing a second energy recovery control strategy, wherein the second energy recovery control strategy adopts a second exit slope to reduce energy recovery torque.
Specifically, when the antilock brake function activation time T satisfies T1< t+.t2, t2=400 ms, the energy recovery torque value output from the whole vehicle controller to the motor controller is reduced according to the first exit slope a=k1 Nm/10 ms.
When the antilock braking function activation time T > T2, the energy recovery torque value output from the whole vehicle controller to the motor controller is reduced according to the second exit slope b=k2nm/10 ms, wherein K2 is greater than K1.
In the embodiment, a plurality of stages are adopted for the exit of the energy recovery torque, a smaller exit slope is adopted in an initial stage to slowly reduce the energy recovery torque, so that the stall feeling and underbrake feeling caused by the too fast energy recovery and the influence on the brake confidence of a driver are avoided, and in a subsequent stage, a larger exit slope is adopted to rapidly reduce the energy recovery torque, so that the anti-lock brake function is normally acted, and the stability of the vehicle is ensured.
In one embodiment, if the time interval between the current time and the time of activating the antilock brake function is greater than the first time interval and less than or equal to the second time interval, executing the first energy recovery control strategy specifically includes:
if the time interval between the current time and the time of activating the anti-lock braking function is greater than the first time interval and less than or equal to the second time interval, then:
reducing the energy recovery torque with a first exit slope while acquiring a slip ratio;
and when the slip rate is greater than or equal to a slip rate threshold, reducing the energy recovery torque by a second exit slope.
Specifically, when the antilock brake function activation time T satisfies T1< t+.t2, t2=400 ms, the energy recovery torque value output by the vehicle controller decreases by a=k1 Nm/10 ms. At this stage, if the vehicle controller receives that the slip rate signal (slip) sent by the chassis electronic stability system (Electronic Stability Controller, ESC) controller exceeds the set slip rate threshold, the energy recovery torque value output by the vehicle controller decreases according to b=k2nm/10 ms.
When the slip rate is too large, the energy recovery torque is quickly reduced through the second exit slope, so that the anti-lock braking function is normally operated, and the stability of the vehicle is ensured.
In one embodiment, the method further comprises:
in response to the antilock braking function exiting, the energy recovery torque is recovered.
Specifically, after the driver releases the brake pedal, the antilock braking function is disengaged, at which point the energy recovery torque is restored.
Even when the energy recovery control strategy is executed, the reduction of the energy recovery torque is stopped and the energy recovery torque is recovered when the antilock brake function is exited.
The energy recovery torque is related to the vehicle speed, namely, the energy recovery torque has corresponding energy recovery torque values under different vehicle speeds. Therefore, the energy recovery torque is recovered, that is, the energy recovery torque value corresponding to the vehicle speed is recovered.
The embodiment recovers the energy recovery torque after the antilock braking function is disengaged to satisfy the energy recovery requirement.
In one embodiment, the recovering the energy recovery torque in response to the anti-lock braking function exiting specifically includes:
and responding to the withdrawal of the anti-lock braking function, and recovering the energy recovery torque by adopting a corresponding recovery slope according to the operation of the accelerator pedal or the brake pedal.
Specifically, after the driver releases the pedal and exits the antilock braking function, the energy recovery torque is recovered with a corresponding recovery slope according to the driver's operation of the accelerator pedal or the brake pedal.
According to the embodiment, according to the operation of the accelerator pedal or the brake pedal by a driver, different recovery slopes are adopted to recover the energy recovery torque so as to meet the requirements of the driver.
In one embodiment, the recovering the energy recovering torque by using the corresponding recovering slope according to the operation of the accelerator pedal or the brake pedal specifically includes:
and if the accelerator pedal or the brake pedal is detected to meet the rapid recovery condition, recovering the energy recovery torque by adopting a first recovery slope, otherwise recovering the energy recovery torque by adopting a second recovery slope, wherein the second recovery slope is lower than the first recovery slope.
Specifically, since the energy recovery torque is decreasing when the antilock braking function is activated, in order to avoid abrupt feeling, the energy recovery torque is slowly recovered with a lower recovery rate before the driver does not trigger the rapid recovery condition by the accelerator pedal or the brake pedal. When the driver triggers the quick recovery condition through the accelerator pedal or the brake pedal, the driver is required to quickly recover the energy recovery torque, and the driver is expected at the moment, so that the quick recovery rate is adopted to meet the requirement of the driver.
