CN117465224A - Energy recovery control method, system, vehicle and storage medium - Google Patents
Energy recovery control method, system, vehicle and storage medium Download PDFInfo
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Classifications
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- 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
-
- 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
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
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- 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
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Abstract
The invention relates to the technical field of energy recovery, and discloses an energy recovery control method, an energy recovery control system, a vehicle and a storage medium, wherein the energy recovery control method comprises the following steps: acquiring current vehicle parameters of a target vehicle; judging whether the target vehicle accords with an energy recovery strategy or not based on the vehicle parameters; when the target vehicle accords with the energy recovery strategy, determining energy recovery torque based on vehicle parameters and a preset motor demand torque curve, wherein the preset motor demand torque curve is a corresponding relation diagram of the energy recovery torque and the vehicle speed; the target vehicle is controlled to perform an energy recovery operation based on the energy recovery torque. According to the invention, the motor performance is considered in energy recovery, theoretical support and method guidance are provided for the distribution calculation of motor feedback torque and braking torque, so that the energy recovery is more reasonable, and the energy recovery efficiency is greatly improved.
Description
Technical Field
The invention relates to the technical field of energy recovery, in particular to an energy recovery control method, an energy recovery control system, a vehicle and a storage medium.
Background
In recent years, with the rapid development of new energy automobiles with pure electric power, hybrid power and hydrogen fuel cells, in order to improve the cruising ability of the vehicles, besides preparing battery energy management systems, energy recovery is a method which is generally adopted by the current new energy automobiles, and is to convert kinetic energy of the vehicles during deceleration into electric energy, recover the electric energy into a power battery and increase the electric quantity of a storage battery.
In the prior art, the feedback torque weight coefficient is determined to recover braking energy based on a corresponding relation table of the accelerator pedal stroke, the brake pedal stroke, the battery residual electric quantity state and the weight coefficient. The motor is used as a main body for executing braking energy recovery operation, however, the motor performance is not considered in the prior art, and the research on feedback torque and braking torque of the motor is lacked, so that the energy recovery is unreasonable, and the efficiency of the energy recovery is affected.
Disclosure of Invention
In view of the above, the invention provides an energy recovery control method, an energy recovery control system, a vehicle and a storage medium, so as to solve the problem that the energy recovery efficiency is low due to unreasonable energy feedback caused by neglecting the motor performance in the prior art.
In a first aspect, the present invention provides an energy recovery control method, the method comprising:
acquiring current vehicle parameters of a target vehicle;
judging whether the target vehicle accords with an energy recovery strategy or not based on the vehicle parameters;
when the target vehicle accords with the energy recovery strategy, determining energy recovery torque based on vehicle parameters and a preset motor demand torque curve, wherein the preset motor demand torque curve is a corresponding relation diagram of the energy recovery torque and the vehicle speed;
the target vehicle is controlled to perform an energy recovery operation based on the energy recovery torque.
According to the method, through judging whether the target vehicle accords with the energy recovery strategy or not and combining the vehicle parameters and the preset motor demand torque curve, the energy recovery torque is determined and used for controlling the target vehicle to execute the energy recovery operation, the energy recovery strategy during the sliding and braking of the vehicle can be distinguished, more accurate energy recovery control is facilitated, and theoretical support and method guidance are provided for the distribution calculation of motor feedback torque and braking torque; the motor performance and the working condition of the whole vehicle can be fully exerted to perform energy recovery, so that the energy recovery is more reasonable, and the energy recovery efficiency is greatly improved.
In an alternative embodiment, the vehicle parameters include vehicle speed, accelerator pedal opening, brake pedal opening, battery remaining capacity, motor temperature, and motor speed; the energy recovery strategy includes a coasting energy recovery strategy and a braking energy recovery strategy; determining whether the target vehicle meets the energy recovery strategy based on the vehicle parameters includes:
judging whether the current accelerator pedal opening of the target vehicle is 0;
when the current accelerator pedal opening of the target vehicle is 0, judging whether the current brake pedal opening of the target vehicle is 0;
If the current brake pedal opening of the target vehicle is 0, the target vehicle is in a sliding state currently, and whether the current speed of the target vehicle meets a preset first vehicle speed threshold value or not and whether the residual battery capacity meets a preset first electric quantity threshold value or not are judged; when the current speed of the target vehicle meets a preset first speed threshold value and the residual battery power meets a preset first power threshold value, determining that the target vehicle accords with a sliding energy recovery strategy;
if the current brake pedal opening of the target vehicle is not 0, the target vehicle is in a braking state at present, and whether the current speed of the target vehicle meets a preset second vehicle speed threshold value or not and whether the residual battery capacity meets a preset second electric quantity threshold value or not are judged; and when the current speed of the target vehicle meets a preset second vehicle speed threshold value and the residual battery capacity meets a preset second electric capacity threshold value, determining that the target vehicle accords with the braking energy recovery strategy.
The specific energy recovery strategy type is judged based on the current accelerator pedal opening, brake pedal opening, vehicle speed and battery residual capacity of the target vehicle, so that the judgment result is more comprehensive and objective, and the rationality of energy recovery control is ensured to a certain extent.
In an alternative embodiment, the braking energy recovery strategy comprises a first braking energy recovery strategy and a second braking energy recovery strategy, wherein the first braking energy recovery strategy is an energy recovery strategy when the electric machine is in peak torque operation; the second braking energy recovery strategy is an energy recovery strategy when the motor is in rated torque operation; the first braking energy recovery strategy and the second braking energy recovery strategy are determined according to whether the current opening degree of a brake pedal of the target vehicle meets a preset opening degree threshold value or not;
if the opening degree of the brake pedal meets a preset opening degree threshold value, determining the opening degree of the brake pedal as a first braking energy recovery strategy;
and if the opening degree of the brake pedal does not meet the preset opening degree threshold value, determining the second braking energy recovery strategy.
