CN118876973A - Coasting energy recovery torque control method, device, electronic device and storage medium - Google Patents

Abstract

The present invention relates to a method, device, electronic device and storage medium for controlling a coasting energy recovery torque. The method comprises: when a vehicle is in a coasting energy recovery state, obtaining a non-driving wheel speed and a driving wheel speed; determining a driving wheel peak slip rate based on the non-driving wheel speed and the driving wheel speed; judging whether the driving wheel peak slip rate meets a preset condition; when the preset condition is met, determining a corrected recovery torque based on a preset vehicle speed-slip rate association model; determining a corrected response rate of the coasting energy recovery torque according to the driving wheel peak slip rate through a preset slip rate-torque correction rate association model; and adjusting the coasting energy recovery torque to the corrected recovery torque according to the corrected response rate.

Description

Coasting energy recovery torque control method, device, electronic device and storage medium

Technical Field

The present invention relates to the technical field of electric vehicle energy recovery, and in particular to a method, device, electronic device and storage medium for controlling coasting energy recovery torque.

Background Art

Coasting energy recovery is a unique vehicle control method in electric vehicle torque control. Its purpose is to use coasting energy to convert mechanical energy into electrical energy for reuse, thereby improving economic efficiency. Electric vehicles often have multiple energy recovery levels, and different energy recovery levels are accompanied by different recovery torque intensities. High levels correspond to large torques that produce large decelerations, and low levels correspond to small torques that produce small decelerations. Level switching is generally controlled by the driver.

The coasting energy recovery torque is related to the vehicle speed. During coasting, as the vehicle speed decreases, the coasting energy recovery torque will gradually decrease. The coasting energy recovery torque is calculated and then executed by the motor according to the current gear, or it needs to be allocated and executed in a multi-motor solution.

In the current conventional control strategy, gliding energy recovery does not take into account the adhesion conditions of the road surface. On roads with varying levels of adhesion, relatively strong energy recovery torque often causes the driving vehicle to stall and slip, and in severe cases can lead to safety issues such as vehicle skidding. Since the brakes are not applied at this time, chassis intervention is often difficult to trigger, and it is entirely dependent on the driver's driving response and response strategy, which can easily cause driving safety issues.

In a dual-motor architecture, when the slip rate at one motor end increases, reducing the torque of that motor may cause the other motor to increase the compensatory torque, which may have a negative effect on low-adhesion roads and cause a vicious cycle. The mutual torque compensation and drastic changes in slip rate are also not conducive to vehicle control.

Summary of the invention

The invention discloses a coasting energy recovery torque control method, device, electronic equipment and storage medium, aiming to solve the technical problems existing in the prior art.

The present invention adopts the following technical solutions:

In a first aspect, an embodiment of the present invention provides a method for controlling a coasting energy recovery torque, comprising:

When the vehicle is in a coasting energy recovery state, the non-driving wheel speed and the driving wheel speed are obtained;

Determining a peak drive wheel slip ratio based on a non-drive wheel speed and a drive wheel speed;

Determining whether the peak slip rate of the driving wheel meets a preset condition;

When a preset condition is met, a corrected recovery torque is determined based on a preset vehicle speed-slip ratio correlation model;

According to the peak slip rate of the driving wheel, a correction response rate of the coasting energy recovery torque is determined by a preset slip rate-torque correction rate correlation model;

According to the corrected response rate, the coasting energy recovery torque is adjusted to the corrected recovery torque.

In some embodiments, the vehicle includes a first electric drive axle, a second electric drive axle and a pair of non-driven wheels, the first electric drive axle outputs power to the pair of first driven wheels, and the second electric drive axle outputs power to the pair of second driven wheels; the step of obtaining the speed of the non-driven wheels and the speed of the driven wheels includes:

Get the speed of a pair of non-driven wheels and configure it as the reference speed;

The speeds of a pair of first driving wheels and a second driving wheel are respectively obtained and configured as a first driving wheel speed and a second driving wheel speed, respectively.

In some embodiments, the step of determining the peak slip ratio of the driving wheel based on the non-driving wheel speed and the driving wheel speed includes:

determining a first driving wheel slip ratio based on a reference speed and a first driving wheel speed;

determining a second drive wheel slip ratio based on a reference speed and a second drive wheel speed;

Through a preset comparison function, the larger one between the first driving wheel slip ratio and the second driving wheel slip ratio is configured as the driving wheel peak slip ratio.