According to the embodiment, when the driver does not trigger the quick recovery condition through the accelerator pedal or the brake pedal, the energy recovery torque is recovered by adopting a lower recovery slope, so that the excessive quick recovery energy recovery torque is avoided, abrupt sense is generated, the driver is not suitable, and when the driver does not trigger the quick recovery condition through the accelerator pedal or the brake pedal, the driver is fully prepared, so that the energy recovery requirement of the driver is met through the quick recovery energy recovery torque.
In one embodiment, the quick recovery condition is that after the antilock braking function is exited, the accelerator pedal is detected to be depressed again, or the brake pedal is detected to be depressed again.
Specifically, when the driver suddenly steps on the brake pedal, the antilock brake is triggered to activate the antilock brake function. When the antilock braking function is activated or when the driver releases the brake pedal, the antilock braking function is deactivated. The energy recovery torque is slowly recovered at this time using the second recovery slope. And when the driver depresses the accelerator pedal or the brake pedal again, the energy recovery torque is quickly recovered at the first recovery rate.
Because the driver may still depress the accelerator pedal when he is slamming the brake pedal, the driver is still required to first unlock the accelerator pedal and then depress the accelerator pedal before the energy recovery torque is quickly recovered at the first recovery rate when he is releasing the brake pedal and exiting the antilock braking function.
According to the embodiment, after the anti-lock braking function is stopped, the accelerator pedal is detected to be stepped on again, or the brake pedal is detected to be stepped on again, so that the energy recovery requirement of a driver is accurately judged.
Referring to fig. 2, which is a schematic diagram of a system for applying a vehicle energy recovery control method according to a preferred embodiment of the present invention, the system includes: a vehicle control unit (Vehicle Control Unit, VCU) 21, a chassis electronic stability system (Electronic Stability Controller, ESC) 22, and a motor control unit (Inventor, INV) 23 for the electric drive system. After each component collects the respective data information, the information transmission between related systems or modules is performed through a controller area network (Controller Area Network, CAN) communication network, wherein the whole vehicle controller 21 is responsible for coordinating torque control, and a torque control command comprising a torque control target is sent to the motor controller 23. The chassis electronic stability system 22 collects the wheel speed SpeedFL of the front axle left wheel, the wheel speed SpeedFR of the front axle right wheel, the wheel speed SpeedRL of the rear axle left wheel, the wheel speed SpeedRR of the rear axle right wheel, the vehicle slip ratio slip, and the antilock brake function trigger flag ABSSta. The motor controller 23 receives a torque control command from the whole vehicle controller 21, and executes a torque control target to drive the vehicle through the transmission system.
When the vehicle executes the vehicle energy recovery control method as described above, the vehicle controller 21 outputs the calculated value of the energy recovery torque as a torque control target, thereby controlling the reduction of the energy recovery torque.
Referring to fig. 3, a flowchart of a vehicle energy recovery control method according to a preferred embodiment of the present invention includes:
step S301, detecting the activation time T of the anti-lock braking function, if T is less than or equal to T1, not reducing the energy recovery torque, if T1 is less than or equal to T2, executing step S302, and if T is more than T2, executing step S304;
step S302, the energy recovery torque value output from the whole vehicle controller 21 to the motor controller 23 is reduced according to the first exit slope a=k1nm/10 ms, and when the antilock braking function of the antilock braking system is changed from activated to deactivated, the energy recovery torque value output from the whole vehicle controller 21 is not reduced, and the energy recovery torque is not exited;
step S303, if the slip ratio is greater than the slip ratio threshold, the energy recovery torque value output from the whole vehicle controller 21 to the motor controller 23 is reduced according to the second exit slope b=k2nm/10 ms of the third stage;
in step S304, the energy recovery torque value output from the whole vehicle controller 21 to the motor controller 23 is reduced according to the first exit slope b=k2nm/10 ms, and when the antilock braking function of the antilock braking system is changed from activated to deactivated, the energy recovery torque value output from the whole vehicle controller 21 is not reduced, and the energy recovery torque is not exited.
Specifically, the vehicle control unit 21 determines that the antilock brake function is activated after receiving the antilock brake function trigger flag abssta=1 issued from the chassis electronic stability system 22. Where abssta=1 is activated for the antilock braking function and abssta=0 is deactivated for the antilock braking function. In order to reduce the energy recovery torque according to the time interval with the activation time of the anti-lock braking function, the energy recovery torque is withdrawn in three stages respectively. And combining the chassis slip ratio, and if the slip ratio exceeds a set slip ratio threshold, rapidly reducing the energy recovery torque.