According to the invention, the braking energy recovery strategy is further divided based on the actual working principle of the motor, so that the refined classification of the energy recovery strategy can be realized, a detailed theoretical basis is provided for the distribution and calculation of the braking torque of the motor, and the rationality and the effectiveness of energy recovery are further ensured.
In an alternative embodiment, the preset motor demand torque profile is a profile comprising a motor speed and motor torque map obtained through electromagnetic simulation and test calibration, and the preset motor demand torque profile includes a peak torque profile and a rated torque profile.
The preset motor demand torque curve is obtained through electromagnetic simulation and test calibration based on actual vehicle working conditions and motor characteristics, parameters such as the vehicle and the motor characteristics of the vehicle can be fully considered, and the accuracy and the rationality of energy recovery torque can be improved.
In an alternative embodiment, determining the energy recovery torque based on the vehicle parameters and the preset motor demand torque profile when the target vehicle complies with the energy recovery strategy includes:
if the target vehicle accords with the sliding energy recovery strategy, determining a first energy recovery torque based on the current speed of the target vehicle, a preset maximum speed and a rated torque curve;
if the target vehicle accords with the first braking energy recovery strategy, determining a second energy recovery torque based on the current speed and peak torque curve of the target vehicle;
and if the target vehicle accords with the second braking energy recovery strategy, determining a third energy recovery torque based on the current speed of the target vehicle, the rated torque curve, the opening degree of a brake pedal and the peak torque curve.
According to the invention, the energy recovery strategy is divided into three types according to the actual working conditions of the vehicle and the characteristic parameters of the motor, so that the energy recovery strategy can be finely divided, theoretical guidance is provided for the distribution calculation of the feedback torque and the braking torque of the motor, the energy recovery is more reasonable, and the energy utilization rate is effectively improved.
In an alternative embodiment, the energy recovery control method further includes, when the target vehicle complies with the energy recovery strategy:
judging whether the current motor temperature of the target vehicle is smaller than a preset temperature threshold value or not;
and when the motor temperature is less than a preset temperature threshold value, executing the step of judging whether the current brake pedal opening of the target vehicle is 0.
According to the invention, the influence of the motor temperature on the motor performance is considered, when the motor runs at high power, particularly at peak torque, the current motor temperature is judged, so that the phenomenon that the service life and normal running of the motor are influenced due to the fact that the motor temperature rises sharply can be effectively avoided, and the running safety and the service life of the whole vehicle are ensured to a certain extent.
In an alternative embodiment, the method further comprises:
and if the current accelerator pedal opening of the target vehicle is not 0, re-executing the step of acquiring the current vehicle parameters of the target vehicle.
According to the invention, the opening degree of the accelerator pedal is used as a precondition judgment condition of the energy recovery control, and the meeting condition of the energy recovery control is required to be continuously judged when the opening degree of the accelerator pedal is not 0, so that the energy is correspondingly recovered after the meeting condition of the energy recovery control is obtained, and the energy recovery utilization rate is guaranteed.
In a second aspect, the present invention provides an energy recovery control system, the system comprising:
the acquisition module is used for acquiring current vehicle parameters of the target vehicle;
the judging module is used for judging whether the target vehicle accords with the energy recovery strategy or not based on the vehicle parameters;
the determining module is used for determining energy recovery torque based on vehicle parameters and a preset motor demand torque curve when the target vehicle accords with an energy recovery strategy, wherein the preset motor demand torque curve is a corresponding relation diagram of the energy recovery torque and the vehicle speed;
and a control module for controlling the target vehicle to perform an energy recovery operation based on the energy recovery torque.
The energy recovery control system disclosed by the invention can fully consider the motor performance, provides theoretical support and method guidance for the distribution calculation of the feedback torque and the braking torque of the motor, ensures that the energy recovery is more reasonable, and greatly improves the energy recovery efficiency.
In a third aspect, the present invention provides a vehicle comprising a controller comprising: the energy recovery control system comprises a memory and a processor, wherein the memory and the processor are in communication connection, the memory stores computer instructions, and the processor executes the computer instructions so as to execute the energy recovery control method according to the first aspect or any implementation mode corresponding to the first aspect.
In a fourth aspect, the present invention provides a computer-readable storage medium having stored thereon computer instructions for causing a computer to execute an energy recovery control method of the first aspect or any of its corresponding embodiments.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are needed in the description of the embodiments or the prior art will be briefly described, and it is obvious that the drawings in the description below are some embodiments of the present invention, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic flow chart of an energy recovery control method according to an embodiment of the invention;
FIG. 2 is a flow chart of another energy recovery control method according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of motor performance parameters according to an embodiment of the present invention;
FIG. 4 is a flow chart of yet another energy recovery control method according to an embodiment of the present invention;
FIG. 5 is a block diagram of the architecture of an energy recovery control system according to an embodiment of the present invention;
Fig. 6 is a schematic structural view of a controller of a vehicle according to an embodiment of the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
In an embodiment of the present invention, an energy recovery control method embodiment is provided, where the steps shown in the flowchart of the figures may be performed in a computer system, such as a set of computer-executable instructions, and where, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be performed in an order other than that shown or described herein.
In this embodiment, an energy recovery control method is provided, fig. 1 is a schematic flow chart of the energy recovery control method according to an embodiment of the present invention, and as shown in fig. 1, the flow chart includes the following steps:
Step S101, current vehicle parameters of a target vehicle are acquired.