In some embodiments, the step of determining whether the peak slip rate of the driving wheel meets a preset condition includes:

Determining whether a peak slip rate of a driving wheel is higher than a preset first slip rate threshold;

Determining whether the first driving wheel slip ratio and the second driving wheel slip ratio are higher than a preset second slip ratio threshold;

When it is determined that the driving wheel peak slip rate is higher than a preset first slip rate threshold, and both the first driving wheel slip rate and the second driving wheel slip rate are higher than a second slip rate threshold, it is determined that the preset condition is met.

In some embodiments, when it is determined that a preset condition is met, the current road surface is identified as a low adhesion coefficient road surface;

Among them, the low adhesion coefficient road surface includes road surface types with a friction coefficient lower than a predetermined threshold, and the road surface types include wet and slippery roads, snowy roads or icy roads.

In some embodiments, the step of determining the corrected recovery torque based on a preset vehicle speed-slip ratio correlation model includes:

Obtain the current actual vehicle speed and driving wheel peak slip rate of the vehicle;

Inputting the current actual vehicle speed and the peak slip rate of the driving wheel into a preset vehicle speed-slip rate correlation model, wherein the vehicle speed-slip rate correlation model stores correction coefficients corresponding to different combinations of vehicle speeds and slip rates;

Perform interpolation calculation on the vehicle speed-slip ratio correlation model to obtain the correction coefficient under the current working condition;

The current coasting energy recovery torque is corrected by the correction coefficient to obtain the corrected recovery torque.

In some embodiments, the step of determining the correction response rate of the coasting energy recovery torque according to the peak slip rate of the driving wheel by using a preset slip rate-torque correction rate correlation model includes:

Obtain the current coasting energy recovery torque and the corrected recovery torque;

Comparing the current coasting energy recovery torque with the corrected recovery torque;

When the corrected recovery torque is less than the current coasting energy recovery torque, the correction response rate is determined according to the peak slip rate of the driving wheel through a preset slip rate-torque correction decrease rate association model;

When the corrected recovery torque is greater than the current coasting energy recovery torque, the correction response rate is determined according to the peak slip rate of the driving wheel through a preset slip rate-torque correction rising rate association model.

In some embodiments, the step of adjusting the coasting energy recovery torque to the corrected recovery torque according to the corrected response rate includes:

Get the current coasting energy recovery torque;

According to the corrected response rate, a change amount of the coasting energy recovery torque per unit time is determined;

Within a preset time interval, the coasting energy recovery torque is gradually adjusted according to the change amount;

Repeat the above steps until the coasting energy recovery torque reaches the corrected recovery torque.

In a second aspect, an embodiment of the present invention provides a coasting energy recovery torque control device, comprising:

A wheel speed acquisition module is used to acquire the non-driving wheel speed and the driving wheel speed when the vehicle is in a coasting energy recovery state;

A slip ratio calculation module, used for determining a peak slip ratio of a driving wheel based on a non-driving wheel speed and a driving wheel speed;

A judgment module, used to judge whether the peak slip rate of the driving wheel meets a preset condition;

A correction module, for determining a correction recovery torque based on a preset vehicle speed-slip ratio correlation model when a preset condition is met;

A response rate calculation module, used to determine the correction response rate of the coasting energy recovery torque according to the peak slip rate of the driving wheel through a preset slip rate-torque correction rate association model;

The recovery torque adjustment module is used to adjust the coasting energy recovery torque to a corrected recovery torque according to a corrected response rate.

In a third aspect, an embodiment of the present invention provides an electronic device, including:

Processor; and

A memory arranged to store computer executable instructions which, when executed, cause the processor to perform a method as described in any one of the above.

In a fourth aspect, an embodiment of the present invention provides a computer-readable storage medium, which stores one or more programs. When the one or more programs are executed by an electronic device including multiple application programs, the electronic device executes any of the methods described above.

One embodiment of the above invention has the following advantages or beneficial effects:

Commercial electric vehicles face many challenges during operation, such as large load changes, complex and changeable road conditions, and significant torque differences at different energy levels. In particular, when fully loaded, the energy recovery torque is often large. In addition, whether in the light load state of commercial electric vehicles or after sliding onto low-adhesion roads, if the driver sets a relatively high energy recovery torque level, it may cause the risk of tire slippage.

In response to these situations, an embodiment of the present invention provides a coasting energy recovery torque control method, which accurately calculates the peak slip rate of the driving wheels by acquiring the speeds of the driving wheels and non-driving wheels in real time. Subsequently, based on a pre-set vehicle speed-slip rate correlation model and a slip rate-torque correction rate correlation model, the system can dynamically adjust the coasting energy recovery torque.

Compared with the prior art, the present invention can identify and reduce tire slippage through slip rate, make full use of road adhesion, achieve reasonable energy recovery control, and enable the sliding energy recovery torque to automatically adapt to different road adhesion conditions, effectively avoiding the risk of stalling and loss of control due to vehicle slippage, significantly improving driving safety, and improving the adaptability and reliability of the system.