First stage
The antilock brake function activation time T is equal to or less than T1, t1=200ms, and the whole vehicle controller 21 does not perform reduction processing on the energy recovery torque. The reason is that according to the real vehicle test, the short ABS activation is often short instability when the vehicle passes through the manhole cover or the deceleration strip, at this time, even after the torque is withdrawn, the vehicle has passed through the slippery road surface, and the purpose of controlling the torque to reduce the slip cannot be achieved.
Second stage
The activation time of the anti-lock braking function is T, T1 is less than or equal to T2, T2 = 400ms, and at the stage:
the energy recovery torque value output by the whole vehicle controller 21 to the motor controller 23 is reduced according to the first exit slope a=k1nm/10 ms, the energy recovery torque slowly exits, and when the antilock braking function of the antilock braking system is changed from activated to deactivated, the energy recovery torque value output by the whole vehicle controller 21 is not reduced any more, and the energy recovery torque is not exited any more;
in this stage, if the slip ratio signal SlipRate sent from the controller of the chassis electronic stability system 22 exceeds the set slip ratio threshold, the energy recovery torque value output by the vehicle controller 21 to the motor controller 23 is reduced according to the second exit slope b=k2nm/10 ms in the third stage, and the energy recovery torque is rapidly exited, where K2 is greater than K1.
Second stage recovery energy recovery torque:
and A, when the accelerator pedal or the brake pedal is detected to meet the quick recovery condition, the energy recovery torque value output by the whole vehicle controller 21 to the motor controller 23 is increased according to the first recovery slope K3 Nm/10m until the energy recovery torque value corresponding to the current vehicle speed is reached, and the timer is cleared.
Wherein, accelerator pedal or brake pedal satisfy quick recovery condition and do: after detecting that the accelerator pedal opening becomes 0, detecting the accelerator pedal opening >0 again and abssta=0; or abssta=0, the brake pedal opening >0 is detected.
If the recovery condition of the accelerator or the brake is not satisfied, the whole vehicle controller 21 increases the energy recovery torque value to the motor controller 23 according to the first recovery slope K4 Nm/10m until the energy recovery torque value corresponding to the current vehicle speed is reached, and the timer is cleared. Wherein K4 is less than K3.
Third stage
Antilock braking function activation time T > T2, at this stage:
the value of the energy recovery torque output from the whole vehicle controller 21 to the motor controller 23 is reduced according to the first withdrawal slope b=k2nm/10 ms, the energy recovery torque is withdrawn slowly, and when the antilock braking function of the antilock braking system is changed from activated to deactivated, the value of the energy recovery torque output from the whole vehicle controller 21 is not reduced, and the energy recovery torque is not withdrawn any more, wherein K2 is greater than K1.
Third stage recovery energy recovery torque:
and A, when the accelerator pedal or the brake pedal is detected to meet the quick recovery condition, the energy recovery torque value output by the whole vehicle controller 21 to the motor controller 23 is increased according to the first recovery slope K3 Nm/10m until the energy recovery torque value corresponding to the current vehicle speed is reached, and the timer is cleared.
Wherein, accelerator pedal or brake pedal satisfy quick recovery condition and do: after detecting that the accelerator pedal opening becomes 0, detecting the accelerator pedal opening >0 again and abssta=0; or abssta=0, the brake pedal opening >0 is detected.
If the recovery condition of the accelerator or the brake is not satisfied, the whole vehicle controller 21 increases the energy recovery torque value to the motor controller 23 according to the first recovery slope K4 Nm/10m until the energy recovery torque value corresponding to the current vehicle speed is reached, and the timer is cleared. Wherein K4 is less than K3.
The embodiment is suitable for new energy automobiles, such as electric automobiles. An Antilock Braking System (ABS) is activated to activate an antilock braking function during an energy recovery process. Compared with the prior art, the method can ensure that the whole vehicle energy recovery torque is withdrawn in time when the anti-lock braking function is triggered, and ensure the vehicle stability. And the simple and rough withdrawal of a flavor is avoided, the withdrawal of stages and scenes is realized, the short anti-lock braking function is prevented from being activated, the stall feeling and the underbrake feeling caused by too fast energy recovery and withdrawal are triggered, and the braking confidence is influenced.
Fig. 4 is a schematic diagram of a hardware structure of an electronic device according to the present invention, including:
at least one processor 401; the method comprises the steps of,
a memory 402 communicatively coupled to at least one of the processors 401; wherein,
the memory 402 stores instructions executable by at least one of the processors to enable the at least one processor to perform the vehicle energy recovery control method as previously described.
One processor 401 is illustrated in fig. 4.
The electronic device may further include: an input device 403 and a display device 404.