In the present embodiment, the vehicle parameters include the current vehicle speed of the target vehicle, a transmission gear, an accelerator pedal opening, a brake pedal opening, a state of charge (SOC) of the battery, which is used to reflect the available state of the remaining amount of power in the battery, motor-related parameters, and the like; the specific means for acquiring the vehicle parameters are not limited herein and are obtained according to data acquisition methods commonly used in the art. For example, the current vehicle speed is obtained by a vehicle-mounted speed sensor, which is merely illustrative and not limiting.
The motor is an electric device that converts electric energy into mechanical energy or vice versa in an automobile, has relatively movable parts, and is operated by electromagnetic induction. The main performance indexes of the motor comprise rated power, peak power, rated rotating speed, highest working rotating speed, rated torque, peak torque, locked-rotor torque, rated voltage, rated current, rated frequency and the like; the rated power refers to mechanical power output under the rated running condition of the motor; peak power refers to the maximum output power at which the motor operates within a prescribed time.
Step S102, judging whether the target vehicle accords with the energy recovery strategy or not based on the vehicle parameters.
It should be noted that, in this embodiment, the energy recovery strategy may automatically determine whether the energy recovery strategy of the vehicle is started based on the preset condition switch coefficients of the battery, gear, temperature, speed and other limiting conditions of the vehicle; or based on the judgment of the driver on the current vehicle, controlling the opening and closing of an energy recovery strategy through a preset energy recovery switch carried on the vehicle body; for example only, the energy recovery strategy specific decision mode is adapted based on actual demand.
Step S103, when the target vehicle accords with the energy recovery strategy, determining energy recovery torque based on vehicle parameters and a preset motor demand torque curve, wherein the preset motor demand torque curve is a corresponding relation diagram of the energy recovery torque and the vehicle speed.
When the target vehicle performs the energy recovery strategy, the corresponding energy recovery torque needs to be acquired to realize the energy recovery control of the own vehicle. In this embodiment, the preset motor demand torque curve is a MAP of a correspondence relationship between the energy recovery torque and the vehicle speed, where there is a certain mapping relationship between the vehicle speed and the rotational speed of the motor, that is, the preset motor demand torque curve is also referred to as a torque curve of a correspondence relationship between the energy recovery torque (motor torque) and the vehicle speed (motor rotational speed). Specifically, for points on the torque curve, the values corresponding to different vehicle speeds (motor speeds) change, for example, if the current vehicle speed of the target vehicle is 40km/h, and if the corresponding motor speed is 5000rpm, and the torque corresponding to the motor is 320Nm calculated by finding or interpolating from the curve, the energy recovery torque of the corresponding target vehicle is 320Nm, which is only used as an example and not a limitation.
Step S104, the control target vehicle performs an energy recovery operation based on the energy recovery torque.
In the embodiment, the vehicle is controlled to carry out corresponding energy recovery through the obtained energy recovery torque, so that the motor performance can be fully considered, theoretical support and method guidance are provided for the distribution calculation of the feedback torque and the braking torque of the motor, the energy recovery is more reasonable, and the energy recovery efficiency is greatly improved.
In this embodiment, an energy recovery control method is provided, fig. 2 is a schematic flow chart of another energy recovery control method according to an embodiment of the present invention, and as shown in fig. 2, the flow includes the following steps:
in step S201, current vehicle parameters of the target vehicle are acquired. Please refer to step S101 in the embodiment shown in fig. 1 in detail, which is not described herein.
Step S202, judging whether the target vehicle accords with the energy recovery strategy or not based on the vehicle parameters.
In the present embodiment, the vehicle parameters include vehicle speed, accelerator pedal opening, brake pedal opening, battery remaining power, motor temperature, and motor rotational speed; the energy recovery strategy includes a coasting energy recovery strategy and a braking energy recovery strategy. Specifically, the vehicle parameters in the present embodiment are obtained correspondingly by the relevant sensors mounted on the vehicle.
Specifically, the step S202 includes:
in step S2021, it is determined whether or not the current accelerator pedal opening of the target vehicle is 0.
The accelerator pedal is used to control acceleration and deceleration of the engine of the automobile. When a driver presses an accelerator pedal, an automobile engine accelerates; when the driver releases the accelerator pedal, the vehicle engine may slow down. The accelerator pedal is an important part for controlling the speed of the automobile, in this embodiment, the accelerator pedal opening is used as a precondition for energy recovery control, and when the accelerator pedal opening is not 0, the condition for meeting the energy recovery control needs to be continuously judged, so that the energy is correspondingly recovered after the condition for meeting the energy recovery control is obtained, and the energy recovery utilization rate is guaranteed.
In step S2022, when the current accelerator pedal opening of the target vehicle is 0, it is determined whether the current brake pedal opening of the target vehicle is 0.
In the present embodiment, if the current accelerator pedal opening of the target vehicle is not 0, the target vehicle is determined to be in a normal driving state, and at this time, the energy recovery strategy is turned off, and the step S201 of acquiring the current vehicle parameters of the target vehicle is re-executed.
Step S2023, if the current brake pedal opening of the target vehicle is 0, determining whether the current speed of the target vehicle meets the preset first vehicle speed threshold and whether the remaining battery power meets the preset first power threshold; and when the current speed of the target vehicle meets a preset first speed threshold value and the residual battery capacity meets a preset first electric capacity threshold value, determining that the target vehicle accords with the sliding energy recovery strategy.
It should be noted that, the energy recovery may convert the kinetic energy of the automobile into electric energy and store the electric energy in the power battery again. Specifically, when the energy recovery mode is opened, namely, after an electric door of the vehicle is loosened or a brake is stamped, reverse induction current generated by the motor can be returned to the rechargeable battery, namely, the motor reversely generates electricity, so that kinetic energy generated in the sliding process or the braking process of the automobile is converted into electric energy and stored in the battery, the sliding energy or the braking energy of the vehicle is reused, and the energy utilization rate is improved. Therefore, in the present embodiment, it is necessary to determine the vehicle energy recovery strategy in the corresponding state based on the coasting state or the braking state of the vehicle.