BRIEF DESCRIPTION OF THE DRAWINGS

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for describing the embodiments, which constitute a part of the present invention. The exemplary embodiments of the present invention and their descriptions explain the present invention and do not constitute improper limitations on the present invention. In the drawings:

FIG1 is a schematic diagram of the steps of a coasting energy recovery torque control method provided by an embodiment of the present invention;

FIG2 is a control flow chart of a coasting energy recovery torque control method provided by an embodiment of the present invention;

FIG3 is a structural block diagram of a coasting energy recovery torque control device provided by an embodiment of the present invention.

DETAILED DESCRIPTION

In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the specific embodiments of the present invention and the corresponding drawings. In the description of the present invention, it should be noted that the term "or" is usually used in the sense of including "and/or", unless the content clearly indicates otherwise.

Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

With reference to FIG. 1 and FIG. 2 , in order to solve the deficiencies in the prior art, the present invention provides a method for controlling a coasting energy recovery torque. The method is applicable to a commercial electric vehicle with a dual electric drive axle architecture, wherein the structure includes a first electric drive axle, a second electric drive axle and a pair of non-driven wheels. The first electric drive axle outputs power to a pair of first driven wheels, and the second electric drive axle outputs power to a pair of second driven wheels. During the deceleration process of releasing the accelerator after the vehicle reaches a certain speed, both electric drive axles can output negative torque to jointly meet the coasting energy torque requirement. Specifically, in the following embodiments, the wheel speeds of the left and right wheels of a pair of non-driven wheels are regarded as the same, the wheel speeds of the left and right wheels of a pair of first driven wheels are regarded as the same, and the wheel speeds of the left and right wheels of a pair of second driven wheels are regarded as the same.

In one embodiment of the present invention, the coasting energy recovery torque control method at least includes steps S110 to S160.

Step S110, when the vehicle is in a coasting energy recovery state, obtaining the non-driving wheel speed and the driving wheel speed.

In one embodiment of the present invention, the change of vehicle speed is continuously monitored. When it is detected that the vehicle speed shows a slow downward trend and neither the accelerator pedal nor the brake pedal is operated, it can be determined to be in a gliding state. Then, the working mode of the vehicle power system can be monitored by the vehicle control unit VCU. When the system switches to the energy recovery mode, it can be confirmed that the vehicle enters the gliding energy recovery state. Alternatively, it can be determined that the vehicle enters the gliding energy recovery state by the control signal of the drive motor.

It should be noted that the monitoring and judgment of the coasting energy recovery state can be achieved based on a variety of technical routes, all of which are existing technologies and are not specifically limited in this embodiment.

In one embodiment of the present invention, when the vehicle enters a low-adhesion road surface or the coasting energy recovery torque is unreasonable during the coasting energy recovery torque process, there is a situation where the drive tires slip. In step S110, it further specifically includes: obtaining the speed of a pair of non-driving wheels and configuring them as a reference speed v _f ; respectively obtaining the speeds of a pair of first driving wheels and the second driving wheels, and respectively configuring them as a first driving wheel speed v _R1 and a second driving wheel speed v _R2 .

Specifically, since the non-driving wheels are not directly affected by the driving force and the braking force, their speed can more truly reflect the actual movement speed of the vehicle relative to the ground. Therefore, during the sliding process, whether on a low-adhesion road surface or not, the non-driving wheels are basically free rolling. Therefore, their speed is closer to the actual driving speed of the vehicle and better reflects the movement state of the whole vehicle. Taking them as the reference speed v _f can provide a relatively stable reference point for subsequent calculations, which is conducive to more accurate calculation of the slip rate and torque adjustment.

In step S120, the peak slip ratio of the driving wheel is determined based on the non-driving wheel speed and the driving wheel speed.

In _{one embodiment of the present invention, the specific steps of step S120 at least include: determining the first driving wheel slip rate δ R1 based} on the reference speed v _f and the first driving wheel speed v _R1 ; determining the second driving wheel slip rate δ _R2 based on the reference speed v _f and the second driving wheel speed v R2 ; and configuring the larger of the first driving wheel slip rate δ _R1 and the second driving wheel slip rate δ _R2 as the driving wheel peak slip rate δ _R through a preset comparison function.