The processor 401, memory 402, input device 403, and display device 404 may be connected by a bus or other means, which is illustrated as a bus connection.
The memory 402 is used as a non-volatile computer readable storage medium for storing a non-volatile software program, a non-volatile computer executable program, and modules, such as program instructions/modules corresponding to the vehicle energy recovery control method in the embodiment of the present application, for example, the method flow shown in fig. 1. The processor 401 executes various functional applications and data processing by running nonvolatile software programs, instructions, and modules stored in the memory 402, that is, implements the vehicle energy recovery control method in the above-described embodiment.
Memory 402 may include a storage program area that may store an operating system, at least one application program required for functionality, and a storage data area; the storage data area may store data created according to the use of the vehicle energy recovery control method, or the like. In addition, memory 402 may include high-speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, flash memory device, or other non-volatile solid-state storage device. In some embodiments, memory 402 may optionally include memory remotely located relative to processor 401, which may be connected via a network to devices performing the vehicle energy recovery control method. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
The input device 403 may receive input user clicks and generate signal inputs related to user settings and function control of the vehicle energy recovery control method. The display 404 may include a display device such as a display screen.
The vehicle energy recovery control method of any of the method embodiments described above is performed when executed by the one or more processors 401, with the one or more modules stored in the memory 402.
According to the method, corresponding energy recovery control strategies are executed according to the time interval between the activation time of the anti-lock braking function and the time of the activation of the anti-lock braking function, and the energy recovery torque is withdrawn in stages through different energy recovery control strategies, so that stall feeling and underbrake feeling caused by the activation of the anti-lock braking function and triggering the energy recovery withdrawal too fast are avoided, and the braking confidence of a driver is influenced.
An embodiment of the invention provides a storage medium storing computer instructions that, when executed by a computer, perform all the steps of a vehicle energy recovery control method as described above.
The foregoing examples illustrate only a few embodiments of the invention and are described in detail herein without thereby limiting the scope of the invention. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the invention, which are all within the scope of the invention. Accordingly, the scope of protection of the present invention is to be determined by the appended claims.
Claims (10)
1. A vehicle energy recovery control method characterized by comprising:
activating in response to an antilock braking function;
and executing a corresponding energy recovery control strategy according to the time interval between the activation time of the anti-lock braking function, wherein the energy recovery control strategy reduces the energy recovery torque based on the exit slope.
2. The vehicle energy recovery control method according to claim 1, characterized by further comprising:
and if the time interval between the current time and the time of activating the anti-lock braking function is smaller than or equal to the first time interval, the energy recovery control strategy is not executed.
3. The vehicle energy recovery control method according to claim 1, characterized in that the energy recovery control strategy includes a first energy recovery control strategy and a second energy recovery control strategy, and the executing of the corresponding energy recovery control strategy is performed according to a time interval from an antilock brake function activation time, specifically includes:
if the time interval between the current moment and the moment of activating the anti-lock braking function is larger than the first time interval and smaller than or equal to the second time interval, executing a first energy recovery control strategy, wherein the first energy recovery control strategy adopts a first exit slope or a second exit slope to reduce energy recovery torque, and the first exit slope is smaller than the second exit slope;
and if the time interval between the current time and the time of activating the anti-lock braking function is larger than the second time interval and smaller than or equal to the third time interval, executing a second energy recovery control strategy, wherein the second energy recovery control strategy adopts a second exit slope to reduce energy recovery torque.
4. The vehicle energy recovery control method according to claim 3, characterized in that the executing the first energy recovery control strategy if the time interval between the current time and the time of activation of the antilock brake function is greater than the first time interval and less than or equal to the second time interval, specifically comprises:
if the time interval between the current time and the time of activating the anti-lock braking function is greater than the first time interval and less than or equal to the second time interval, then:
reducing the energy recovery torque with a first exit slope while acquiring a slip ratio;
and when the slip rate is greater than or equal to a slip rate threshold, reducing the energy recovery torque by a second exit slope.
5. The vehicle energy recovery control method according to claim 3, characterized by further comprising:
in response to the antilock braking function exiting, the energy recovery torque is recovered.
6. The vehicle energy recovery control method according to claim 5, characterized in that the recovering the energy recovery torque in response to the anti-lock braking function being exited, specifically comprises:
and responding to the withdrawal of the anti-lock braking function, and recovering the energy recovery torque by adopting a corresponding recovery slope according to the operation of the accelerator pedal or the brake pedal.