In this embodiment, specific values of the preset first vehicle speed threshold and the preset first electric quantity threshold are not limited herein, and are adaptively adjusted according to actual requirements. For example, the first vehicle speed threshold is preset to 5km/h, and the first power threshold is preset to 95% of the battery SOC power, as just an exemplary illustration. Specifically, when the current vehicle speed V of the target vehicle is greater than 5km/h and the current battery SOC level is less than 95%, the vehicle coasting energy recovery strategy is turned on.
In this embodiment, when the current speed of the target vehicle does not meet the preset first vehicle speed threshold and the remaining battery power does not meet the preset first power threshold, that is, when the current speed V of the target vehicle is not greater than 5km/h and the current battery SOC power is not less than 95%, the vehicle is turned off to slide the energy recovery strategy, and the vehicle only keeps a sliding state, so that the service life of the battery can be effectively protected, the overcharge of the battery can be avoided, the shake of the vehicle in the low-speed sliding process can be prevented, and the driving comfort is improved.
Step S2024, if the current brake pedal opening of the target vehicle is not 0, the target vehicle is currently in a braking state, and judging whether the current speed of the target vehicle meets a preset second vehicle speed threshold value and whether the residual battery power meets a preset second power threshold value; and when the current speed of the target vehicle meets a preset second vehicle speed threshold value and the residual battery capacity meets a preset second electric capacity threshold value, determining that the target vehicle accords with the braking energy recovery strategy.
In this embodiment, specific values of the preset second vehicle speed threshold and the preset second electric quantity threshold are not limited herein, and are adaptively adjusted according to actual requirements. It should be noted that, in this embodiment, the preset first vehicle speed threshold and the preset second vehicle speed threshold, and the preset first electric quantity threshold and the preset second electric quantity threshold may be set to the same value, or may be set to different values, which are set according to the actual requirements. For example, the second vehicle speed threshold is preset to 5km/h, the second power threshold is preset to 95% of the battery SOC power, and this is merely illustrative. Specifically, when the current speed V of the target vehicle is greater than 5km/h and the current battery SOC level is less than 95%, the vehicle braking energy recovery strategy is started.
In this embodiment, when the current speed of the target vehicle does not meet the preset second vehicle speed threshold and the remaining battery power does not meet the preset second power threshold, that is, when the current speed V of the target vehicle is not greater than 5km/h and the current battery SOC power is not less than 95%, the vehicle braking energy recovery strategy is turned off, and the vehicle only maintains a braking state. Specifically, through the judgment of the speed of the target vehicle, the energy recovery strategy can be closed when the vehicle is at a low speed, so that a driver can conveniently perform energy recovery operation according to an actual driving scene; and judging the current battery residual capacity of the vehicle, so that the phenomenon of battery overcharge can be avoided, and the service life of the battery is prolonged.
Specifically, the braking energy recovery strategy in step S2024 includes a first braking energy recovery strategy and a second braking energy recovery strategy, where the first braking energy recovery strategy is an energy recovery strategy when the motor is in peak torque operation; the second braking energy recovery strategy is an energy recovery strategy when the motor is operating at rated torque. In this embodiment, the first braking energy recovery strategy and the second braking energy recovery strategy are determined according to whether the current opening degree of the brake pedal of the target vehicle meets a preset opening degree threshold, specifically:
And step A1, determining a first braking energy recovery strategy if the opening degree of the brake pedal meets a preset opening degree threshold value.
In this embodiment, the specific value of the preset opening threshold is not specifically limited herein, and is adaptively adjusted according to the actual requirement. For example, the preset opening threshold value is 70%, which is merely illustrative. It should be noted that, if the opening of the brake pedal is not less than 70%, the first braking energy recovery strategy, also referred to as the peak anti-drag energy recovery strategy, is started.
And step A2, determining a second braking energy recovery strategy if the opening degree of the brake pedal does not meet a preset opening degree threshold value.
In this embodiment, if the brake pedal opening is less than 70%, a second braking energy recovery strategy, also referred to as a peak ratio torque anti-drag energy recovery strategy, is initiated.
The peak reverse-dragging energy recovery strategy and the peak ratio torque reverse-dragging energy recovery strategy are used for converting kinetic energy generated in the automobile braking process into electric energy and storing the electric energy in a battery, so that the automobile braking energy is reused, the energy waste is reduced, the energy utilization rate is improved, and the automobile braking energy recovery system has high sustainability and economy.
In step S203, when the target vehicle meets the energy recovery strategy, the energy recovery torque is determined based on the vehicle parameter and a preset motor demand torque curve, which is a map of the correspondence between the energy recovery torque and the vehicle speed.
The preset motor demand torque curve is a mapping curve which is obtained through electromagnetic simulation and test calibration and comprises a motor rotating speed and a motor torque, and comprises a peak torque curve and a rated torque curve, wherein the rated torque curve is also called as a continuous torque curve. The torque of the motor means the torque applied by the motor, and the unit is Nm. The motor torque includes a peak torque and a rated torque; the peak torque is also called starting torque, and is the maximum torque which can be generated by the motor at the moment of starting. When the motor is started, the load torque is zero because the motor load has not rotated yet, at which point the motor can provide maximum output torque. The rated torque is the torque that the motor can continuously output under standard working conditions. Under the conditions of rated voltage, rated current, rated temperature and the like, the motor can stably work for a long time and provide corresponding output torque.
Specifically, the step S203 includes:
step S2031, determining a first energy recovery torque based on a current speed of the target vehicle, a preset maximum speed and a rated torque curve if the target vehicle conforms to the coasting energy recovery strategy.
It should be noted that the preset maximum vehicle speed of the target vehicle is determined based on the actual vehicle manufacturer. In this embodiment, the recovery torque corresponding to the coasting energy recovery strategy is determined by the rated torque curve, the current speed of the target vehicle, and the preset maximum speed.
Specifically, the first energy recovery torque M1 is expressed as:
M1＝V/V_max×M_e
wherein V represents the current speed of the target vehicle, V_max represents the maximum speed of vehicle calibration, M_e is the rated torque generated by the motor, and specific values are determined by referring to the continuous torque curve of the motor power generation performance parameter of FIG. 3. For example, m_e is a point corresponding to the continuous torque curve in fig. 3, and the value corresponding to the different vehicle speeds (different motor speeds) may change, for example, if the vehicle speed is 40km/h, the corresponding motor speed is 5000rpm, and if the continuous torque of the motor is 320Nm by finding or interpolating the curve, the corresponding m_e=320 Nm is merely illustrated as an example.
In step S2032, if the target vehicle meets the first braking energy recovery strategy, a second energy recovery torque is determined based on the current speed and the peak torque curve of the target vehicle.
In this embodiment, the recovery torque corresponding to the first braking energy recovery strategy is determined by the peak torque curve and the current speed of the target vehicle. Specifically, the second energy recovery torque M2 is expressed as:
M2＝M_max
Wherein, m_max is the maximum torque generated by the motor, and specific values are determined by referring to the peak torque curve of the motor generating performance parameter in fig. 3, and the specific values are determined in the same manner as the rated torque m_e generated by the motor, which is not described herein.
Step S2033, determining a third energy recovery torque based on the current speed of the target vehicle, the rated torque curve, the brake pedal opening, and the peak torque curve if the target vehicle meets the second braking energy recovery strategy.
In this embodiment, the regenerative torque corresponding to the second braking energy recovery strategy is determined by the current vehicle speed of the target vehicle, the rated torque curve, the brake pedal opening degree, and the peak torque curve.
Specifically, the second energy recovery torque M3 is expressed as:
M3＝max[M_e，Brake×M_max]
wherein M_e is the rated torque of motor power generation, brake is the opening degree of Brake pedal, M_max is the maximum torque of motor power generation, and specific values of M_e and M_max are determined by referring to the motor power generation performance parameters of FIG. 3.
It should be noted that, the main parameter affecting the performance of the motor is the motor temperature, that is, the motor temperature corresponding to the motor during high-power operation (especially peak torque operation) or long-time sliding will rise sharply, which affects the service life and normal operation of the motor. Therefore, when the energy recovery strategy corresponding to the working condition is executed, the embodiment of the invention considers the motor performance, and also comprises the monitoring of the motor temperature, so that the problems that the motor and the electric drive system influence the running safety and the service life of the whole vehicle due to overhigh temperature are solved, the energy recovery strategy of the vehicle can be executed more accurately, and the energy recovery is more reasonable.
Specifically, when the target vehicle conforms to the energy recovery strategy, the energy recovery control method of the embodiment further includes:
and B1, judging whether the current motor temperature of the target vehicle is smaller than a preset temperature threshold value.
In this embodiment, the specific value of the preset temperature threshold is not limited herein, and is adaptively adjusted according to the actual project requirement. For example, the preset temperature threshold is 130 ℃, just as an exemplary illustration.
Step B2, when the motor temperature is less than the preset temperature threshold, step S2022 of determining whether the current brake pedal opening of the target vehicle is 0 is performed.
It should be noted that, since the motor temperature is easily greater than 130 ℃ only in the high power section or long-time coasting energy recovery, the present embodiment only determines the motor temperature in the first braking energy recovery (peak torque energy recovery) strategy and the coasting energy recovery strategy. In the present embodiment, when the motor temperature is less than 130 ℃, the flow returns to step S2022 to determine the current brake pedal opening of the target vehicle; and if the temperature of the motor is not less than 130 ℃, the target vehicle is correspondingly in a braking state or a sliding state.
In a specific embodiment, after the coasting energy recovery strategy is started, the motor temperature is further judged, and if the motor temperature T is more than or equal to 130 ℃, the target vehicle is switched to a coasting-only state; if the motor temperature T is less than 130 c, the flow returns to step S2022 to restart the determination as to whether the current brake pedal opening of the target vehicle is 0, thereby circulating. The first braking energy recovery strategy is the same and will not be described in detail herein.
Step S204, the control target vehicle performs an energy recovery operation based on the energy recovery torque. Please refer to step S104 in the embodiment shown in fig. 1 in detail, which is not described herein.
In one embodiment, referring to fig. 4, the energy recovery control method includes:
step C1, when a target vehicle runs on a road, judging whether the opening degree of an accelerator pedal is 0 through a sensor carried on a vehicle body, and if the opening degree of the accelerator pedal is not 0, judging that the vehicle is in a normal running state, wherein an energy recovery strategy is closed; if the opening of the accelerator pedal is 0, entering the next judging link.
Step C2, judging the opening degree of a brake pedal according to the condition that the opening degree of an accelerator pedal is 0 in the step C1, and entering a sliding module if the opening degree of the brake pedal is 0; if the opening degree of the brake pedal is not 0, the brake module is started.
And C3, entering a sliding module when the opening degree of the brake pedal is 0 according to the step C2. The specific control flow is as follows:
step C31, judging whether the SOC electric quantity of the battery of the whole vehicle is more than or equal to 95% and the current running speed V is less than or equal to 5km/h, if both conditions are met, closing a vehicle sliding energy recovery strategy, and keeping the vehicle in a sliding state only; the battery protection device is beneficial to protecting the effective service life of the battery, avoiding the overcharge of the battery, and preventing vehicle shake in the low-speed sliding process from influencing driving comfort.
In step C32, in order to fully consider the critical point of the vehicle speed and the battery SOC, the motor temperature T is continuously judged in the process of only sliding, if the motor temperature T is more than or equal to 130 ℃, the state of only sliding is continuously maintained, and if the motor temperature T is less than 130 ℃, the flow returns to step C3 to be restarted, so that the cycle is circulated; if the battery SOC is less than 95% and the current running speed V is greater than 5km/h at the beginning link stage of the step C31, starting a sliding energy recovery strategy, and determining the corresponding first energy recovery torque M1 based on the rated torque curve, the current speed of the target vehicle and the preset maximum speed.
Specifically, the sliding module energy recovery strategy in the step C3 adopts a closed-loop control strategy, fully considers the health states of the motor and the battery, and realizes benign energy recovery cycle.
And step C4, entering a brake module when the brake pedal opening degree is more than 0 (namely, the brake pedal opening degree is not 0) according to the step C2. The specific control flow is as follows:
and step C41, judging whether the SOC electric quantity of the battery of the whole vehicle is more than or equal to 95% and the current running speed V is less than or equal to 5km/h, if both conditions are met, closing a vehicle braking energy recovery strategy, and only keeping the vehicle in a braking state, thereby being beneficial to prolonging the effective service life of the battery and avoiding damage caused by overcharging the battery.
In step C42, in order to fully consider the critical point of the vehicle speed V and the battery SOC, the motor temperature T is continuously judged in the braking process, if the motor temperature T is more than or equal to 130 ℃, the braking state is continuously maintained, and if the motor temperature T is less than 130 ℃, the flow returns to step C4 to restart, so that the cycle is circulated. If the battery SOC is less than 95% and the current running speed V is greater than 5km/h at the beginning link stage of the step C41, judging the opening degree of the brake pedal continuously, and if the opening degree of the brake pedal is more than or equal to 50%, starting a peak anti-dragging energy recovery strategy (namely a first braking energy recovery strategy) at the moment, and determining the corresponding second energy recovery torque M2 through a peak torque curve and the current speed of the target vehicle.
And step C43, if the opening degree of the brake pedal is less than 50%, starting a peak ratio torque anti-dragging energy recovery strategy (namely a first braking energy recovery strategy), and determining the corresponding second energy recovery torque M3 through the current speed, the rated torque curve, the opening degree of the brake pedal and the peak torque curve of the target vehicle.
And step C44, after the peak anti-dragging energy recovery strategy or the peak proportion torque anti-dragging energy recovery strategy is started, the motor temperature T is continuously judged, and the accurate judgment of the energy recovery strategy is ensured.
In summary, according to the energy recovery control method provided by the embodiment of the invention, the continuous torque characteristic curve and the peak torque characteristic curve of the motor power generation are distinguished according to the motor performance; the two energy recovery working conditions of adopting the motor continuous torque characteristic parameter and adopting the peak torque characteristic parameter during energy recovery sliding and adopting the peak torque characteristic parameter during braking energy feedback are designed, so that a theoretical basis is provided for the distribution calculation of the motor feedback torque and the braking torque, and the motor is protected and the power generation performance of the motor is fully exerted to recover energy; according to the working conditions of the vehicle, the energy recovery strategy is divided into a free-running energy recovery strategy, a peak torque anti-dragging energy recovery strategy and a peak proportion torque anti-dragging energy recovery strategy, so that the energy recovery strategy can be finely divided, and the energy recovery is more reasonable; by setting the condition switch coefficient, the energy recovery can be facilitated, and the limiting conditions such as a battery, a gear of a gearbox, temperature, speed and the like can be considered, so that the energy utilization rate is effectively improved.
The embodiment also provides an energy recovery control system, which is used for implementing the above embodiment and the preferred implementation, and is not described in detail. The term "module" as used below may be a combination of software and/or hardware that implements a predetermined function. While the system described in the following embodiments is preferably implemented in software, implementation in hardware, or a combination of software and hardware, is also possible and contemplated.
The present invention provides an energy recovery control system, as shown in fig. 5, comprising:
an obtaining module 501 is configured to obtain current vehicle parameters of a target vehicle.
A determination module 502 is configured to determine whether the target vehicle complies with the energy recovery strategy based on the vehicle parameters.
The determining module 503 is configured to determine the energy recovery torque based on the vehicle parameter and a preset motor demand torque curve when the target vehicle meets the energy recovery strategy, where the preset motor demand torque curve is a corresponding relationship diagram of the energy recovery torque and the vehicle speed.
A control module 504 for controlling the target vehicle to perform an energy recovery operation based on the energy recovery torque.
In some alternative embodiments, the determining module 502 includes: the first judging sub-module, the second judging sub-module, the third judging sub-module and the fourth judging sub-module; the first judging submodule is used for judging whether the current accelerator pedal opening of the target vehicle is 0 or not; the second judging submodule is used for judging whether the current brake pedal opening of the target vehicle is 0 when the current accelerator pedal opening of the target vehicle is 0; the third judging submodule is used for judging whether the current speed of the target vehicle meets a preset first vehicle speed threshold value or not and whether the residual battery capacity meets a preset first electric quantity threshold value or not if the current opening degree of a brake pedal of the target vehicle is 0 and the target vehicle is in a sliding state currently; when the current speed of the target vehicle meets a preset first speed threshold value and the residual battery power meets a preset first power threshold value, determining that the target vehicle accords with a sliding energy recovery strategy; a fourth judging sub-module, configured to judge whether the current speed of the target vehicle meets a preset second vehicle speed threshold and whether the remaining battery power meets a preset second power threshold if the current brake pedal opening of the target vehicle is not 0 and the target vehicle is currently in a braking state; and when the current speed of the target vehicle meets a preset second vehicle speed threshold value and the residual battery capacity meets a preset second electric capacity threshold value, determining that the target vehicle accords with the braking energy recovery strategy.
In some alternative embodiments, the fourth judgment sub-module includes: the device comprises a judging unit, a first result unit and a second result unit; the judging unit is used for determining whether the first braking energy recovery strategy and the second braking energy recovery strategy meet a preset opening threshold value or not through the current opening of a brake pedal of the target vehicle; the first result unit is used for determining a first braking energy recovery strategy if the opening degree of the brake pedal meets a preset opening degree threshold value; and the second result unit is used for determining a second braking energy recovery strategy if the opening degree of the brake pedal does not meet the preset opening degree threshold value.
In some alternative embodiments, the determining module 503 includes: the first, second and third determination sub-modules; the first determining submodule is used for determining a first energy recovery torque based on the current speed of the target vehicle, a preset maximum speed and a rated torque curve if the target vehicle accords with the sliding energy recovery strategy; the second determining submodule is used for determining a second energy recovery torque based on the current speed and the peak torque curve of the target vehicle if the target vehicle accords with the first braking energy recovery strategy; and the third determining submodule is used for determining third energy recovery torque based on the current speed, the rated torque curve, the opening degree of a brake pedal and the peak torque curve of the target vehicle if the target vehicle accords with the second braking energy recovery strategy.
In some alternative embodiments, the system further comprises: the temperature judging sub-module is used for judging whether the current motor temperature of the target vehicle is smaller than a preset temperature threshold value; and when the motor temperature is less than a preset temperature threshold value, executing the step of judging whether the current brake pedal opening of the target vehicle is 0.
In some alternative embodiments, the system further comprises: and the flow restarting sub-module is used for re-executing the step of acquiring the current vehicle parameters of the target vehicle if the current accelerator pedal opening of the target vehicle is not 0.
Further functional descriptions of the above respective modules are the same as those of the above corresponding embodiments, and are not repeated here.
The energy recovery control system in this embodiment is presented in the form of functional units, herein referred to as ASIC (Application Specific Integrated Circuit ) circuits, processors and memories executing one or more software or firmware programs, and/or other devices that can provide the functionality described above.
According to the energy recovery control system provided by the embodiment of the invention, the energy feedback condition can be conveniently added or reduced by setting the condition switching coefficient, so that the energy recovery control strategy can be regulated; the method has the advantages that two energy recovery working conditions of a motor continuous torque characteristic parameter and a peak torque characteristic parameter are adopted during sliding and braking energy feedback, optimal feedback torque of corresponding working conditions is given based on the motor characteristic parameter, the motor performance and the whole vehicle working condition are fully exerted for energy recovery, the energy utilization rate of the system is improved, meanwhile, the limiting conditions of a battery, a gearbox gear, temperature, vehicle speed and the like are considered according to a condition switching coefficient, a calculation and distribution method between the motor feedback torque and the braking torque is given, the wheel side braking torque generated by motor braking and braking can be balanced automatically, and the energy recovery efficiency is improved greatly.
An embodiment of the present invention further provides a vehicle, the vehicle includes a controller, referring to fig. 6, fig. 6 is a schematic structural diagram of the controller provided in an alternative embodiment of the present invention, as shown in fig. 6, where the controller includes: one or more processors 10, memory 20, and interfaces for connecting the various components, including high-speed interfaces and low-speed interfaces. The various components are communicatively coupled to each other using different buses and may be mounted on a common motherboard or in other manners as desired. The processor may process instructions executing within the overall controller, including instructions stored in or on memory to display graphical information of the GUI on an external input/output device, such as a display apparatus coupled to the interface. In some alternative embodiments, multiple processors and/or multiple buses may be used, if desired, along with multiple memories and multiple memories. Also, multiple overall controllers may be connected, with each overall controller providing some of the necessary operations (e.g., as a server array, a set of blade servers, or a multiprocessor system). One processor 10 is illustrated in fig. 6.
The processor 10 may be a central processor, a network processor, or a combination thereof. The processor 10 may further include a hardware chip, among others. The hardware chip may be an application specific integrated circuit, a programmable logic device, or a combination thereof. The programmable logic device may be a complex programmable logic device, a field programmable gate array, a general-purpose array logic, or any combination thereof.
Wherein the memory 20 stores instructions executable by the at least one processor 10 to cause the at least one processor 10 to perform a method for implementing the embodiments described above.
The memory 20 may include a storage program area that may store an operating system, at least one application program required for functions, and a storage data area; the storage data area may store data created according to the use of the controller, etc. In addition, the memory 20 may include high-speed random access memory, and may also include non-transitory memory, such as at least one magnetic disk storage device, flash memory device, or other non-transitory solid-state storage device. In some alternative embodiments, memory 20 may optionally include memory located remotely from processor 10, which may be connected to the controller via a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
Memory 20 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, hard disk, or solid state disk; the memory 20 may also comprise a combination of the above types of memories.
The controller also includes a communication interface 30 for the master control chip to communicate with other devices or communication networks.
The embodiments of the present invention also provide a computer readable storage medium, and the method according to the embodiments of the present invention described above may be implemented in hardware, firmware, or as a computer code which may be recorded on a storage medium, or as original stored in a remote storage medium or a non-transitory machine readable storage medium downloaded through a network and to be stored in a local storage medium, so that the method described herein may be stored on such software process on a storage medium using a general purpose computer, a special purpose processor, or programmable or special purpose hardware. The storage medium can be a magnetic disk, an optical disk, a read-only memory, a random access memory, a flash memory, a hard disk, a solid state disk or the like; further, the storage medium may also comprise a combination of memories of the kind described above. It will be appreciated that a computer, processor, microprocessor master chip or programmable hardware includes a storage component that can store or receive software or computer code that, when accessed and executed by the computer, processor or hardware, implements the methods illustrated by the embodiments described above.
Although embodiments of the present invention have been described in connection with the accompanying drawings, various modifications and variations may be made by those skilled in the art without departing from the spirit and scope of the invention, and such modifications and variations fall within the scope of the invention as defined by the appended claims.
Claims (10)
1. An energy recovery control method, the method comprising:
acquiring current vehicle parameters of a target vehicle;
judging whether the target vehicle accords with an energy recovery strategy or not based on the vehicle parameters;
when the target vehicle accords with an energy recovery strategy, determining energy recovery torque based on the vehicle parameters and a preset motor demand torque curve, wherein the preset motor demand torque curve is a corresponding relation diagram of the energy recovery torque and the vehicle speed;
the target vehicle is controlled to perform an energy recovery operation based on the energy recovery torque.
2. The energy recovery control method according to claim 1, characterized in that the vehicle parameters include a vehicle speed, an accelerator pedal opening, a brake pedal opening, a battery remaining amount, a motor temperature, and a motor rotation speed; the energy recovery strategy includes a coasting energy recovery strategy and a braking energy recovery strategy; the determining whether the target vehicle meets an energy recovery strategy based on the vehicle parameters includes:
Judging whether the current accelerator pedal opening of the target vehicle is 0;
when the current accelerator pedal opening of the target vehicle is 0, judging whether the current brake pedal opening of the target vehicle is 0;
if the current brake pedal opening of the target vehicle is 0, the target vehicle is in a sliding state at present, and whether the current speed of the target vehicle meets a preset first vehicle speed threshold value or not and whether the residual battery capacity meets a preset first electric quantity threshold value or not is judged; when the current speed of the target vehicle meets a preset first vehicle speed threshold value and the residual battery power meets a preset first power threshold value, determining that the target vehicle accords with a sliding energy recovery strategy;
if the current brake pedal opening of the target vehicle is not 0, the target vehicle is in a braking state currently, and whether the current speed of the target vehicle meets a preset second vehicle speed threshold value or not and whether the residual battery capacity meets a preset second electric quantity threshold value or not are judged; and when the current speed of the target vehicle meets a preset second vehicle speed threshold value and the residual battery capacity meets a preset second electric capacity threshold value, determining that the target vehicle accords with a braking energy recovery strategy.
3. The energy recovery control method of claim 2, wherein the braking energy recovery strategy comprises a first braking energy recovery strategy and a second braking energy recovery strategy, wherein the first braking energy recovery strategy is an energy recovery strategy when the electric machine is operating at peak torque; the second braking energy recovery strategy is an energy recovery strategy when the motor is in rated torque operation; the first braking energy recovery strategy and the second braking energy recovery strategy are determined according to whether the current opening degree of a brake pedal of a target vehicle meets a preset opening degree threshold value or not;
If the opening degree of the brake pedal meets a preset opening degree threshold value, determining the opening degree of the brake pedal as a first braking energy recovery strategy;
and if the opening degree of the brake pedal does not meet a preset opening degree threshold value, determining the second braking energy recovery strategy.
4. The energy recovery control method according to claim 3, wherein the preset motor demand torque curve is a curve including a motor speed and motor torque map obtained by electromagnetic simulation and experimental calibration, and the preset motor demand torque curve includes a peak torque curve and a rated torque curve.
5. The energy recovery control method according to any one of claims 1 to 4, characterized in that the determining an energy recovery torque based on the vehicle parameter and a preset motor demand torque curve when the target vehicle complies with an energy recovery strategy, comprises:
if the target vehicle accords with a sliding energy recovery strategy, determining a first energy recovery torque based on the current speed of the target vehicle, a preset maximum speed and a rated torque curve;
if the target vehicle accords with a first braking energy recovery strategy, determining a second energy recovery torque based on the current speed and a peak torque curve of the target vehicle;
And if the target vehicle accords with a second braking energy recovery strategy, determining a third energy recovery torque based on the current speed of the target vehicle, a rated torque curve, the opening degree of a brake pedal and a peak torque curve.
6. The energy recovery control method according to claim 2, characterized in that when the target vehicle complies with an energy recovery strategy, the method further comprises:
judging whether the current motor temperature of the target vehicle is smaller than a preset temperature threshold value or not;
and when the motor temperature is smaller than a preset temperature threshold value, executing the step of judging whether the current brake pedal opening of the target vehicle is 0.
7. The energy recovery control method according to claim 2, characterized in that the method further comprises:
and if the current accelerator pedal opening of the target vehicle is not 0, re-executing the step of acquiring the current vehicle parameters of the target vehicle.
8. An energy recovery control system, the system comprising:
the acquisition module is used for acquiring current vehicle parameters of the target vehicle;
the judging module is used for judging whether the target vehicle accords with an energy recovery strategy or not based on the vehicle parameters;
the determining module is used for determining energy recovery torque based on the vehicle parameters and a preset motor demand torque curve when the target vehicle accords with an energy recovery strategy, wherein the preset motor demand torque curve is a corresponding relation diagram of energy recovery torque and vehicle speed;
And a control module for controlling the target vehicle to perform an energy recovery operation based on the energy recovery torque.
9. A vehicle, the vehicle comprising a controller, the controller comprising: a memory and a processor in communication with each other, the memory having stored therein computer instructions, the processor executing the computer instructions to perform the energy recovery control method of any one of claims 1 to 7.
10. A computer-readable storage medium having stored thereon computer instructions for causing a computer to execute the energy recovery control method according to any one of claims 1 to 7.
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| CN118003901A (en) * | 2024-04-10 | 2024-05-10 | 成都壹为新能源汽车有限公司 | Method and device for processing braking energy recovery torque of electric automobile |
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