In one embodiment of the present invention, the first driving wheel slip ratio δ _R1 is calculated by the following formula (1):

In one embodiment of the present invention, the second driving wheel slip ratio δ _R2 is calculated by the following formula (2):

Specifically, the slip ratio reflects the relative movement of the drive wheel with respect to the actual speed of the vehicle. In the above formula (1) and formula (2), by comparing the reference speed with the speed of each drive wheel, the slip degree of each drive wheel can be accurately quantified. In addition, since the two pairs of drive wheels in the dual electric drive axle architecture may be affected by different road conditions or loads, calculating their slip ratios separately can more comprehensively reflect the vehicle's motion state and road adhesion conditions.

In one embodiment of the present invention, the driving wheel peak slip ratio δ _R is calculated by the comparison function of the following formula (3):

δ _R =max [δ _R1 , δ _R2 ] (3)

Specifically, when performing coasting energy recovery torque control, it is necessary to pay attention to more serious slip situations. Through the comparison function of the above formula (3), the larger value of the slip rate of the two driving wheels can be obtained and used as the control basis to ensure that the control strategy can cope with the most dangerous situation.

Step S130, determining whether the peak slip rate of the driving wheel meets a preset condition.

In one embodiment of the present invention, it is determined whether the peak driving wheel slip rate δ _R is higher than a preset first slip rate threshold a, and whether the first driving wheel slip rate δ _R1 and the second driving wheel slip rate δ _R2 are higher than a preset second slip rate threshold b; when it is determined that the peak driving wheel slip rate δ _R is higher than the preset first slip rate threshold a, and at the same time, the first driving wheel slip rate δ _R1 and the second driving wheel slip rate δ _R2 are both higher than the second slip rate threshold b, it is determined that the preset condition is met.

Specifically, the first slip rate threshold a and the second slip rate threshold b may be the same or different. In one embodiment of the present invention, a and b are both configured to be 30%.

By considering the peak slip rate δ _R of the driving wheels and the respective slip rates δ _R1 and δ _R2 of the two pairs of driving wheels at the same time, the slip state of the vehicle can be comprehensively evaluated. If only the peak slip rate δ _R of the driving wheels is judged, unnecessary adjustments may be triggered due to the instantaneous slip of a pair of driving wheels. However, by incorporating the slip rates of both pairs of driving wheels into the judgment conditions, misjudgments caused by sensor errors or instantaneous interference can be greatly reduced, indicating that the vehicle has indeed entered a low-adhesion road surface rather than a local or instantaneous slip phenomenon.

In one embodiment of the present invention, when it is determined that a preset condition is met, the current road surface is identified as a low adhesion coefficient road surface; wherein the low adhesion coefficient road surface includes road surface types with a friction coefficient lower than a predetermined threshold, and the road surface types include wet and slippery roads, snowy roads or icy roads.

In one embodiment of the present invention, when it is determined that the preset condition is not met, step S110 is re-executed.

Step S140: when a preset condition is met, a corrected recovery torque is determined based on a preset vehicle speed-slip ratio correlation model.

In one embodiment of the present invention, step S140 further includes steps S141 to S144.

Step S141, obtaining the current actual vehicle speed and the driving wheel peak slip ratio δ _R .

Step S142: input the current actual vehicle speed and the peak slip ratio _δR of the driving wheel into a preset vehicle speed-slip ratio association model, wherein the vehicle speed-slip ratio association model stores correction coefficients β corresponding to different combinations of vehicle speeds and slip ratios.

In one embodiment of the present invention, the vehicle speed-slip ratio association model is specifically a two-dimensional lookup table, which records the relationship between the vehicle speed, the slip ratio and the correction coefficient. By inputting the vehicle speed and the driving wheel peak slip ratio δ _R obtained in real time into the lookup table, the current correction coefficient can be obtained by interpolation. In this embodiment, the vehicle speed-slip ratio association model is established based on vehicle dynamics characteristics, actual vehicle test data or theoretical calculations, and the specific data and mapping relationship are not limited in this embodiment.

In one embodiment of the present invention, the correction coefficient β is a dimensionless value used to adjust the current coasting energy recovery torque to adapt to the current slip rate. When the peak slip rate δ _R of the driving wheel is high, it indicates that the adhesion between the wheel and the road is weakening, and the vehicle may face the risk of losing control. At this time, a larger correction coefficient β is preferred, in order to be able to more significantly reduce the recovery torque, give priority to ensuring driving safety, and intervene in time before the situation deteriorates further; when the peak slip rate δ _R of the driving wheel is low, the vehicle is in a relatively safe state. At this time, the recovery torque can be fine-tuned by a smaller correction coefficient β to avoid overreaction of the system and maximize energy recovery while ensuring safety.

In one embodiment of the present invention, the value range of the correction coefficient β can be configured as 0＜β≤100.

Step S143: performing interpolation calculation on the vehicle speed-slip ratio correlation model to obtain a correction coefficient β under the current working condition.

Step S144, correcting the current coasting energy recovery torque by using the correction coefficient β to obtain the corrected recovery torque.

In one embodiment of the present invention, the modified recovery torque is calculated by the following formula (4):

T _regen =|T _regen1 ×β| (4)

Wherein, T _regen is the corrected recovery torque, and T _regen1 is the current coasting energy recovery torque.

Step S150, determining the correction response rate of the coasting energy recovery torque according to the peak slip rate of the driving wheel through a preset slip rate-torque correction rate association model.

In one embodiment of the present invention, the specific steps of step S150 at least include: obtaining the current coasting energy recovery torque and the corrected recovery torque; comparing the current coasting energy recovery torque with the corrected recovery torque; when the corrected recovery torque is less than the current coasting energy recovery torque, determining the corrected response rate according to the peak slip rate of the driving wheel through a preset slip rate-torque correction decrease rate association model; when the corrected recovery torque is greater than the current coasting energy recovery torque, determining the corrected response rate according to the peak slip rate of the driving wheel through a preset slip rate-torque correction increase rate association model.

Specifically, when the corrected recovery torque is less than the current sliding energy recovery torque, it proves that the correction coefficient is large and the slip rate is high at this time, and thus the slip rate-torque correction decreasing rate association model is selected, and a decreasing slope of the torque control is obtained through this model, and the wheel slip is reduced by reducing the torque, thereby improving the vehicle stability and controllability; when the corrected recovery torque is greater than the current sliding energy recovery torque, it proves that the correction coefficient is small and the slip rate is low at this time, and thus the slip rate-torque correction increasing rate association model is selected, and an increasing slope of the torque control is obtained through this model, so as to allow the system to gradually increase the recovery torque and maximize the energy recovery efficiency.

In one embodiment of the present invention, the slip ratio-torque correction decrease rate association model is configured as a lookup table, which records different slip ratios and their corresponding torque control decrease slopes. When it is determined that the torque decrease slope should be selected based on the corrected recovery torque and the current sliding energy recovery torque, the current torque control decrease slope is obtained by interpolation, and the slope is the corrected response rate.

In one embodiment of the present invention, similar to the slip ratio-torque correction decreasing rate association model, the slip ratio-torque correction rising rate association model is also configured as a lookup table, in which different slip ratios and their corresponding torque control rising slopes are recorded. When the torque rising slope should be selected based on the corrected recovery torque and the current sliding energy recovery torque, the current torque control rising slope is obtained by interpolation, and this slope is the corrected response rate.

In this embodiment, the slip ratio-torque correction decreasing rate association model and the slip ratio-torque correction increasing rate association model are both established based on vehicle dynamics characteristics, actual vehicle test data or theoretical calculations. In this embodiment, no limitation is imposed on specific data and mapping relationships.

In one embodiment of the present invention, when the correction response rate is determined by the slip rate-torque correction descent rate association model, if it is determined that the peak slip rate of the driving wheel is too large at this time, a larger descent slope is interpolated and selected in the association model. At this time, the recovery torque can be reduced more quickly, and the force acting on the wheel can be quickly reduced, thereby more effectively controlling the slip and preventing the vehicle from losing control.

In one embodiment of the present invention, when the correction response rate is determined by the slip rate-torque correction rising rate association model, if it is judged that the peak slip rate of the driving wheel is low at this time, a larger rising slope is interpolated and selected in the association model, which can adapt to the dry hills of the road conditions more quickly and increase the recovery torque, thereby maximizing energy recovery under good conditions.

Step S160: adjusting the coasting energy recovery torque to the corrected recovery torque according to the corrected response rate.

In one embodiment of the present invention, when the current coasting energy recovery torque is obtained, the change in the coasting energy recovery torque per unit time is determined according to the corrected response rate; within a preset time interval, the coasting energy recovery torque is gradually adjusted according to the change; and the above steps are repeated until the coasting energy recovery torque reaches the corrected recovery torque.

In one embodiment of the present invention, the preset time interval is smaller than the minimum control period of the vehicle control system, and the specific value of the time interval is not specifically limited in this embodiment.

Through step S160, the corrected response rate can be converted into a specific torque change in each time interval, and the torque can be adjusted continuously in a cycle until the target value is reached, that is, the corrected recovery torque. Although the specific implementation of this step and the torque adjustment are carried out step by step, the adjustment process feels smooth to the driver.

Compared with the prior art, the embodiments of the present invention can identify and reduce tire slippage through slip rate, make full use of road adhesion, achieve reasonable energy recovery control, and enable the sliding energy recovery torque to automatically adapt to different road adhesion conditions, effectively avoiding the risk of stalling and loss of control due to vehicle slippage, significantly improving driving safety, and improving the adaptability and reliability of the system.

As shown in FIG3 , in an embodiment of the present invention, a sliding energy recovery torque control device is also provided, which at least includes a wheel speed acquisition module 210 , a slip ratio calculation module 220 , a judgment module 230 , a correction module 240 , a response rate calculation module 250 , and a recovery torque adjustment module 260 .

In one embodiment of the present invention, the wheel speed acquisition module 210 is used to acquire the non-driving wheel speed and the driving wheel speed when the vehicle is in a coasting energy recovery state.

In one embodiment of the present invention, the wheel speed acquisition module 210 is further specifically used to acquire the speed of a pair of non-driven wheels and configure them as a reference speed v _f ; and respectively acquire the speed of a pair of first driven wheels and second driven wheels and configure them as a first driven wheel speed v _R1 and a second driven wheel speed v _R2 .

In one embodiment of the present invention, the slip ratio calculation module 220 is configured to determine the driving wheel peak slip ratio based on the non-driving wheel speed and the driving wheel speed.

In one embodiment of the present invention, the slip ratio calculation module 220 is further specifically used to determine the first driving wheel slip ratio δ _R1 based on the reference speed v _f and the first driving wheel speed v R1 ; determine the second driving wheel slip ratio δ _R2 based on the reference speed v _f and the second driving wheel speed v _R2 ; and configure the larger of the _first driving wheel slip ratio δ _R1 and the second driving wheel slip ratio δ _R2 as the driving wheel peak slip ratio δ _R through a preset comparison function.

In one embodiment of the present invention, the slip ratio calculation module 220 calculates the driving wheel peak slip ratio δ _R through the above equations (1) to (3), and the specific calculation process is not repeated here.

In one embodiment of the present invention, the determination module 230 is used to determine whether the peak slip rate of the driving wheel meets a preset condition.

In one embodiment of the present invention, the judgment module 230 is further specifically used to judge whether the driving wheel peak slip rate δ _R is higher than a preset first slip rate threshold a, and whether the first driving wheel slip rate δ _R1 and the second driving wheel slip rate δ _R2 are higher than a preset second slip rate threshold b; when it is judged that the driving wheel peak slip rate δ _R is higher than the preset first slip rate threshold a, and at the same time the first driving wheel slip rate δ _R1 and the second driving wheel slip rate δ _R2 are both higher than the second slip rate threshold b, it is determined that the preset condition is met.

In one embodiment of the present invention, the first slip rate threshold a and the second slip rate threshold b may be the same or different, which is not specifically limited in this embodiment.

In one embodiment of the present invention, the correction module 240 is configured to determine the corrected recovery torque based on a preset vehicle speed-slip ratio correlation model when a preset condition is met.

In one embodiment of the present invention, the correction module 240 is further specifically used to: obtain the current actual vehicle speed and the peak slip rate δ _R of the driving wheel; input the current actual vehicle speed and the peak slip rate δ _R of the driving wheel into a preset vehicle speed-slip rate association model, where the vehicle speed-slip rate association model stores correction coefficients β corresponding to different vehicle speed and slip rate combinations; perform interpolation calculation on the vehicle speed-slip rate association model to obtain the correction coefficient β under the current working condition; and correct the current sliding energy recovery torque by the correction coefficient β to obtain the corrected recovery torque.

In one embodiment of the present invention, the specific configuration of the correction coefficient β is the same as that in the above method embodiment, and the corrected recovery torque is calculated by the above formula (4), which will not be repeated here.

In one embodiment of the present invention, the response rate calculation module 250 is used to determine the correction response rate of the coasting energy recovery torque according to the peak slip rate of the driving wheel through a preset slip rate-torque correction rate association model.

In one embodiment of the present invention, the response rate calculation module 250 is further specifically used to obtain the current sliding energy recovery torque and the corrected recovery torque; compare the current sliding energy recovery torque with the corrected recovery torque; when the corrected recovery torque is less than the current sliding energy recovery torque, determine the corrected response rate according to the peak slip rate of the driving wheel through a preset slip rate-torque correction decrease rate association model; when the corrected recovery torque is greater than the current sliding energy recovery torque, determine the corrected response rate according to the peak slip rate of the driving wheel through a preset slip rate-torque correction increase rate association model.

In this embodiment, the slip ratio-torque correction decreasing rate association model and the slip ratio-torque correction increasing rate association model are configured the same as those in the above method embodiment, and will not be described again.

In one embodiment of the present invention, the recovery torque adjustment module 260 is used to adjust the coasting energy recovery torque to the corrected recovery torque according to the corrected response rate.

In one embodiment of the present invention, the recovery torque adjustment module 260 is further specifically used to determine the change in the coasting energy recovery torque per unit time based on the current coasting energy recovery torque and according to the correction response rate; within a preset time interval, gradually adjust the coasting energy recovery torque according to the change; and repeat the above steps until the coasting energy recovery torque reaches the corrected recovery torque.

Specifically, the preset time interval is smaller than the minimum control cycle of the vehicle control system, and the specific value of the time interval is not specifically limited in this embodiment.

It should be noted that the coasting energy recovery torque control device and the coasting energy recovery torque control method provided in the above embodiments belong to the same concept, and the specific implementation process is detailed in the embodiment of the control method, which will not be repeated here.

An embodiment of the present invention further provides an electronic device, which includes a memory and a processor, wherein a computer program executed by the processor is stored in the memory, and when the computer program is executed by the processor, the processor executes the coasting energy recovery torque control method described above. Various applications and various data, such as various data used and/or generated by the application, may also be stored in the memory. The processor may be a central processing unit (CPU), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), or other forms of processing units having data processing capabilities and/or instruction execution capabilities.

The embodiment of the present invention further provides a computer-readable storage medium, on which a computer program executed by a processor is stored. When the computer program is executed by the processor, the processor executes the coasting energy recovery torque control method as described above. Exemplarily, the computer storage medium may include a memory card of a smart phone, a storage component of a tablet computer, a hard disk of a personal computer, a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a portable compact disk read-only memory (CD-ROM), a USB memory, or any combination of the above storage media. The computer-readable storage medium may be any combination of one or more computer-readable storage media.

Although example embodiments have been described herein with reference to the accompanying drawings, it should be understood that the above example embodiments are merely exemplary and are not intended to limit the scope of the present application to this. Those of ordinary skill in the art may make various changes and modifications therein without departing from the scope and spirit of the present application. All these changes and modifications are intended to be included within the scope of the present application as required by the appended claims.

In the description provided herein, a large number of specific details are described. However, it is understood that the embodiments of the present application can be practiced without these specific details. In some instances, well-known methods, structures and techniques are not shown in detail so as not to obscure the understanding of this description.

Similarly, it should be understood that in order to streamline the present application and help understand one or more of the various inventive aspects, in the description of the exemplary embodiments of the present application, the various features of the present application are sometimes grouped together into a single embodiment, figure, or description thereof. However, the method of the present application should not be interpreted as reflecting the following intention: the claimed application requires more features than the features clearly stated in each claim. More specifically, as reflected in the corresponding claims, the inventive point is that the corresponding technical problem can be solved with features less than all the features of a single disclosed embodiment. Therefore, the claims following the specific embodiment are hereby explicitly incorporated into the specific embodiment, wherein each claim itself serves as a separate embodiment of the present application.

It will be understood by those skilled in the art that, except for mutually exclusive features, all features disclosed in this specification (including the accompanying claims, abstracts and drawings) and all processes or units of any method or device disclosed in this specification may be combined in any combination. Unless otherwise expressly stated, each feature disclosed in this specification (including the accompanying claims, abstracts and drawings) may be replaced by an alternative feature that provides the same, equivalent or similar purpose.

The embodiments of the present invention are described above in conjunction with the accompanying drawings, but the present invention is not limited to the above-mentioned specific implementation modes, which are merely illustrative rather than restrictive. Under the guidance of the present invention, ordinary technicians in this field can also make many forms without departing from the scope of protection of the present invention and the claims, all of which are within the protection of the present invention.

Claims (11)

1. A method for controlling a coasting energy recovery torque, comprising: When the vehicle is in a coasting energy recovery state, the non-driving wheel speed and the driving wheel speed are obtained; determining a drive wheel peak slip ratio based on the non-drive wheel speed and the drive wheel speed; Determining whether the peak slip rate of the driving wheel meets a preset condition; When the preset condition is met, determining a corrected recovery torque based on a preset vehicle speed-slip ratio correlation model; According to the peak slip rate of the driving wheel, a correction response rate of the coasting energy recovery torque is determined by a preset slip rate-torque correction rate association model; The coasting energy recovery torque is adjusted to the corrected recovery torque according to the corrected response rate. 2. The coasting energy recovery torque control method according to claim 1, characterized in that the vehicle comprises a first electric drive axle, a second electric drive axle and a pair of non-driven wheels, the first electric drive axle outputs power to the pair of first driven wheels, and the second electric drive axle outputs power to the pair of second driven wheels; in the step of obtaining the speed of the non-driven wheel and the speed of the driven wheel, it comprises: Obtaining the speed of a pair of non-driven wheels and configuring it as a reference speed; The speeds of a pair of the first driving wheel and the second driving wheel are respectively obtained and configured as a first driving wheel speed and a second driving wheel speed respectively. 3. The coasting energy recovery torque control method according to claim 2, characterized in that, in the step of determining the peak slip rate of the driving wheel based on the non-driving wheel speed and the driving wheel speed, it comprises: determining a first driving wheel slip ratio based on the reference speed and the first driving wheel speed; determining a second driving wheel slip ratio based on the reference speed and the second driving wheel speed; Through a preset comparison function, a larger one of the first driving wheel slip ratio and the second driving wheel slip ratio is configured as the driving wheel peak slip ratio. 4. The coasting energy recovery torque control method according to claim 3, characterized in that, in the step of judging whether the peak slip rate of the driving wheel meets a preset condition, it comprises: Determining whether the peak slip rate of the driving wheel is higher than a preset first slip rate threshold; determining whether the first driving wheel slip ratio and the second driving wheel slip ratio are higher than a preset second slip ratio threshold; When it is determined that the driving wheel peak slip rate is higher than a preset first slip rate threshold, and both the first driving wheel slip rate and the second driving wheel slip rate are higher than the second slip rate threshold, it is determined that the preset condition is met. 5. The coasting energy recovery torque control method according to claim 1, characterized in that: When it is determined that the preset condition is met, identifying the current road surface as a low adhesion coefficient road surface; The low adhesion coefficient road surface includes road surface types with a friction coefficient lower than a predetermined threshold, and the road surface types include wet and slippery roads, snowy roads or icy roads. 6. The coasting energy recovery torque control method according to claim 1, characterized in that, in the step of determining the corrected recovery torque based on a preset vehicle speed-slip ratio correlation model, it comprises: Obtaining the current actual vehicle speed and the peak slip rate of the driving wheel; Inputting the current actual vehicle speed and the peak slip rate of the driving wheel into a preset vehicle speed-slip rate association model, wherein the vehicle speed-slip rate association model stores correction coefficients corresponding to different combinations of vehicle speeds and slip rates; Performing interpolation calculation on the vehicle speed-slip ratio correlation model to obtain the correction coefficient under the current working condition; The current coasting energy recovery torque is corrected by using the correction coefficient to obtain the corrected recovery torque. 7. The coasting energy recovery torque control method according to claim 1, characterized in that, in the step of determining the correction response rate of the coasting energy recovery torque according to the peak slip rate of the driving wheel through a preset slip rate-torque correction rate correlation model, it comprises: Obtaining the current coasting energy recovery torque and the corrected recovery torque; comparing the current coasting energy recovery torque with the corrected recovery torque; When the corrected recovery torque is less than the current coasting energy recovery torque, the corrected response rate is determined according to the peak slip rate of the driving wheel by using a preset slip rate-torque correction decreasing rate association model; When the corrected recovery torque is greater than the current coasting energy recovery torque, the corrected response rate is determined according to the peak slip rate of the driving wheel through a preset slip rate-torque correction rising rate association model. 8. The coasting energy recovery torque control method according to claim 1, characterized in that, in the step of adjusting the coasting energy recovery torque to the corrected recovery torque according to the corrected response rate, the method comprises: Get the current coasting energy recovery torque; determining a change in the coasting energy recovery torque per unit time according to the corrected response rate; Within a preset time interval, gradually adjusting the coasting energy recovery torque according to the change amount; The above steps are repeated until the coasting energy recovery torque reaches the corrected recovery torque. 9. A coasting energy recovery torque control device, comprising: A wheel speed acquisition module is used to acquire the non-driving wheel speed and the driving wheel speed when the vehicle is in a coasting energy recovery state; a slip ratio calculation module, configured to determine a driving wheel peak slip ratio based on the non-driving wheel speed and the driving wheel speed; A judging module, used for judging whether the peak slip rate of the driving wheel meets a preset condition; a correction module, configured to determine a correction recovery torque based on a preset vehicle speed-slip ratio correlation model when the preset condition is met; a response rate calculation module, configured to determine a correction response rate of the coasting energy recovery torque according to the peak slip rate of the driving wheel and through a preset slip rate-torque correction rate association model; The recovery torque adjustment module is used to adjust the coasting energy recovery torque to the corrected recovery torque according to the corrected response rate. 10. An electronic device, comprising: Processor; and A memory arranged to store computer executable instructions, which when executed cause the processor to perform a method as claimed in any one of claims 1 to 8. 11. A computer-readable storage medium, characterized in that the computer-readable storage medium stores one or more programs, and when the one or more programs are executed by an electronic device including multiple application programs, the electronic device executes any one of the methods as claimed in claims 1 to 8.