7. The vehicle energy recovery control method according to claim 6, characterized in that the recovering of the energy recovery torque with the corresponding recovery slope according to the operation of the accelerator pedal or the brake pedal, specifically includes:
and if the accelerator pedal or the brake pedal is detected to meet the rapid recovery condition, recovering the energy recovery torque by adopting a first recovery slope, otherwise recovering the energy recovery torque by adopting a second recovery slope, wherein the second recovery slope is lower than the first recovery slope.
8. The vehicle energy recovery control method according to claim 7, characterized in that the quick recovery condition is that after the antilock braking function is exited, it is detected that the accelerator pedal is depressed again or it is detected that the brake pedal is depressed again.
9. An electronic device, comprising:
at least one processor; the method comprises the steps of,
a memory communicatively coupled to at least one of the processors; wherein,
the memory stores instructions executable by at least one of the processors to enable the at least one of the processors to perform the vehicle energy recovery control method of any one of claims 1 to 8.
10. A storage medium storing computer instructions which, when executed by a computer, are adapted to carry out all the steps of the vehicle energy recovery control method according to any one of claims 1 to 8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211227757.5A CN117885545A (en) | 2022-10-09 | 2022-10-09 | Vehicle energy recovery control method, electronic device, and storage medium |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211227757.5A CN117885545A (en) | 2022-10-09 | 2022-10-09 | Vehicle energy recovery control method, electronic device, and storage medium |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN117885545A true CN117885545A (en) | 2024-04-16 |
Family
ID=90647802
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211227757.5A Pending CN117885545A (en) | 2022-10-09 | 2022-10-09 | Vehicle energy recovery control method, electronic device, and storage medium |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN117885545A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN118387074A (en) * | 2024-06-27 | 2024-07-26 | 北京福田欧辉新能源汽车有限公司 | Electric brake control method, electric brake control device, vehicle and storage medium |
-
2022
- 2022-10-09 CN CN202211227757.5A patent/CN117885545A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN118387074A (en) * | 2024-06-27 | 2024-07-26 | 北京福田欧辉新能源汽车有限公司 | Electric brake control method, electric brake control device, vehicle and storage medium |
| CN118387074B (en) * | 2024-06-27 | 2024-09-03 | 北京福田欧辉新能源汽车有限公司 | Electric brake control method, electric brake control device, vehicle and storage medium |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US6922624B2 (en) | Vehicle brake control apparatus | |
| US7866427B2 (en) | Vehicle multi-stage integrated brake assist for a collision preparation system | |
| CN111959294A (en) | Energy recovery torque quitting control method and system, vehicle and storage medium | |
| US20100280726A1 (en) | Prevention of a rear crash during an automatic braking intervention by a vehicle safety system | |
| CN114248630B (en) | An anti-slope parking control method for electric vehicles, a whole vehicle controller, and a medium | |
| JP2012505117A (en) | Method for adjusting vehicle brake device in case of collision | |
| US10328917B2 (en) | Method and system for mitigating sway of a vehicle trailer by braking the towing vehicle during the correct phase of the sway | |
| CN112776809B (en) | Driver hill start assisting method, device, equipment and storage medium | |
| CN108859778B (en) | New energy automobile regenerative braking control method and device | |
| CN112895911B (en) | Method and device for controlling torque of wet and slippery road surface and terminal equipment | |
| CN114148324B (en) | Cruise control method and device for vehicle, vehicle and storage medium | |
| CN113400944A (en) | Brake recovery method and device for autonomous vehicle, vehicle and storage medium | |
| CN117885545A (en) | Vehicle energy recovery control method, electronic device, and storage medium | |
| CN109649327B (en) | Adaptive cruise based seat belt pretensioning method, system, device and medium | |
| CN114148304B (en) | Vehicle anti-lock optimization control method and device | |
| CN109204292B (en) | Automobile tail flick control method, system, equipment and storage medium | |
| US20040130209A1 (en) | Braking force control system for vehicle | |
| CN113696863A (en) | System and method for improving braking delay of intelligent driving vehicle | |
| US20240383340A1 (en) | Method and system for controlling wheel slip with mixing of the dissipative braking torque and the regenerative braking torque in a braking system with b-b-w technology of a vehicle | |
| CN114670648B (en) | Electric automobile energy recovery method and electronic equipment | |
| CN112757908B (en) | Climbing safety optimization method, device, equipment and storage medium | |
| CN114670649A (en) | Electric automobile energy recovery method and electronic equipment | |
| JP2005306281A (en) | Deceleration control device | |
| CN111169472A (en) | Vehicle active safety control method and device and vehicle | |
| CN111731261B (en) | Torque control method and device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |