Vehicle energy recovery control method and related equipment

Abstract

The invention discloses a vehicle energy recovery control method and related equipment, and relates to the technical field of new energy vehicles, and the method comprises the following steps: obtaining multi-source road condition data of a target vehicle; under the condition that the target vehicle meets a preset energy recovery condition, determining an initial recovery torque based on the front vehicle dynamic data and the navigation speed limit data; based on the road slope data, correcting the initial recovery torque to obtain a target recovery torque; and controlling the target vehicle to execute energy recovery operation based on the target recovery torque. According to the method, the recovery torque is dynamically calculated and corrected by fusing the multi-source road condition data, so that the energy recovery efficiency can be improved, the driving comfort can be enhanced, and the driving safety can be guaranteed.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle technology, and more specifically, to a vehicle energy recovery control method and related equipment. Background Technology

[0002] With the rapid development of the new energy vehicle industry, energy recovery control technology, as an important means to improve vehicle energy efficiency and extend driving range, has become a key aspect of the powertrain design for hybrid and pure electric vehicles. By recovering kinetic energy and converting it into electrical energy during vehicle deceleration, not only can the overall vehicle energy consumption be significantly reduced, but driving comfort and braking performance can also be improved to some extent. Therefore, how to achieve more intelligent and efficient energy recovery control has become a key research focus in the field of new energy vehicle technology.

[0003] In related technologies, vehicle energy recovery control methods typically use fixed settings or a single signal source (such as brake pedal opening or vehicle speed) to determine the recovery intensity. While these methods are relatively simple to implement, they have significant limitations: firstly, fixed recovery intensity patterns are difficult to adapt to dynamic and complex road conditions, resulting in the waste of some energy recovery potential; secondly, adjusting the recovery torque based on only a single parameter can easily cause abrupt deceleration or a dragging sensation, thus affecting driving comfort and safety. Especially in congested urban areas, mountainous slopes, or scenarios with frequently changing speed limits, if vehicles rely solely on traditional energy recovery control logic, drivers often need to frequently depress the brake pedal, increasing energy consumption and operational burden, and potentially causing instability or passenger discomfort. In other words, existing technologies generally suffer from poor adaptability to complex road conditions and inadequate comfort and safety. Summary of the Invention

[0004] The summary section of this application introduces a series of simplified concepts, which will be further explained in detail in the detailed description section. The summary section of this application is not intended to limit the key features and essential technical features of the claimed technical solution, nor is it intended to determine the scope of protection of the claimed technical solution.

[0005] The vehicle energy recovery control method and related equipment provided in this application can dynamically calculate and correct the recovery torque by integrating multi-source road condition data, thereby improving energy recovery efficiency, enhancing driving comfort, and ensuring driving safety.

[0006] In a first aspect, this application provides a vehicle energy recovery control method, comprising: acquiring multi-source road condition data of a target vehicle, wherein the multi-source road condition data includes forward vehicle dynamic data, navigation speed limit data, and road slope data; when the target vehicle meets preset energy recovery conditions, determining an initial recovery torque based on the forward vehicle dynamic data and the navigation speed limit data; correcting the initial recovery torque based on the road slope data to obtain a target recovery torque; and controlling the target vehicle to perform energy recovery operations based on the target recovery torque.

[0007] In some implementations, acquiring multi-source road condition data of the target vehicle includes: acquiring the dynamic data of the preceding vehicle through the intelligent driving controller of the target vehicle, wherein the dynamic data of the preceding vehicle includes the relative distance and relative speed between the preceding vehicle and the target vehicle; acquiring the navigation speed limit data through the in-vehicle navigation of the target vehicle, wherein the navigation speed limit data includes the road speed limit information of the current road or the road ahead of the target vehicle and the speed limit trigger distance from the target vehicle to the speed limit effective location; and acquiring the road slope data of the current road of the target vehicle through the slope sensor and / or the vehicle acceleration sensor of the target vehicle.

[0008] In some implementations, determining the initial recovery torque based on the preceding vehicle's dynamic data and the navigation speed limit data includes: determining a first torque of the target vehicle based on the preceding vehicle's dynamic data; determining a second torque of the target vehicle based on the road speed limit information, the speed limit trigger distance, and the target vehicle's driving speed; and determining the initial recovery torque based on the first torque and the second torque.

[0009] In some implementations, determining the first torque of the target vehicle based on the preceding vehicle's dynamic data includes: when the relative vehicle speed is less than 0, determining a first difference between the relative distance and a preset safety distance; if the first difference is greater than a first preset distance, then determining a preset following distance as twice the first difference; if the first difference is less than or equal to the first preset distance, then determining the preset following distance as twice the first preset distance; determining the inverse of the ratio of the square of the relative vehicle speed to the preset following distance as the first acceleration of the target vehicle; and determining the first torque based on the first acceleration.

[0010] In some implementations, determining the first torque of the target vehicle based on the preceding vehicle dynamic data further includes: determining the first torque as 0 when the relative vehicle speed is greater than or equal to 0.

[0011] In some embodiments, determining the second torque of the target vehicle based on the road speed limit information, the speed limit trigger distance, and the target vehicle's speed includes: if the road speed limit information is less than the vehicle speed, and if the speed limit trigger distance is greater than a second preset distance, determining the second acceleration of the target vehicle based on the ratio of the square difference between the road speed limit information and the vehicle speed to twice the speed limit trigger distance; if the road speed limit information is less than the vehicle speed, and if the speed limit trigger distance is less than or equal to the second preset distance, determining the second acceleration of the target vehicle based on the ratio of the square difference between the road speed limit information and the vehicle speed to twice the second preset distance; if the road speed limit information is greater than or equal to the vehicle speed, setting the second acceleration of the target vehicle to 0; and determining the second torque based on the second acceleration.

[0012] In some implementations, determining the initial recovery torque based on the first torque and the second torque includes: determining a target correction coefficient based on the relative distance and / or the relative vehicle speed; determining a third torque by multiplying the first torque by the target correction coefficient; and determining the smaller value among the second torque, the third torque, and 0 as the initial recovery torque.

[0013] In some implementations, the step of correcting the initial recovery torque based on the road slope data to obtain the target recovery torque includes: if the initial recovery torque is not 0, then compensating the initial recovery torque based on the road slope data to obtain a compensated recovery torque; if the initial recovery torque is 0, then determining the compensated recovery torque as 0; determining a fourth torque based on the vehicle speed; and determining the larger value between the fourth torque and the compensated recovery torque as the target recovery torque.

[0014] In some embodiments, the road slope data includes slope angle and slope state; the step of compensating the initial recovery torque based on the road slope data to obtain the compensated recovery torque includes: multiplying the slope angle by the slope coefficient to determine the slope compensation torque, wherein the slope coefficient is -1.2 when the slope state is downhill and 0.8 when the slope state is uphill; and summing the initial recovery torque and the slope compensation torque to determine the compensated recovery torque.

[0015] In some embodiments, the vehicle energy recovery control method further includes: acquiring a first available state of the motor regeneration function and a second available state of the hydraulic brake assist function of the target vehicle; determining that the energy recovery function of the target vehicle is available if at least one of the first and second available states is available; determining that the preceding vehicle dynamic data is unreliable if the signal availability state of the intelligent driving controller is false or the message information of the intelligent driving controller is invalid within a first consecutive number of signal reception cycles; otherwise, determining that the preceding vehicle dynamic data is reliable; determining that the navigation speed limit data is unreliable if the signal availability state of the navigation system is false or the message information of the navigation speed limit data is invalid within a second consecutive number of signal reception cycles; otherwise, determining that the navigation speed limit data is reliable; determining that the target vehicle meets the preset energy recovery conditions if the energy recovery function is available, the preceding vehicle dynamic data is reliable, and the navigation speed limit data is reliable; and determining that the target vehicle does not meet the preset energy recovery conditions if the target vehicle does not meet the preset energy recovery conditions, implementing a downgrade strategy for the recovery mode of the target vehicle and providing a downgrade prompt through the human-machine interface of the target vehicle.

[0016] In some embodiments, controlling the target vehicle to perform energy recovery operation based on the target recovery torque includes: obtaining the battery charge / discharge power limit of the target vehicle; if the battery charge / discharge power limit is greater than or equal to the electrical power required to achieve the target recovery torque, then the target recovery torque is executed by the drive motor of the target vehicle; if the battery's allowable charge / discharge power is less than the electrical power required to achieve the target recovery torque, then a first portion of the recovery torque is executed by the drive motor, and a second portion of the recovery torque is executed by the hydraulic brake assist function of the target vehicle, wherein the sum of the first portion of the recovery torque and the second portion of the recovery torque is the target recovery torque.

[0017] In some embodiments, the vehicle energy recovery control method further includes: acquiring the gear position, vehicle speed, and throttle opening of the target vehicle; if the gear position is a forward gear, the vehicle speed is greater than or equal to a preset speed threshold, the throttle opening is greater than or equal to a preset opening threshold, and the target recovery torque is less than a preset torque threshold, then controlling the human-machine interface of the target vehicle to display a prompt message to release the accelerator pedal, wherein the duration of a single prompt message is a first preset duration, and the time interval between two adjacent prompt messages is greater than or equal to a second preset duration.

[0018] Secondly, this application also provides a vehicle energy recovery control device, comprising: a data acquisition unit for acquiring multi-source road condition data of a target vehicle, wherein the multi-source road condition data includes forward vehicle dynamic data, navigation speed limit data, and road slope data; an initial torque determination unit for determining an initial recovery torque based on the forward vehicle dynamic data and the navigation speed limit data when the target vehicle meets preset energy recovery conditions; a target torque determination unit for correcting the initial recovery torque based on the road slope data to obtain a target recovery torque; and an energy recovery execution unit for controlling the target vehicle to perform energy recovery operations based on the target recovery torque.

[0019] Thirdly, this application also provides an electronic device, including: a memory and a processor, wherein the processor is configured to execute a computer program stored in the memory to implement the steps of the vehicle energy recovery control method described in the first aspect.

[0020] Fourthly, this application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the vehicle energy recovery control method described in the first aspect.

[0021] Fifthly, this application also provides a computer program product, including a computer program or computer-executable instructions, which, when executed by a processor, implement the vehicle energy recovery control method provided in the embodiments of this application.

[0022] In summary, this application, by integrating forward vehicle dynamic data, navigation speed limit data, and road gradient data, can more comprehensively and accurately determine the deceleration needs of the target vehicle. Based on this, it dynamically calculates the target recovery torque, making the energy recovery process more consistent with actual driving conditions. This reduces unnecessary braking energy loss, improves energy recovery utilization, and effectively improves the vehicle's range. Through real-time adjustment based on multi-source road condition data, it avoids the "dragging feeling" caused by fixed recovery intensity, exhibiting a gliding experience similar to a gasoline car on straight roads. In downhill or speed-limited scenarios, it can automatically enhance recovery to achieve a smooth deceleration effect, thereby reducing the need for the driver to frequently use the brake pedal, reducing discomfort caused by abrupt deceleration during the ride, and improving overall driving comfort. Utilizing forward vehicle dynamic data, when forward vehicle deceleration or a reduction in distance is detected, it can promptly increase the energy recovery intensity to assist the driver in completing the necessary deceleration, reducing the risk of rear-end collisions. At the same time, by combining road gradient information to correct the recovery torque, it provides sufficient braking force on downhill sections and avoids insufficient power due to excessive energy recovery on uphill sections, thus ensuring the stability and safety of the vehicle in complex road environments. In summary, the vehicle energy recovery control method provided in this application can improve energy recovery efficiency, enhance driving comfort, and ensure driving safety by dynamically calculating and correcting the recovery torque by integrating multi-source road condition data. Attached Figure Description

[0023] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit this specification. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A schematic flowchart of a vehicle energy recovery control method provided in an embodiment of this application; Figure 2 This is a schematic diagram of the composition structure of a vehicle energy recovery control device provided in an embodiment of this application; Figure 3 This is a schematic diagram of the composition structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0024] The terms used in the specification, claims, and drawings of this application, such as "first," "second," "third," "fourth," etc. (if any), are used to distinguish similar objects and not to describe a specific order or sequence. Therefore, it is to be understood that these terms can be used interchangeably where appropriate, allowing the described embodiments to be used in different orders, unless specifically required by the illustrations or description. Furthermore, the terms "is" and "has," and any variations thereof, are intended to cover, non-exclusively, all possible constituent elements. For example, a process, method, system, product, or apparatus comprising several steps or units is not necessarily limited to the steps or units explicitly listed, but may also include other steps or units not explicitly listed, or steps or units inherent to the process, method, product, or apparatus.

[0025] In this application, a "module" or "unit" refers to a computer program or part of a computer program that has a specific function and works in conjunction with other related parts to achieve a predetermined goal. These modules or units can be implemented by software, hardware (e.g., processing circuitry or memory), or a combination of both. One or more processors or memories can implement one or more modules or units. Furthermore, each module or unit can also be part of a larger module or unit.

[0026] The technical solutions of this application will be described in detail below with reference to the accompanying drawings of the embodiments. It should be noted that the described embodiments are only a part of this application, and not all embodiments. In the following description, the "some embodiments" mentioned are only a subset of all possible embodiments, which may be the same or different subsets, and different embodiments can be combined with each other without conflict.

[0027] Figure 1 This is a schematic flowchart of a vehicle energy recovery control method provided in an embodiment of this application. For example, see [link to example]. Figure 1 The vehicle energy recovery control method provided in this application embodiment may include the following steps 101 to 104: Step 101: Obtain multi-source road condition data for the target vehicle, including forward vehicle dynamic data, navigation speed limit data, and road gradient data. In some examples, the target vehicle refers to a new energy vehicle applying the energy recovery control method of this application. This target vehicle is equipped with hardware devices such as a Vehicle Control Unit (VCU), an Advanced Driving Control Unit (ADCU), an In-Vehicle Infotainment / Navigation (IVI / NAVI), a slope sensor, and a vehicle acceleration sensor, enabling the acquisition, transmission, and processing of multi-source data. Multi-source road condition data refers to a comprehensive set of data related to the target vehicle's driving road conditions, obtained through different acquisition channels. Its function is to provide comprehensive environmental and road information support for the calculation of energy recovery torque, ensuring that the recovery control can adapt to complex and changing driving scenarios. Forward vehicle dynamic data refers to real-time motion state data related to the vehicle in front of the target vehicle. Specifically, it can include the relative distance and relative speed between the vehicle in front and the target vehicle. This data can be obtained through the target vehicle's intelligent driving controller. The intelligent driving controller monitors the vehicle in front in real time through sensing devices such as onboard radar and cameras, and generates relative distance (in meters) and relative speed (in kilometers per hour) after data processing. Navigation speed limit data refers to information related to road speed limits provided by in-vehicle navigation systems. This includes the speed limit information (in kilometers per hour) of the target vehicle's current or upcoming road, as well as the speed limit trigger distance (in meters) from the target vehicle to the effective speed limit location. This data can be obtained through the target vehicle's in-vehicle navigation system, which generates and outputs relevant parameters based on map data and positioning information, combined with road type (such as highways, urban arterial roads, etc.). Road gradient data refers to parameters describing the inclination of the road the target vehicle is currently traveling on. This includes the slope angle (in degrees) and slope status (such as uphill or downhill). This data can be directly collected by the target vehicle's gradient sensor or calculated using the vehicle's acceleration sensor combined with the vehicle speed change rate. These two methods can be cross-checked to improve data accuracy.

[0028] For example, after the target vehicle starts and enters the driving state, the vehicle controller sends a data request command to the intelligent driving controller, the in-vehicle navigation, the slope sensor, and the vehicle acceleration sensor. After receiving the command, the intelligent driving controller monitors the vehicle in front in real time through radar and cameras, and transmits the processed relative distance and relative speed to the vehicle controller in the form of a message via the Controller Area Network (CAN) bus. The in-vehicle navigation matches map data based on the current positioning information, generates road speed limit information and speed limit trigger distance, and sends it to the vehicle controller via the in-vehicle Ethernet using the SOME / IP protocol. The slope sensor directly collects the slope angle and status, and the vehicle acceleration sensor synchronously collects the vehicle's longitudinal acceleration. The two data are fused and processed before being transmitted to the vehicle controller via the CAN bus.

[0029] By implementing step 101, multi-source road condition data, including dynamic data of the vehicle in front, navigation speed limit data, and road slope data, can be obtained. This enables a more comprehensive and realistic depiction of the driving environment of the target vehicle, avoiding the problem of insufficient information caused by relying on a single parameter. This allows subsequent energy recovery control to have higher accuracy and adaptability, providing a reliable data foundation for dynamic adjustment.

[0030] Step 102: If the target vehicle meets the preset energy recovery conditions, determine the initial recovery torque based on the dynamic data of the preceding vehicle and the navigation speed limit data; In some examples, the preset energy recovery conditions refer to the prerequisites for the target vehicle to activate adaptive energy recovery control. These conditions can be determined by simultaneously satisfying three dimensions: energy recovery function availability, reliable forward vehicle dynamic data, and reliable navigation speed limit data. Specifically, the availability of the energy recovery function is determined by at least one of the target vehicle's motor regeneration and hydraulic brake assist functions being in an available state. This state is fed back to the vehicle controller by the Motor Control Unit (MCU) and the Intelligent Power Brake (IPB) system via the Controller Area Network (CAN) bus. The reliability of the forward vehicle dynamic data is determined by the following criteria: if the signal availability status of the intelligent driving controller is false or the message information is invalid for three consecutive signal reception cycles, it is considered unreliable; otherwise, it is considered reliable. Similarly, the reliability of the navigation speed limit data is determined by the following criteria: if the signal availability status of the onboard navigation is false or the message information is invalid for five consecutive signal reception cycles, it is considered unreliable; otherwise, it is considered reliable. Initial recovery torque refers to the baseline value of energy recovery torque calculated based on the dynamic data of the preceding vehicle and the navigation speed limit data, without slope correction. Its function is to provide basic parameters for subsequent slope compensation. The unit is Newton-meter (N•m). This torque is generated by the fusion algorithm of the vehicle controller.

[0031] By implementing step 102, when the vehicle meets the preset energy recovery conditions, the initial recovery torque is calculated based on the dynamic data of the vehicle in front and the navigation speed limit data. This enables the early identification and prediction of deceleration needs, avoids the driver from frequently pressing the brake pedal, reduces energy waste, and improves the timeliness and efficiency of energy recovery.

[0032] Step 103: Based on the road slope data, the initial recovery torque is corrected to obtain the target recovery torque; In some examples, the slope compensation torque can be calculated using the slope angle and slope condition from road slope data, thereby dynamically adjusting the initial recovery torque. The target recovery torque, measured in Newton-meters (N·m), is the torque value used to control the target vehicle to perform energy recovery operations after road slope correction.

[0033] For example, the vehicle controller can receive the slope angle (e.g., 5 degrees) and slope status (e.g., uphill) transmitted by the slope sensor via the controller area network bus, and calculate the slope compensation torque (5 × 0.8 = 4 Nm) by combining the initial recovery torque (e.g., -250 Nm) with the compensation recovery torque (-250 + 4 = -246 Nm). At the same time, it queries a preset mapping table based on the current driving speed (e.g., 15 km / h) to determine the fourth torque (e.g., -300 Nm). Finally, the larger value of the compensation recovery torque (-246 Nm) and the fourth torque (-300 Nm), -246 Nm, is taken as the target recovery torque to provide the execution basis for subsequent energy recovery operations.

[0034] By implementing step 103 and correcting the initial recovery torque based on road slope data, the recovery torque can be automatically increased when going downhill and appropriately reduced when going uphill. This avoids insufficient power or inadequate energy recovery due to differences in road conditions, ensuring that the vehicle can achieve more reasonable energy recovery and a smooth driving experience under different slope conditions.

[0035] Step 104: Based on the target recovery torque, control the target vehicle to perform energy recovery operation; In some examples, the target vehicle can decelerate and recover energy by coordinating the regenerative braking of the drive motor and the auxiliary braking of the hydraulic braking system, based on the target recoverable torque. This process is centrally controlled by the vehicle controller, which sends commands to the motor controller and intelligent braking system via the controller area network bus, enabling them to coordinate and execute the torque demand proportionally, while ensuring driving smoothness and safety during the recovery process. For example, when the target recoverable torque is -300 Nm, -250 Nm can be recovered through motor regeneration and -50 Nm through hydraulic braking assistance, together achieving the overall deceleration effect.

[0036] For example, the system first receives the real-time battery charge / discharge power limit (e.g., -30 kW, with the negative sign indicating charging is allowed) from the battery management system via the CAN bus, and calculates the electrical power (e.g., -35 kW) required to achieve the target recovery torque (e.g., -350 N·m). Since the battery's allowed power (-30 kW) is less than the required power, the torque is proportionally split: the motor performs -300 N·m (corresponding to -30 kW), and the hydraulic braking system compensates with -50 N·m. Subsequently, a recovery torque command of -300 N·m is sent to the motor controller, while a hydraulic compensation request of -50 N·m is sent to the intelligent braking system. The motor controller drives the motor into generator mode, feeding electrical energy back to the battery. The intelligent braking system responds to the request and applies the corresponding braking force through the hydraulic lines. The two work together to complete the energy recovery operation, ensuring that the vehicle decelerates smoothly according to the target torque.

[0037] By implementing step 104, the vehicle is controlled to perform energy recovery operation based on the modified target recovery torque. This ensures that energy recovery is consistent with the vehicle's deceleration requirements, achieving the effect of fully recovering kinetic energy without affecting vehicle driving safety. As a result, the energy utilization efficiency and driving range of the whole vehicle are improved while ensuring driving comfort and safety.

[0038] In summary, this application's embodiments, by integrating forward vehicle dynamic data, navigation speed limit data, and road gradient data, can more comprehensively and accurately determine the deceleration needs of the target vehicle. Based on this, the target recovery torque is dynamically calculated, making the energy recovery process more consistent with actual driving conditions. This reduces unnecessary braking energy loss, improves energy recovery utilization, and effectively improves the vehicle's range. Through real-time adjustment based on multi-source road condition data, the "dragging feeling" caused by fixed recovery intensity can be avoided. On straight roads, it exhibits a gliding experience similar to a gasoline car, while in downhill or speed-limited scenarios, recovery can be automatically enhanced to achieve a smooth deceleration effect. This reduces the need for the driver to frequently use the brake pedal, lowers the discomfort caused by abrupt deceleration during the ride, and improves overall driving comfort. Utilizing forward vehicle dynamic data, when forward vehicle deceleration or a reduction in distance is detected, the energy recovery intensity can be increased in a timely manner to assist the driver in completing the necessary deceleration, reducing the risk of rear-end collisions. At the same time, the recovery torque is corrected by combining road gradient information, providing sufficient braking force on downhill sections and avoiding insufficient power due to excessive energy recovery on uphill sections, thereby ensuring the stability and safety of the vehicle in complex road environments. In summary, the vehicle energy recovery control method provided in this application can improve energy recovery efficiency, enhance driving comfort, and ensure driving safety by dynamically calculating and correcting the recovery torque by integrating multi-source road condition data.

[0039] In some embodiments, step 101 may include: acquiring forward vehicle dynamic data through the intelligent driving controller of the target vehicle, wherein the forward vehicle dynamic data may include the relative distance and relative speed between the forward vehicle and the target vehicle; acquiring navigation speed limit data through the in-vehicle navigation of the target vehicle, wherein the navigation speed limit data may include road speed limit information of the current road or the road ahead of the target vehicle and the speed limit trigger distance from the target vehicle to the speed limit effective location; and acquiring road slope data of the current road of the target vehicle through the slope sensor and / or vehicle acceleration sensor of the target vehicle.

[0040] In some examples, the intelligent driving controller refers to an advanced driving control unit with environmental perception and data processing capabilities. It integrates onboard radar, cameras, and other sensing devices to monitor the traffic environment ahead of the target vehicle in real time and generate dynamic data, making it the core hardware for acquiring dynamic data of the vehicle ahead. The intelligent driving controller transmits the processed dynamic data of the vehicle ahead to the vehicle controller via a controller area network bus or onboard Ethernet. The vehicle ahead is another motor vehicle, including cars and trucks, traveling in the same lane as the target vehicle and in front of it; it is a dynamic obstacle that requires close monitoring in the energy recovery control of the target vehicle. The relative distance is the real-time straight-line distance between the rear of the vehicle ahead and the front of the target vehicle, measured in meters. Its value changes dynamically with the driving status of both vehicles and can be generated by the intelligent driving controller through radar ranging or visual image analysis. Relative speed is the difference between the speed of the vehicle in front and the speed of the target vehicle, measured in kilometers per hour. A negative value indicates that the speed of the vehicle in front is lower than that of the target vehicle, while a positive value indicates that the speed of the vehicle in front is higher than that of the target vehicle. Relative speed can be calculated and generated by the intelligent driving controller based on the motion states of the two vehicles. For example, if the speed of the vehicle in front is 40 km / h and the speed of the target vehicle is 45 km / h, then the relative speed is -5 km / h. In-vehicle navigation refers to an in-vehicle infotainment / navigation (IVI / NAVI) system with map data and positioning capabilities. It obtains the real-time location of the target vehicle through the Global Positioning System (GPS) and matches it with high-precision map data to generate road-related information, serving as the source of navigation speed limit data. The current road is the road segment on which the target vehicle is currently traveling. Its attributes include road type (such as highway, urban arterial road), number of lanes, etc., determined by the in-vehicle navigation system based on real-time positioning information; for example, the target vehicle is currently traveling on an urban expressway. The road ahead refers to the subsequent road segment that the target vehicle will enter according to its current direction of travel / current navigation route. Its extent is usually determined by the in-vehicle navigation system based on the driving route plan; for example, if the target vehicle is currently traveling on a highway, the road ahead is a major urban road it will soon enter. Road speed limit information is the maximum permissible speed on the current or upcoming road, expressed in kilometers per hour. This can be provided by the in-vehicle navigation system based on road attribute data built into the map; for example, the speed limit for a highway could be 120 kilometers per hour, and for a secondary urban road, it could be 50 kilometers per hour. The speed limit effective location refers to the specific geographical point where the road speed limit information begins to apply. This can be determined by the in-vehicle navigation system based on the location of speed limit signs in the map data; for example, the location of the road sign 800 meters ahead is the effective location where the speed limit decreases from 120 kilometers per hour to 100 kilometers per hour.The speed limit trigger distance refers to the straight-line distance between the target vehicle's current position and the speed limit effective location, measured in meters. It can be calculated by the vehicle navigation system based on real-time positioning and the coordinates of the speed limit effective location. For example, if the target vehicle is 500 meters away from the speed limit effective location, the speed limit trigger distance is 500 meters. The slope sensor is an onboard sensor that directly measures the road's inclination angle. It outputs the slope angle (in degrees) and slope status (uphill or downhill) by detecting the vehicle's longitudinal tilt. The data is transmitted to the vehicle controller via the CAN bus. For example, in mountainous areas, it can directly output that the current road slope is 6 degrees and the status is downhill. The vehicle acceleration sensor detects changes in the target vehicle's longitudinal acceleration and calculates road slope data by combining this with the vehicle speed change rate. It can form data redundancy with the slope sensor, improving the accuracy of slope measurement. For example, it can calculate the current road slope as 4 degrees and the status as uphill based on acceleration changes. Slope information can be obtained using a single sensor or by fusing multiple sensors. When only a slope sensor is equipped, its output data is used directly. When only an acceleration sensor is equipped, the slope is calculated using an algorithm model of acceleration and vehicle speed change rate. When both are equipped, the vehicle controller verifies and fuses the two data streams (e.g., by taking a weighted average) to eliminate single sensor errors. For example, if the slope sensor outputs a 5-degree downhill slope and the acceleration sensor calculates a 4.8-degree downhill slope, the fused data will output a 4.9-degree downhill slope.

[0041] For example, after the target vehicle starts and activates the energy recovery system, the intelligent driving controller continuously scans a 500-meter range ahead using forward radar, and combines this with camera recognition to generate the relative distance (e.g., 42 meters) and relative speed (e.g., -6 km / h) to the vehicle controller via the CAN bus at a frequency of 100 milliseconds per transmission. The in-vehicle navigation system determines the current road as a suburban county road and the road ahead as a rural road based on GPS positioning, and outputs the current road speed limit information of 60 km / h, the road ahead speed limit information of 40 km / h, and the speed limit trigger distance of 300 meters to the location where the speed limit takes effect. This information is transmitted to the vehicle controller via the in-vehicle Ethernet using the SOME / IP protocol. The slope sensor outputs the current road slope as 3 degrees and the status as uphill in real time, while the acceleration sensor simultaneously calculates the slope as 2.9 degrees and the status as uphill. The vehicle controller fuses the two data sources to determine the road slope as 2.95 degrees and uphill, providing accurate slope parameters for subsequent energy recovery torque calculation.

[0042] By implementing the above embodiments, the intelligent driving controller, in-vehicle navigation, and slope / acceleration sensors are used to acquire dynamic data of the vehicle in front, road speed limit information, and slope data, respectively. This ensures the comprehensiveness and real-time nature of the input data sources, improves the accuracy of road condition recognition, and provides more reliable basic data for subsequent recovery torque calculation, thereby reducing control deviations caused by errors in a single signal.

[0043] In some embodiments, determining the initial recovery torque based on the preceding vehicle's dynamic data and navigation speed limit data may include: determining a first torque of the target vehicle based on the preceding vehicle's dynamic data; determining a second torque of the target vehicle based on road speed limit information, speed limit trigger distance, and the target vehicle's driving speed; and determining the initial recovery torque based on the first torque and the second torque.

[0044] In some examples, the first torque, measured in Newton-meters (N·m), is an energy recovery torque calculated based on the dynamic data of the vehicle in front, used to adapt to following scenarios. Its core function is to ensure a safe distance between the target vehicle and the vehicle in front by adjusting the torque magnitude, thus avoiding the risk of a rear-end collision. The calculation logic of the first torque is directly related to the relative distance and relative speed of the vehicle in front. When the relative speed is less than 0 (the vehicle in front is slower than the target vehicle), it is dynamically adjusted based on the difference between the relative distance and the preset safe distance. When the relative speed is greater than or equal to 0 (the vehicle in front is not slower than the target vehicle), the first torque is 0 (no energy recovery is required for following). For example, when the relative distance to the vehicle in front is 30 meters and the relative speed is -10 km / h (the vehicle in front is slower than the target vehicle), the calculated first torque could be -350 N·m. The second torque, measured in Newton-meters (N·m), is an energy recovery torque calculated based on navigation speed limit data to adapt to speed-limited scenarios. Its function is to ensure that the target vehicle smoothly decelerates to within the road speed limit range when approaching the speed limit's effective location, preventing speeding. The calculation of the second torque includes road speed limit information, speed limit trigger distance, and the target vehicle's current speed: when the road speed limit is less than the vehicle's current speed, the deceleration requirement is calculated based on the speed limit trigger distance; when the road speed limit is greater than or equal to the vehicle's current speed, the second torque is 0 (no energy recovery is required due to speed limit requirements). For example, if the road speed limit is 60 km / h, the target vehicle's speed is 70 km / h, and the speed limit trigger distance is 200 meters, the second torque could be -200 N·m. A fusion algorithm can be used to integrate the torque requirements of following and speed-limited scenarios into a unified benchmark value.

[0045] For example, the vehicle controller receives dynamic data of the vehicle ahead (relative distance 25 meters, relative speed -12 km / h) from the intelligent driving controller and calculates the first torque of -400 Nm; at the same time, it receives navigation speed limit data (road speed limit 50 km / h, driving speed 65 km / h, speed limit trigger distance 150 meters) from the in-vehicle navigation system and calculates the second torque of -250 Nm; based on the relative distance and relative speed, the vehicle controller determines the target correction coefficient to be 1.3 and obtains the third torque of -520 Nm; finally, the minimum value of the second torque of -250 Nm, the third torque of -520 Nm, and 0, -520 Nm, is taken as the initial recovery torque to provide a benchmark for subsequent slope correction.

[0046] By implementing the above embodiments, the first torque and the second torque are calculated based on the dynamic data of the vehicle in front and the road speed limit information, and the initial recovery torque is determined accordingly. This allows the following requirements and road speed limit requirements to be considered in a coordinated manner, so that the energy recovery strategy can meet both traffic safety and the energy-saving goals of speed limit and deceleration scenarios, thereby improving the overall level of intelligence.

[0047] In some embodiments, determining the first torque of the target vehicle based on the dynamic data of the preceding vehicle may include: determining a first difference between the relative distance and a preset safety distance when the relative speed is less than 0; if the first difference is greater than a first preset distance, determining a preset following distance as twice the first difference; if the first difference is less than or equal to the first preset distance, determining a preset following distance as twice the first preset distance; determining the inverse of the ratio of the square of the relative speed to the preset following distance as the first acceleration of the target vehicle; and determining the first torque based on the first acceleration.

[0048] In some examples, the preset safety distance is a pre-defined baseline distance, measured in meters, to ensure safe following of the target vehicle and the vehicle in front. Its value is determined by considering the target vehicle's current speed, the driver's braking reaction time, and the minimum safe distance. The specific calculation formula is: Preset safety distance = max[current speed × driver's braking reaction time, minimum safe distance] + 0.5 × current speed. The preset safety distance can be built into the vehicle controller, where the default braking reaction time is 3 seconds and the default minimum safe distance is 2 meters, which can be adjusted according to vehicle model adaptation requirements. The first difference, measured in meters, is the difference between the relative distance between the target vehicle and the vehicle in front and the preset safety distance. Its function is to determine whether the current following distance is sufficient, providing a basis for determining the subsequent preset following distance. The first difference is automatically derived by the vehicle controller after receiving the relative distance transmitted from the intelligent driving controller and combining it with its own calculated preset safety distance. For example, if the relative distance is 45 meters and the calculated preset safety distance is 35 meters, then the first difference is 10 meters. The first preset distance, measured in meters, is a threshold distance used to determine whether the following distance is sufficient. It can be pre-calibrated based on parameters such as the target vehicle's braking performance and regenerative braking response speed, with a default value of 5 meters (adjustable depending on the vehicle model). Its core function is to dynamically adjust the calculation logic of the preset following distance by comparing it with the first difference value, ensuring adaptability to deceleration requirements in different following scenarios. For example, for pure electric sedans with fast braking response, the first preset distance can be set to 4 meters; for electric SUVs with greater braking inertia, it can be set to 6 meters. When the first difference value is greater than the first preset distance, it is determined that the current following distance is sufficient, and excessive deceleration is unnecessary. In this case, the preset following distance is set to twice the first difference value to avoid drag caused by excessive regenerative torque. For example, when the first difference value is 10 meters (greater than the first preset distance of 5 meters), the preset following distance is 10 × 2 = 20 meters. When the first difference is less than or equal to the first preset distance, it is determined that the current following distance is too close, and the deceleration effect needs to be enhanced to avoid the risk of a rear-end collision. In this case, the preset following distance is set to twice the first preset distance to ensure that the recovery torque has sufficient deceleration capability. For example, when the first difference is 3 meters (less than the first preset distance of 5 meters), the preset following distance is 5 × 2 = 10 meters. The first acceleration refers to the deceleration acceleration required to maintain the preset following distance between the target vehicle and the vehicle in front, measured in meters per second squared (m / s²). 2 The calculation formula is: First acceleration = -(V_rel) 2" / (2×L_follow)", where V_rel is the relative speed between the target vehicle and the vehicle in front (unit: m / s), L_follow is the preset following distance, and the negative sign indicates that the acceleration direction is opposite to the travel direction (i.e., deceleration); the first acceleration can be calculated by the vehicle controller based on the relative speed (km / h needs to be converted to m / s, conversion factor is 1 / 3.6) and the preset following distance; for example, when the relative speed V_rel = -10 km / h (converted to -2.78 m / s) and the preset following distance L_follow = 20 meters, the first acceleration = -((-2.78) m / s) 2 ) / (2×20)=-7.73 / 40≈-0.193m / s 2 The first torque, measured in Newton-meters (N·m), is the energy recovery torque required to achieve the first acceleration. Its core function is to output negative torque (recovery torque) from the drive motor, causing the target vehicle to decelerate accordingly, thus meeting the deceleration requirements of following other vehicles. The first torque is calculated by the vehicle controller based on vehicle parameters such as the first acceleration, the target vehicle's mass, the transmission ratio, and the wheel rolling radius. For example, if the first acceleration is -0.193 m / s²... 2 The target vehicle has a total mass m of 1500 kg, a transmission ratio i of 3.5, a wheel radius r of 0.35 m, and a transmission efficiency η of 0.9. Then the first torque = (m×a1×r) / (i×η)≈(1500×(-0.193)×0.35) / (3.5×0.9)≈(-101.025) / 3.15≈-32.1 N•m (the negative sign indicates the recovery torque).

[0049] For example, assuming the target vehicle is driving on a main urban road, the intelligent driving controller detects a relative speed of -14 km / h (equivalent to -3.89 m / s) and a relative distance of 40 meters using forward radar and a camera. It then transmits this data to the vehicle controller via the controller's local area network bus. The vehicle controller first calculates the preset safe distance. Given the target vehicle's current speed is 12 m / s (43.2 km / h), braking reaction time t = 3 seconds, and a minimum safe distance of 2 meters, the preset safe distance is calculated as max[12×3,2] + 0.5×12 = 30 + 6 = 36 meters. Next, it calculates the first difference = 40 - 36 = 4 meters. Since the first preset distance is calibrated to 5 meters, and 4 meters ≤ 5 meters, the preset following distance is set to 5 × 2 = 10 meters. Finally, it calculates the first acceleration = -((-3.89) 2 ) / (2×10)=-15.13 / 20≈-0.7565m / s 2Finally, the vehicle controller calls the vehicle parameters (mass 1550 kg, transmission ratio 3.4, wheel radius 0.34 m, efficiency 0.9) to calculate the first torque ≈ -(1550×0.7565×0.34) / (3.4×0.9)≈-397.5 / 3.06≈-130 N•m, thus determining the first torque and providing a torque benchmark in the following scenario for the subsequent fusion calculation of the initial recovery torque.

[0050] By implementing the above embodiments, the relative distance difference is calculated and the first acceleration and the first torque are determined by combining the square of the relative vehicle speed. This enables a quantitative judgment of the deceleration trend of the vehicle in front. When the distance between vehicles is shortened or the relative speed is negative, energy recovery is enhanced in a timely manner, thereby assisting the driver to complete smooth deceleration, reducing the risk of rear-end collisions, and improving safety in following conditions.

[0051] In some embodiments, the aforementioned determination of the first torque of the target vehicle based on the dynamic data of the preceding vehicle may further include: determining the first torque as 0 when the relative vehicle speed is greater than or equal to 0.

[0052] In some examples, when the relative speed between the preceding vehicle and the target vehicle is ≥0, that is, when the speed of the preceding vehicle is greater than or equal to the speed of the target vehicle, the vehicle controller determines that the target vehicle does not need to perform energy recovery due to the need to follow the vehicle, and directly sets the first torque used to adapt to the following scenario to 0 N·m. The core purpose is to avoid generating unnecessary recovery torque when there is no need to decelerate to follow the vehicle, and to prevent drag caused by recovery (affecting driving comfort) and energy waste (recovering energy without deceleration increases energy consumption). At the same time, it adapts to following scenarios where the preceding vehicle is faster or the two vehicles are at the same speed (such as the preceding vehicle accelerating away, cruising at the same speed on an open road, etc.).

[0053] For example, when the target vehicle is traveling on a smooth section of a highway, the intelligent driving controller monitors in real time that the speed of the vehicle 100 meters ahead is 110 km / h, and the target vehicle's current speed is 105 km / h. The relative speed is calculated to be 5 km / h (greater than 0), and this data is transmitted to the vehicle controller via the CAN bus. After receiving and parsing the message, the vehicle controller determines that the relative speed meets the condition of ≥0, and then performs the first torque zeroing operation, setting the first torque to 0 N·m. At this time, the target vehicle does not need to decelerate in the following scenario, and does not generate additional regenerative torque. This avoids unnecessary drag (improving driving comfort) and reduces energy loss caused by ineffective energy recovery, adapting to the complex following scenario where the vehicle ahead is faster.

[0054] By implementing the above embodiments, when the relative vehicle speed is greater than or equal to 0, the first torque is directly set to 0, which can prevent the vehicle from accidentally triggering energy recovery when the vehicle in front accelerates or maintains a constant distance, reduce unnecessary deceleration intervention, and thus improve driving comfort and naturalness.

[0055] In some embodiments, determining the second torque of the target vehicle based on road speed limit information, speed limit trigger distance, and the target vehicle's speed may include: if the road speed limit information is less than the vehicle speed, and the speed limit trigger distance is greater than a second preset distance, determining the second acceleration of the target vehicle based on the ratio of the square difference between the road speed limit information and the vehicle speed to twice the speed limit trigger distance; if the road speed limit information is less than the vehicle speed, and the speed limit trigger distance is less than or equal to the second preset distance, determining the second acceleration of the target vehicle based on the ratio of the square difference between the road speed limit information and the vehicle speed to twice the second preset distance; if the road speed limit information is greater than or equal to the vehicle speed, setting the second acceleration of the target vehicle to 0; and determining the second torque based on the second acceleration.

[0056] In some examples, the second preset distance, measured in meters, is a threshold distance used to differentiate between speed limit trigger distances. It can be pre-calibrated in the vehicle controller based on road type (e.g., highways, urban arterial roads, county roads). Its core function is to dynamically adjust the deceleration acceleration calculation logic by comparing it with the speed limit trigger distance, ensuring speed limit adaptability at different distances. For example, the second preset distance might be calibrated to 300 meters for highways, 150 meters for urban arterial roads, and 50 meters for county roads, to match the driving speed and braking requirements of different roads. The second acceleration is the acceleration required for the target vehicle to smoothly reach the road speed limit requirement when it reaches the speed limit effective position, measured in meters per second squared (m / s²). 2 The second acceleration is calculated by the vehicle controller based on road speed limit information, vehicle speed, and speed limit trigger distance. The second acceleration directly reflects the intensity of deceleration demand under speed-limited scenarios and is the core basis for subsequent second torque calculations. For example, when the target vehicle needs to decelerate from 80 km / h to 60 km / h, and the speed limit trigger distance is 200 meters, the second acceleration can be -0.25 m / s². 2 The second acceleration of the target vehicle is determined by the ratio of the squared difference between the road speed limit information and the vehicle speed to twice the speed limit trigger distance. This is the acceleration calculation logic used by the vehicle controller when the road speed limit is less than the vehicle speed and the speed limit trigger distance is greater than the second preset distance. For example, if the road speed limit is 16.7 m / s (60 km / h), the vehicle speed is 22.2 m / s (80 km / h), and the speed limit trigger distance is 400 meters (greater than the second preset distance of 300 meters), then the second acceleration is (16.7 m / s). 2 -22.2 2 ) / (2×400)≈(278.89-492.84) / 800≈(-213.95) / 800≈-0.27m / s 2The second acceleration of the target vehicle is determined by the ratio of the squared difference between the road speed limit information and the vehicle speed to twice the second preset distance. This is the acceleration calculation logic used by the vehicle controller when the road speed limit information is less than the vehicle speed and the speed limit trigger distance is less than or equal to the second preset distance. For example, if the road speed limit is 16.7 m / s, the vehicle speed is 22.2 m / s, and the speed limit trigger distance is 200 meters (less than the second preset distance of 300 meters), then the second acceleration is (16.7 m / s). 2 -22.2 2 ) / (2×300)≈-213.95 / 600≈-0.36m / s 2 When the road speed limit is greater than or equal to the vehicle speed, there is no need to adjust the speed according to the speed limit requirement. The vehicle controller determines that there is no need to perform energy recovery to adapt to the speed limit, and directly sets the second acceleration to 0 m / s². 2 The second torque is the energy recovery torque required to achieve the second acceleration, measured in Newton-meters. Its function is to output negative torque (recovery torque) through the drive motor to cause the target vehicle to decelerate accordingly, adapting to the deceleration requirements of speed-limited scenarios. The second torque can be calculated by the vehicle controller based on the second acceleration, the target vehicle's total mass, transmission system parameters (transmission ratio, wheel radius), and transmission efficiency. The calculation logic is the same as that of the first torque.

[0057] By implementing the above embodiments, the second acceleration and the second torque are calculated based on road speed limit information, speed limit trigger distance and vehicle speed. Energy recovery can be triggered in advance when the speed limit is about to take effect, avoiding sudden deceleration caused by the driver's untimely reaction, realizing a flexible transition to the speed limit condition, and improving driving smoothness and energy saving effect.

[0058] In some embodiments, determining the initial recovery torque based on the first torque and the second torque may include: determining a target correction factor based on relative distance and / or relative vehicle speed; determining a third torque by multiplying the first torque by the target correction factor; and determining the smaller value among the second torque, the third torque, and 0 as the initial recovery torque.

[0059] In some examples, the target correction coefficient is a dimensionless parameter used to dynamically adjust the weight of the first torque. Its value can range from 0.5 to 1.5, and it can be determined by the vehicle controller based on the relative distance and relative speed from the dynamic data of the preceding vehicle. The vehicle controller can look up the corresponding coefficient value through a built-in two-dimensional mapping table (with relative distance and relative speed as input parameters) or calculate it through a preset algorithm (such as a fuzzy control algorithm). The core function of the target correction coefficient is to amplify or reduce the first torque, making the deceleration requirement in the following scenario more closely match the actual urgency. When the following distance is close and the relative speed difference is large (the preceding vehicle is slower than the target vehicle), the target correction coefficient increases. The target correction coefficient is increased to enhance deceleration. When the following distance is large or the relative speed difference is small, the target correction coefficient is reduced to avoid excessive deceleration. For example, when the relative distance is ≤20 meters and the relative speed is ≤-10 km / h (the vehicle in front is significantly slower than the target vehicle), the target correction coefficient is 1.5; when the relative distance is 30-50 meters and the relative speed is -5-0 km / h, the target correction coefficient is 1.0; when the relative distance is ≥60 meters, the target correction coefficient is 0.6. If only one of the relative distance or relative speed data is obtained, the vehicle controller queries the mapping relationship of the corresponding dimension based on a single parameter. For example, if only the relative distance of 40 meters is known, the target correction coefficient is fixed at 0.8. The third torque is the torque value after the first torque has been adjusted by the target correction factor, and the unit is Newton-meter (N·m). The calculation formula is: third torque = first torque × target correction factor. Its function is to associate the original torque requirement (first torque) of the following scenario with the current urgency of following, so that the torque is more adapted to the real-time road conditions. For example, when the first torque is -300 N·m and the target correction factor is 1.2, the third torque is -360 N·m; when the first torque is -200 N·m and the target correction factor is 0.8, the third torque is -160 N·m. The initial recovery torque can be selected by comparing the second torque, the third torque, and zero. Since the recovery torque is negative (indicating deceleration), the "smaller value" refers to a more negative torque (greater deceleration force). Its core purpose is to prioritize responding to the most urgent deceleration needs. For example, when following too closely, the third torque may be the most negative, and this torque should be used first to ensure safety. If the second torque is more negative in a speed-limited scenario, it should be used to adapt to the speed limit requirement. If both are non-negative (no deceleration is needed), zero should be used to avoid unnecessary recovery. For example, when T2 = -250 N·m and T3 = -350 N·m, the initial recovery torque is -350 N·m; when T2 = -100 N·m and T3 = 0 N·m, the initial recovery torque is -100 N·m.

[0060] For example, the target vehicle is traveling on an urban expressway. The intelligent driving controller transmits the dynamic data of the vehicle ahead to the vehicle controller via the controller area network bus: relative distance 25 meters, relative speed -8 km / h. The vehicle controller queries the mapping table to determine the target correction coefficient as 1.3 (due to the short distance and significant speed difference). Combining this with the calculated first torque of -320 Nm, the third torque is obtained as -320 × 1.3 = -416 Nm. Simultaneously, the vehicle controller calculates the second torque as -280 Nm based on the speed limit data provided by the in-vehicle navigation. Finally, the vehicle controller compares -280 Nm, T3 = -416 Nm with 0, and selects the minimum value of -416 Nm as the initial recovery torque to ensure priority response to the emergency deceleration needs of following vehicles, adapting to complex road conditions where following distances are short and speed limits are required.

[0061] By implementing the above embodiments, introducing a target correction coefficient and combining the values ​​of the first torque and the second torque, excessive energy recovery can be avoided while ensuring safe deceleration, thereby achieving a balance between following other vehicles and speed-limited scenarios, further optimizing the rationality of the initial recovery torque, and improving the adaptive capability of the target vehicle in complex scenarios.

[0062] In some embodiments, step 103 may include: if the initial recovery torque is not 0, then the initial recovery torque is compensated based on road slope data to obtain a compensated recovery torque; if the initial recovery torque is 0, then the compensated recovery torque is determined to be 0; a fourth torque is determined based on the vehicle speed; and the larger value between the fourth torque and the compensated recovery torque is determined as the target recovery torque.

[0063] In some examples, the compensated regenerative torque is the torque value after correcting the initial regenerative torque based on road slope data, measured in Newton-meters (N·m). Its function is to adapt the regenerative torque to the additional resistance requirements of uphill and downhill road conditions, improving energy recovery efficiency and driving smoothness in complex slope scenarios. The compensated regenerative torque can be calculated by the vehicle controller based on whether the initial regenerative torque is 0, combined with road slope data (slope angle, slope condition). When the initial regenerative torque is not 0, the vehicle controller corrects it by calculating the slope compensation torque. In the implementation process, the slope coefficient can be determined based on the slope condition, and the product of the slope angle and the slope coefficient can be used as the slope compensation torque. The initial regenerative torque is then added to the slope compensation torque to obtain the compensated regenerative torque. For example, if the initial regenerative torque is -250 N·m and the road slope data is an uphill slope of 5 degrees (slope coefficient 0.8), then the slope compensation torque is 5 × 0.8 = 4 N·m, and the compensated regenerative torque is -250 + 4 = -246 N·m. When the initial recovery torque is 0 (no need for following or speed-limited deceleration), the vehicle controller determines that there is no need for additional compensation due to the slope and directly sets the compensation recovery torque to 0 N·m. The purpose is to avoid torque abnormalities caused by slope data interference when there is no recovery requirement (such as when the initial torque is 0 when driving on a flat road, no compensation torque will be generated even if there is a slight slope), and to ensure driving smoothness. For example, when the initial recovery torque is 0 N·m, the compensation recovery torque is 0 N·m regardless of whether the road slope is 2 degrees uphill or 3 degrees downhill. The vehicle controller can retrieve the lower limit of the regenerative torque (i.e., the fourth torque) from a preset speed-torque mapping table based on the target vehicle's current speed. The unit is Newton-meters (N·m). This mapping table can be calibrated based on historical data. Its core function is to limit the intensity of the regenerative torque at low speeds, avoiding conflicts between regenerative braking and creep functions. For example, when the vehicle speed is ≤5 km / h, the fourth torque is close to 0 to prevent low-speed dragging. Simultaneously, the calibration of this speed-torque mapping table must be strongly correlated with the target vehicle's safe deceleration limit, ensuring that the vehicle deceleration corresponding to the fourth torque is always ≤ the preset deceleration limit. The preset deceleration limit can be set to 0.2g by default (g is the acceleration due to gravity, with a standard value of approximately 9.8 m / s²). 2The specific preset deceleration limit can be dynamically adjusted based on the vehicle's body rigidity, tire grip coefficient, braking system performance, and overall vehicle safety assessment report. The core principle is to avoid a sudden increase in deceleration due to excessive regenerative torque, which could cause passenger discomfort from forward leaning, rear-end collisions, or insufficient tire grip. The fourth torque, set as a default lower limit based on vehicle speed, acts as a "hard constraint" on the regenerative torque compensation. This means that regardless of the regenerative torque demand after gradient compensation (even if the regenerative torque is more negative and the deceleration demand is stronger in downhill scenarios), the final target regenerative torque output must not be lower than the fourth torque (since regenerative torque is negative, "must not be lower" means the torque value cannot be more negative). This hard constraint mechanism ensures that the energy recovery deceleration process at different vehicle speeds remains within a safe, stable, and controllable range, avoiding drivability or safety issues caused by excessive torque. For example, at a vehicle speed of 30 km / h, the fourth torque can be calibrated to -300 N·m; at a vehicle speed of 8 km / h, the fourth torque can be calibrated to -50 N·m. The larger value between the fourth torque and the compensation recovery torque can be selected as the final recovery torque. Since the recovery torque is negative (indicating deceleration), the "larger value" refers to a torque closer to 0 (with less deceleration). The purpose is to ensure that the recovery torque at low speeds does not exceed the safety limit while meeting the recovery requirements after gradient compensation (e.g., the fourth torque limits the compensation recovery torque to be too large at low speeds to avoid jerking). For example, if the compensation recovery torque is -303.6 N·m and the fourth torque is -200 N·m, the target recovery torque is the larger value of -200 N·m; if the compensation recovery torque is -150 N·m and the fourth torque is -200 N·m, the target recovery torque is -150 N·m.

[0064] For example, when a target vehicle is traveling downhill in a mountainous area, the vehicle controller has calculated the initial recovery torque to be -320 Nm. Simultaneously, it receives road slope data from a slope sensor via the controller's local area network (LAN). The slope angle is 4 degrees, and the slope condition is downhill (slope coefficient -1.2). The vehicle controller calculates the slope compensation torque as 4 × (-1.2) = -4.8 Nm, resulting in a recovery torque of -320 + (-4.8) = -324.8 Nm. At the same time, based on the current vehicle speed of 25 km / h, the vehicle controller consults a mapping table to determine the fourth torque as -350 Nm. Finally, the vehicle controller compares -324.8 Nm and -350 Nm, selecting the larger value, -324.8 Nm, as the target recovery torque. This approach enhances downhill recovery efficiency through slope compensation while ensuring that the torque limit at the current vehicle speed is not exceeded, thus adapting to complex mountainous road conditions.

[0065] By implementing the above embodiments, the initial recovery torque is compensated based on road slope data, and the fourth torque is calculated by combining the vehicle speed and taking the larger value. This can provide sufficient braking force to ensure safety when going downhill, and avoid insufficient power due to excessive recovery when going uphill, thereby ensuring the driving stability and energy recovery efficiency of the vehicle under different slope scenarios.

[0066] In some embodiments, the aforementioned road slope data may include slope angle and slope state; the aforementioned compensation of the initial recovery torque based on the road slope data to obtain the compensated recovery torque may include: determining the slope compensation torque by multiplying the slope angle by the slope coefficient, wherein the slope coefficient is -1.2 when the slope state is downhill and 0.8 when the slope state is uphill; and determining the compensated recovery torque by summing the initial recovery torque and the slope compensation torque.

[0067] In some examples, the slope angle is a physical quantity describing the degree of road inclination, measured in degrees. Its value is the angle between the road surface and the horizontal plane, ranging from 0 to 35 degrees. The slope angle can be directly acquired by the target vehicle's slope sensor or calculated using the vehicle's acceleration sensor combined with the vehicle speed change rate. Data acquired in both methods is fused and verified by the vehicle controller before being output. For example, the slope angle for a continuous downhill section in a mountainous area can be acquired as 6 degrees, while for an uphill section of an urban bridge, it can be acquired as 4 degrees. Slope status refers to the attribute description of the road's inclination direction, which can include both uphill and downhill states. It is used to clarify the direction of the slope's influence on vehicle resistance (uphill increases resistance, downhill decreases resistance). The slope coefficient is a dimensionless calibration parameter used to quantify the influence of slope on recovery torque. Its value is fixed according to the slope condition. When the slope condition is downhill, the slope coefficient is -1.2 to enhance recovery torque to adapt to downhill inertia; when the slope condition is uphill, the slope coefficient is 0.8 to reduce recovery torque to balance uphill resistance. The ramp compensation torque, calculated based on the ramp angle and ramp coefficient, is an additional torque used to correct the initial recovery torque. It is measured in Newton-meters (N·m). Its function is to adjust the recovery torque to match the additional resistance or inertia caused by the ramp angle. The compensation torque is negative when going downhill (enhancing recovery) and positive when going uphill (weakening recovery). For example, when going downhill with a ramp angle of 5 degrees and a ramp coefficient of -1.2, the ramp compensation torque is 5 × (-1.2) = -6 N·m. Adding this to the initial recovery torque (negative), it becomes even more negative, enhancing recovery. When going uphill with a ramp angle of 5 degrees and a ramp coefficient of 0.8, the ramp compensation torque is 5 × 0.8 = 4 N·m, weakening recovery. The initial recovery torque and the ramp compensation torque can be combined using algebraic operations to obtain the recovery torque after ramp correction. For example, if the initial recovery torque is -300 N·m and the ramp compensation torque for a 5-degree downhill slope is -6 N·m, then the compensated recovery torque is -300 + (-6) = -306 N·m; if the initial recovery torque is -250 N·m and the ramp compensation torque for a 4-degree uphill slope is 3.2 N·m, then the compensated recovery torque is -250 + 3.2 = -246.8 N·m.

[0068] For example, when a target vehicle is driving downhill on a hilly road, the slope sensor transmits road slope data to the vehicle controller via the controller area network bus: the slope angle is 6 degrees, and the slope status is downhill. The vehicle controller calls the pre-stored slope coefficient (-1.2 for downhill status) and calculates the slope compensation torque T_slope = 6 × (-1.2) = -7.2 N·m. At this time, the initial recovery torque determined by the vehicle controller is -350 N·m (non-zero value). According to the summation logic, the compensation recovery torque is calculated to be -350 + (-7.2) = -357.2 N·m. This result retains the basic deceleration requirement of the initial recovery torque and enhances the recovery force through downhill compensation, adapting to the additional inertia caused by gravity on downhill sections, thereby improving energy recovery efficiency and driving safety.

[0069] By implementing the above embodiments, the slope compensation torque is calculated by combining the slope angle and the slope coefficient. The recovery torque can be flexibly adjusted according to the uphill or downhill state, making energy recovery more in line with the road conditions on the slope, avoiding abrupt deceleration caused by changes in slope during driving, and improving driving experience and safety.

[0070] It should also be noted that an uphill coefficient of 0.8, rather than a higher or lower value, can moderately weaken the initial recovery torque in uphill scenarios. This avoids excessive consumption of the vehicle's climbing power by the recovery torque while retaining a certain energy recovery effect, achieving a balance between power and energy efficiency. If the coefficient is 1 or close to 1, strong recovery may still be maintained when climbing, resulting in insufficient vehicle power and difficulty climbing. If the value is too low (such as below 0.5), energy recovery may be completely abandoned, reducing energy utilization. Therefore, selecting 0.8 can ensure sufficient power when climbing while still having some energy recovery capability, improving the overall energy efficiency level. A downhill coefficient of -1.2, rather than -1 or a smaller negative value, can moderately enhance the regenerative torque in downhill scenarios, providing stronger braking force than the conventional ratio. This avoids the problem of excessive speed and frequent use of the brake pedal due to gravity in long downhill conditions, thus effectively reducing the risk of brake fade and improving driving safety. If the coefficient is only -1, the regenerative torque corresponds linearly to the slope angle, and the braking effect may be insufficient. If the value is too large (such as below -1.5), it will cause the vehicle to decelerate too abruptly, reducing ride comfort. Therefore, selecting -1.2 achieves the optimal balance between enhancing the energy recovery braking effect and maintaining smoothness.

[0071] In some embodiments, the aforementioned vehicle energy recovery control method may further include: acquiring a first available state of the electric motor regeneration function and a second available state of the hydraulic brake assist function of the target vehicle; determining that the energy recovery function of the target vehicle is available if at least one of the first and second available states is available; determining that the forward vehicle dynamic data is unreliable if the signal availability state of the intelligent driving controller is false or the message information of the intelligent driving controller is invalid within a first consecutive number of signal reception cycles; otherwise, determining that the forward vehicle dynamic data is reliable; determining that the navigation speed limit data is unreliable if the signal availability state of the navigation system is false or the message information of the navigation speed limit data is invalid within a second consecutive number of signal reception cycles; otherwise, determining that the navigation speed limit data is reliable; determining that the target vehicle meets preset energy recovery conditions if the energy recovery function is available, the forward vehicle dynamic data is reliable, and the navigation speed limit data is reliable; and determining that the target vehicle does not meet preset energy recovery conditions if the target vehicle does not meet preset energy recovery conditions, implementing a downgrade strategy for the recovery mode of the target vehicle and providing a downgrade prompt through the target vehicle's human-machine interface.

[0072] In some examples, the Motor Regenerative Recovery Function (MRF) is a function where the vehicle's drive motor switches to generator mode during deceleration, converting the vehicle's kinetic energy into electrical energy and storing it in the battery. Its core function is to recover energy to extend the driving range and provide some braking force. The status of the MRF is monitored in real time by the motor controller, and the monitored content can include the motor's operating status, the battery's charge / discharge allowable status, and the integrity of related circuits. The first available state is a status indicator of whether the MRF can be executed normally, and its value is "true" or "false". When the motor is fault-free, the battery is allowed to charge, and the related circuits are normal, the battery's allowable charge / discharge power is greater than or equal to the electrical power required to achieve the target recovery torque, the first available state is "true" (indicating availability). When the motor is faulty, the battery is fully charged, or the circuit is abnormal, or the battery's allowable charge / discharge power is less than the electrical power required to achieve the target recovery torque, the first available state is "false" (indicating unavailability). This status can be periodically sent from the motor controller to the vehicle controller via the controller area network bus. For example, when the battery's state of charge is 60% and the motor is fault-free, the first available state is "true". The Hydraulic Brake Assist Function (HBAF) is a function of the target vehicle's intelligent braking system that applies braking force through hydraulic lines, assisting the regenerative braking function of the electric motor to achieve the required deceleration. It is suitable for supplementary braking when the regenerative braking capacity of the electric motor is insufficient or fails. The HBAF is controlled by the intelligent braking system, and its state is related to the brake fluid pressure and the brake actuator status. The second availability state is a status indicator of whether the HBAF can be executed normally, and its value is "true" or "false". When the brake fluid pressure is normal, the brake actuator is fault-free and there is no mechanical jamming, the second availability state is "true" (indicating availability); when the brake fluid is insufficient or the actuator is faulty, the second availability state is "false" (indicating unavailability). This status is periodically sent to the vehicle controller by the intelligent braking system via the CAN bus; for example, when the brake fluid level is normal and the actuator self-test passes, the second availability state is "true". The energy recovery function is a comprehensive function of the target vehicle that achieves energy recovery and braking force output during deceleration through the coordinated action of the electric motor regenerative braking function and the HBAF. Its availability directly determines whether the energy recovery control can be activated. The availability of the motor regeneration and hydraulic braking assist functions can be logically ORed by the vehicle controller. The energy recovery function is considered available if either the first or second available state is "true". It is considered unavailable only if both are "false". This logic ensures that the target vehicle starts control under the premise that at least one braking / regeneration method is effective, avoiding complete loss of deceleration ability. For example, the energy recovery function is considered available when the first available state is "true" and the second available state is "false".The signal reception cycle refers to the fixed time interval, measured in milliseconds, at which the vehicle controller receives data from components such as the intelligent driving controller and navigation system. This interval can be preset by the vehicle communication protocol to ensure the regularity and timeliness of data transmission. For example, the vehicle controller receives a message from the intelligent driving controller every 100 milliseconds and a message from the navigation system every 200 milliseconds. The first quantity is a continuous signal reception cycle threshold used to determine if the dynamic data from the preceding vehicle is unreliable. This threshold can be calibrated according to the signal stability requirements of the intelligent driving controller, with a default value of 3 (adjustable based on vehicle model). Its function is to avoid misjudging data as unreliable due to a single signal anomaly through continuous multi-cycle verification. The signal availability status of the intelligent driving controller refers to the controller's own judgment of the reliability of the output data, with a value of "true" or "false." When the radar, camera, and other sensors of the intelligent driving controller are working normally and the data verification passes, the signal availability status is "true" (indicating reliable data). When a sensor malfunctions or the data exceeds a reasonable range, it is "false" (indicating unreliable data). This status can be sent to the vehicle controller along with the dynamic data message from the preceding vehicle. The message information of the intelligent driving controller refers to the communication data packet containing dynamic data such as the relative distance and relative speed of the vehicle ahead, sent by the intelligent driving controller through the CAN bus. Its validity is determined by parameters such as the check bit and data range in the data packet. For example, if the relative distance is negative (logical error) or the relative speed exceeds ±500 km / h (physically impossible), the message information is deemed invalid. If the signal enable state of the intelligent driving controller is "false" for three consecutive signal reception cycles, or if the message information is invalid (e.g., the relative distance received three times consecutively is negative), the dynamic data of the vehicle ahead is deemed unreliable. Conversely, if the signal enable state is "true" in any cycle and the message is valid, it is deemed reliable. For example, if the signal enable state of the intelligent driving controller is "false" for three consecutive cycles, the dynamic data of the vehicle ahead is deemed unreliable. The navigation speed limit data message is a communication data packet sent by the vehicle navigation system via the vehicle Ethernet, containing information such as road speed limits and speed limit trigger distances. Its validity is determined by parameters such as positioning accuracy and map matching degree. For example, if positioning drift causes an error in matching the current road, the message is deemed invalid. The second quantity can be a pre-defined periodic threshold, with a default value of 5, which is greater than the first quantity. Because the impact of brief navigation data anomalies is relatively small, if the signal availability status of the navigation system is "false" for 5 consecutive periods, or if the message information is invalid, it is deemed unreliable; otherwise, it is reliable. For example, if the navigation messages are invalid for 5 consecutive periods due to positioning loss in a tunnel, the navigation speed limit data is deemed unreliable.The preset energy recovery conditions are only met when all three conditions are simultaneously met: energy recovery function is available, forward vehicle dynamic data is reliable, and navigation speed limit data is reliable. If any one of these conditions is not met, the system is deemed not to meet the preset conditions. This logic ensures that energy recovery control is activated only when the hardware is available and the data is reliable, avoiding control anomalies due to function failure or data errors. It should be noted that the preset energy recovery conditions are the conditions for the target to activate the adaptive energy recovery control mode, not the activation conditions for the default recovery mode. The core of the adaptive energy recovery control mode is based on the multi-source fusion of forward vehicle dynamic data, navigation speed limit data, and road gradient data to achieve dynamic and precise adjustment of the recovery torque. Its operational efficiency... If the adaptive mode is highly dependent on the availability of hardware functions and the reliability of data, the availability of energy recovery function is the hardware foundation to ensure deceleration and recovery execution, the reliability of the dynamic data of the vehicle ahead is the key to avoiding the safety risks of following the vehicle, and the reliability of navigation speed limit data is the premise for adapting to the speed limit requirements of the road. The three together constitute the support for the operation of the adaptive mode. If any one of them is not met, the adaptive mode will lose the basis for precise adjustment, and continued operation will easily lead to abnormal recovery torque, such as excessive recovery causing jerking, or insufficient recovery failing to meet the deceleration requirements. Therefore, it is necessary to clearly distinguish the start boundary between the adaptive mode and the default mode by judging the preset energy recovery conditions, and provide a logical basis for the degradation strategy when the conditions are not met. If the preset energy recovery conditions are not met, a downgrade strategy is implemented for the target vehicle's recovery mode, and a downgrade prompt is displayed through the target vehicle's human-machine interface. Specifically, the adaptive energy recovery control mode is exited, and the default recovery mode is switched to. This default recovery mode refers to the recovery torque corresponding to a preset fixed deceleration, which can be calibrated to 0.1g (g is the acceleration due to gravity, approximately 9.8 m / s²). The corresponding recovery torque value is preset in the vehicle controller, and this recovery torque value is not affected by the dynamic data of the vehicle ahead, navigation speed limit data, or road gradient data; it is only related to the vehicle speed, following the principle of higher recovery torque at low speeds and lower recovery torque at high speeds. For example, at a vehicle speed of 30 km / h, the torque of the default recovery mode is -80 Nm; at a vehicle speed of 5 km / h, the torque is -10 Nm. At the same time, the vehicle controller can send instructions to the in-vehicle infotainment system to control the human-machine interface to display a downgrade prompt, such as "Abnormal information ahead, exit adaptive feedback," with a prompt duration of 3 seconds, ensuring that the driver is aware of the change in the vehicle's energy recovery status.

[0073] For example, after the target vehicle starts, the vehicle controller receives the first available status ("true") from the motor controller and the second available status ("false") from the intelligent braking system every 100 milliseconds / cycle, determining that the energy recovery function is available. Simultaneously, the vehicle controller receives messages from the intelligent driving controller for three consecutive cycles; if the signal availability status is "true" and the relative distance and relative speed are within a reasonable range (e.g., 40 meters, -5 km / h), the dynamic data of the vehicle ahead is determined to be reliable. Furthermore, the vehicle controller receives messages from the navigation system for five consecutive cycles; if the signal availability status is "true" and the road speed limit and trigger distance data are valid (e.g., 60 km / h, 200 meters), the navigation speed limit data is determined to be reliable. Finally, the vehicle controller determines that all three conditions are met, the target vehicle meets the preset energy recovery conditions, and allows the energy recovery control process to begin.

[0074] By implementing the above embodiments, the availability of the energy recovery function, the reliability of the dynamic data of the vehicle in front, and the reliability of the navigation speed limit data are determined. This can prevent the energy recovery control from being erroneously triggered when the signal is abnormal or fails, thereby ensuring the reliability and stability of the target vehicle in complex environments and improving overall safety.

[0075] In some embodiments, step 104 may include: obtaining the battery charge / discharge power limit of the target vehicle; if the battery charge / discharge power limit is greater than or equal to the electrical power required to achieve the target recovery torque, then the target recovery torque is executed by the drive motor of the target vehicle; if the battery's allowable charge / discharge power is less than the electrical power required to achieve the target recovery torque, then the first part of the recovery torque is executed by the drive motor, and the second part of the recovery torque is executed by the hydraulic brake assist function of the target vehicle, wherein the sum of the first part of the recovery torque and the second part of the recovery torque is the target recovery torque.

[0076] In some examples, the battery charge / discharge power limit refers to the threshold of the maximum allowable charging power and maximum discharging power of the target vehicle's power battery, in kilowatts. Negative values ​​indicate the allowable charging power (power direction during energy recovery), and positive values ​​indicate the allowable discharging power. The battery charge / discharge power limit is calculated in real time by the Battery Management System (BMS) based on parameters such as the current state of charge, temperature, and health status of the power battery, and is periodically sent to the vehicle controller via the controller area network bus. For example, when the power battery's state of charge is 70% and the temperature is 25 degrees Celsius, the battery charge / discharge power limit output by the BMS can be -50 kilowatts (indicating a maximum allowable charging power of 50 kilowatts). The electrical power required to achieve the target recovered torque refers to the energy recovery power corresponding to the output of the drive motor when the target recovered torque is reached. The unit is kilowatts (kW). The calculation is based on parameters such as the target recovered torque, the current speed of the drive motor, and the motor efficiency. The calculation formula is: Required electrical power = (Target recovered torque × Motor speed) / (9550 × Motor efficiency), where the motor speed is in revolutions per minute (rpm) and 9550 is a constant for the conversion between torque and power. For example, if the target recovered torque is -300 N·m, the motor speed is 1500 rpm, and the motor efficiency is 0.9, then the required electrical power P_req = (-300 × 1500) / (9550 × 0.9) ≈ -52.3 kW. When the battery charging / discharging power limit is sufficient to meet the electrical power required to achieve the target recovery torque, the vehicle controller sends a target recovery torque command to the motor controller, switching the drive motor to generator mode to convert the vehicle's kinetic energy into electrical energy and store it in the battery. At this time, the motor provides braking force by outputting negative torque (target recovery torque), without the need for hydraulic braking system intervention. For example, if the target recovery torque is -300 Nm and the battery charging / discharging power limit is -55 kW (greater than the required -52.3 kW), the motor controller drives the motor to execute a recovery torque of -300 Nm independently. The first part of the recovery torque is the maximum recovery torque that the drive motor can execute within the battery's allowable power range when the battery charging / discharging power limit is less than the electrical power required to achieve the target recovery torque. The unit is Newton-meters (Nm), and its value can be calculated by the vehicle controller based on the battery charging / discharging power limit, motor speed, and efficiency, ensuring that it does not exceed the battery's charging power limit. For example, if the battery charging / discharging power limit is -40 kW, the calculated maximum first part of the recovery torque that the motor can execute is -230 Nm.The second portion of the regenerative torque refers to the supplementary braking force provided by the hydraulic braking assist function to compensate for the shortfall in the motor's regenerative braking capacity when the battery's charging and discharging power limit is insufficient. The unit is Newton-meters (N·m), and its value is the difference between the target regenerative torque and the first portion of the regenerative torque, ensuring that their sum equals the target regenerative torque. For example, if the target regenerative torque is -300 N·m and the first portion of the regenerative torque is -230 N·m, then the second portion of the regenerative torque is -70 N·m. When the battery cannot withstand the full electrical power corresponding to the target regenerative torque, the vehicle controller coordinates the drive motor to execute the first portion of the regenerative torque (within the battery's power limit), while the intelligent braking system applies the braking force corresponding to the second portion of the regenerative torque through hydraulic lines. Both work together to achieve the total deceleration effect of the target regenerative torque. For example, the first portion of the regenerative torque -230 N·m is executed by the motor (corresponding to a power of -40 kW, not exceeding the battery limit), and the second portion of the regenerative torque -70 N·m is executed by the hydraulic braking system, with a total torque of -300 N·m to meet the deceleration requirements.

[0077] For example, the vehicle controller can first receive the battery charging and discharging power limit (e.g., -45 kW) sent by the BMS via the CAN bus. At the same time, based on the target recovery torque (-320 N·m), the current motor speed (1600 rpm), and the motor efficiency (0.9), it calculates that the power required to achieve the target recovery torque is -58 kW. Since the battery charging and discharging power limit (-45 kW) is less than the required power (-58 kW), the vehicle controller reverse-engineers to determine that the first part of the recovery torque is -250 N·m (corresponding to a power of -45 kW), and calculates the second part of the recovery torque as -70 N·m (-320 - (-250) = -70). Subsequently, the vehicle controller sends a recovery command of -250 N·m to the motor controller and a hydraulic braking request of -70 N·m to the intelligent braking system. The motor and the hydraulic system work together to ensure that the target recovery torque is effectively executed, thus avoiding battery overload and ensuring that the deceleration effect meets the standard.

[0078] By implementing the above embodiments and combining the battery charging and discharging power limits, the roles of the drive motor and hydraulic brake are reasonably allocated, which can ensure the achievement of the target recovery torque even when the battery charging power is limited. This can improve the utilization rate of energy recovery, avoid the risk of battery overload, and enhance the safety and durability of the target vehicle.

[0079] In some embodiments, the aforementioned vehicle energy recovery control method may further include: acquiring the gear position, vehicle speed, and throttle opening of the target vehicle; if the gear position is a forward gear, the vehicle speed is greater than or equal to a preset vehicle speed threshold, the throttle opening is greater than or equal to a preset opening threshold, and the target recovery torque is less than a preset torque threshold, then controlling the human-machine interface of the target vehicle to display a prompt message to release the accelerator pedal, wherein the duration of a single prompt message is a first preset duration, and the time interval between two adjacent prompt messages is greater than or equal to a second preset duration.

[0080] In some examples, gear status indicates the current operating gear of the target vehicle's transmission, including drive, reverse, neutral, and parking, used to determine the vehicle's direction of travel and power output. Gear status can be transmitted in real-time from the transmission control unit (TCU) to the vehicle controller via the controller area network bus, with a transmission cycle of 100 milliseconds per transmission. For example, the gear status might be drive when the vehicle is driving normally, and parking when parked. Vehicle speed is the current speed of the target vehicle. Its value can be obtained by collecting the wheel speeds from wheel speed sensors and calculating them using the vehicle controller (eliminating the effects of slippage or wheel spin), or directly provided by the global positioning system. Vehicle speed can be periodically transmitted to various onboard control systems via the CAN bus and is one of the fundamental parameters for energy recovery control. For example, the vehicle speed might be 50 km / h in urban areas and 110 km / h on highways. Throttle opening refers to the percentage of the accelerator pedal's maximum travel angle when depressed, ranging from 0% to 100%, where 0% indicates the accelerator pedal is fully released and 100% indicates it is fully depressed. Throttle opening is detected by an accelerator pedal position sensor (APP Sensor) and transmitted to the vehicle controller via the CAN bus, reflecting the driver's acceleration needs. For example, a light press on the accelerator pedal might result in a 20% throttle opening, while rapid acceleration might result in 80%. Forward gear refers to the gear mode that allows the vehicle to move forward, usually labeled "D (Drive)" and is the primary gear for normal vehicle operation. When in forward gear, the powertrain can output positive torque to the drive wheels. If in other gears (such as reverse or neutral), the energy recovery trigger conditions are not met. The preset speed threshold refers to the minimum driving speed required to trigger the accelerator pedal release prompt, measured in kilometers per hour. It can be calibrated based on the vehicle's energy recovery efficiency characteristics and preset in the vehicle controller. For example, since energy recovery efficiency is lower at low speeds, the preset speed threshold can be set to 20 kilometers per hour, meaning the prompt will only be triggered at speeds ≥ 20 kilometers per hour. The preset throttle opening threshold refers to the critical throttle opening value for determining whether the driver is accelerating, measured as a percentage. The default value is 10% (adjustable). When the throttle opening is ≥ the preset opening threshold, it is determined that the driver intends to accelerate actively; otherwise, it is determined that no acceleration is occurring. The preset torque threshold refers to the critical torque value required to determine whether a prompt to release the accelerator pedal is needed, measured in Newton-meters (N·m). It can be set to a negative value (e.g., -50 N·m), indicating that the prompt logic is triggered when the target recovery torque is less than this value (i.e., the absolute value of the recovery torque is larger, and the deceleration demand is more obvious). The preset torque threshold can be calibrated based on the correlation between recovery torque and energy recovery efficiency.A Human-Machine Interface (HMI) is a display device in a target vehicle used to enable driver interaction with vehicle information. It can include instrument panel displays, central touchscreens, etc., and can convey information to the driver through text, icons, or a combination of sound and light. Its display content is controlled by the In-Vehicle Infotainment (IVI) system, which receives instructions from the vehicle controller and then executes the prompts. The accelerator pedal release prompt is a guidance message sent to the driver through the HMI, suggesting that the driver release the accelerator pedal to enhance energy recovery. This can be in the form of text prompts (e.g., "Release the accelerator to recover more energy"), icon prompts (e.g., a graphic of the pedal being released), or a combination of both. The purpose of this prompt is to guide the driver to cooperate in maximizing energy recovery efficiency when the recovery conditions are met. The first preset duration refers to the continuous display time of the accelerator pedal release prompt on the HMI, measured in seconds. It can be calibrated based on the driver's attention span, with a default value of 2 seconds (adjustable) to ensure the driver has sufficient time to perceive the prompt. The second preset duration refers to the minimum time interval between two consecutive accelerator pedal release prompts, in seconds. The default value is 10 seconds (adjustable). Its purpose is to avoid frequent prompts in a short period of time that may distract the driver and to balance the prompt effect with driving safety.

[0081] For example, the vehicle controller receives in real time the gear position (forward gear) from the transmission controller, the vehicle speed calculated by the wheel speed sensor (30 km / h, ≥ preset speed threshold 20 km / h), and the throttle opening from the accelerator pedal position sensor (25%, ≥ preset opening threshold 10%), while simultaneously monitoring that the target recoverable torque is -80 Nm (less than the preset torque threshold -50 Nm). At this point, the vehicle controller determines that the prompting conditions are met and sends a command to the in-vehicle infotainment system to control the instrument panel on the human-machine interface to display the text prompt "Release the accelerator to recover more energy" and a pedal icon, which is displayed for 2 seconds (first preset duration). If the conditions are met again within 10 seconds (second preset duration), the vehicle controller will delay the prompt until the interval exceeds 10 seconds before triggering the next display, thus guiding the driver to cooperate with energy recovery while avoiding interference with driving concentration.

[0082] By implementing the above embodiments, prompting the driver to release the accelerator pedal on the human-machine interface can guide the driver to actively cooperate with energy recovery when the vehicle meets specific gear, speed and throttle opening conditions, further improving the energy-saving effect and interactive experience of the target vehicle. At the same time, it can avoid excessive prompts causing interference and enhance driving comfort.

[0083] Furthermore, as an implementation of the aforementioned method embodiments, this application also provides a vehicle energy recovery control device for implementing the aforementioned method embodiments. This device embodiment corresponds to the aforementioned method embodiments. For ease of reading, this vehicle energy recovery control device embodiment will not repeat the details of the aforementioned method embodiments one by one, but it should be understood that the device in this application embodiment can correspondingly implement all the contents of the aforementioned method embodiments. For example... Figure 2 As shown, the vehicle energy recovery control device 20 includes: a data acquisition unit 201, an initial torque determination unit 202, a target torque determination unit 203, and an energy recovery execution unit 204. The data acquisition unit 201 acquires multi-source road condition data of the target vehicle, including forward vehicle dynamic data, navigation speed limit data, and road gradient data. The initial torque determination unit 202 determines the initial recovery torque based on the forward vehicle dynamic data and navigation speed limit data, provided the target vehicle meets preset energy recovery conditions. The target torque determination unit 203 corrects the initial recovery torque based on the road gradient data to obtain the target recovery torque. The energy recovery execution unit 204 controls the target vehicle to perform energy recovery operations based on the target recovery torque.

[0084] In some embodiments, the data acquisition unit 201 is further configured to acquire forward vehicle dynamic data through the intelligent driving controller of the target vehicle, wherein the forward vehicle dynamic data includes the relative distance and relative speed between the forward vehicle and the target vehicle; acquire navigation speed limit data through the in-vehicle navigation of the target vehicle, wherein the navigation speed limit data includes the road speed limit information of the current road or the road ahead of the target vehicle and the speed limit trigger distance from the target vehicle to the speed limit effective location; and acquire road slope data of the current road of the target vehicle through the slope sensor and / or the vehicle acceleration sensor of the target vehicle.

[0085] In some embodiments, the initial torque determination unit 202 is further configured to determine the first torque of the target vehicle based on the dynamic data of the preceding vehicle; determine the second torque of the target vehicle based on road speed limit information, speed limit trigger distance and the driving speed of the target vehicle; and determine the initial recovery torque based on the first torque and the second torque.

[0086] In some embodiments, the initial torque determination unit 202 is further configured to determine a first difference between the relative distance and a preset safety distance when the relative vehicle speed is less than 0; if the first difference is greater than a first preset distance, then the preset following distance is determined to be twice the first difference; if the first difference is less than or equal to the first preset distance, then the preset following distance is determined to be twice the first preset distance; the negative of the ratio of the square of the relative vehicle speed to the preset following distance is determined as the first acceleration of the target vehicle; and the first torque is determined based on the first acceleration.

[0087] In some embodiments, the initial torque determination unit 202 is further configured to determine the first torque as 0 when the relative vehicle speed is greater than or equal to 0.

[0088] In some embodiments, the initial torque determination unit 202 is further configured to: when the road speed limit information is less than the vehicle speed, if the speed limit trigger distance is greater than a second preset distance, determine the second acceleration of the target vehicle based on the ratio of the square difference between the road speed limit information and the vehicle speed to twice the speed limit trigger distance; when the road speed limit information is less than the vehicle speed, if the speed limit trigger distance is less than or equal to the second preset distance, determine the second acceleration of the target vehicle based on the ratio of the square difference between the road speed limit information and the vehicle speed to twice the second preset distance; when the road speed limit information is greater than or equal to the vehicle speed, determine the second acceleration of the target vehicle as 0; and determine the second torque based on the second acceleration.

[0089] In some embodiments, the initial torque determination unit 202 is further configured to determine a target correction coefficient based on relative distance and / or relative vehicle speed; determine a third torque by multiplying the first torque by the target correction coefficient; and determine the smaller of the second torque, the third torque, and 0 as the initial recovery torque.

[0090] In some embodiments, the target torque determination unit 203 is further configured to: if the initial recovery torque is not 0, compensate the initial recovery torque based on road slope data to obtain a compensated recovery torque; if the initial recovery torque is 0, determine the compensated recovery torque as 0; determine a fourth torque based on the vehicle speed; and determine the larger value between the fourth torque and the compensated recovery torque as the target recovery torque.

[0091] In some embodiments, the road slope data includes the slope angle and slope state; the target torque determination unit 203 is further configured to determine the slope compensation torque by multiplying the slope angle and the slope coefficient, wherein the slope coefficient is -1.2 when the slope state is downhill and 0.8 when the slope state is uphill; and to determine the compensation recovery torque by summing the initial recovery torque and the slope compensation torque.

[0092] In some embodiments, the vehicle energy recovery control device 20 further includes a recovery activation unit, configured to acquire a first available state of the electric motor regeneration recovery function and a second available state of the hydraulic brake assist function of the target vehicle; if at least one of the first and second available states is available, the energy recovery function of the target vehicle is determined to be available; if the signal availability state of the intelligent driving controller is false or the message information of the intelligent driving controller is invalid within a first consecutive number of signal reception cycles, the forward vehicle dynamic data is determined to be unreliable; otherwise, the forward vehicle dynamic data is determined to be reliable; if the signal availability state of the navigation system is false or the message information of the navigation speed limit data is invalid within a second consecutive number of signal reception cycles, the navigation speed limit data is determined to be unreliable; otherwise, the navigation speed limit data is determined to be reliable; if the energy recovery function is available, the forward vehicle dynamic data is reliable, and the navigation speed limit data is reliable, the target vehicle is determined to meet the preset energy recovery conditions; if the target vehicle is determined to not meet the preset energy recovery conditions, a downgrade strategy is implemented for the recovery mode of the target vehicle, and a downgrade prompt is given through the human-machine interface of the target vehicle.

[0093] In some embodiments, the energy recovery execution unit 204 is further configured to obtain the battery charging and discharging power limit of the target vehicle; if the battery charging and discharging power limit is greater than or equal to the electrical power required to achieve the target recovery torque, the target recovery torque is executed by the drive motor of the target vehicle; if the battery's allowable charging and discharging power is less than the electrical power required to achieve the target recovery torque, the first part of the recovery torque is executed by the drive motor, and the second part of the recovery torque is executed by the hydraulic brake assist function of the target vehicle, wherein the sum of the first part of the recovery torque and the second part of the recovery torque is the target recovery torque.

[0094] In some embodiments, the vehicle energy recovery control device 20 further includes an information prompting unit for acquiring the gear status, driving speed, and throttle opening of the target vehicle; if the gear status is forward gear, the driving speed is greater than or equal to a preset speed threshold, the throttle opening is greater than or equal to a preset opening threshold, and the target recovery torque is less than a preset torque threshold, then the human-machine interface of the target vehicle is controlled to display a prompt message to release the accelerator pedal, wherein the duration of a single prompt message is a first preset duration, and the time interval between two adjacent prompt messages is greater than or equal to a second preset duration.

[0095] This application also provides a computer-readable storage medium storing computer-executable instructions or computer programs, which, when executed by a processor, will cause the processor to perform any step of the vehicle energy recovery control method provided in this application.

[0096] In some embodiments, the computer-readable storage medium may be a random access memory (RAM), a read-only memory (ROM), flash memory, a magnetic surface memory, an optical disc, or a compact disc read-only memory (CD-ROM); or it may be a variety of devices that include one or any combination of the above-mentioned memories.

[0097] In some embodiments, computer-executable instructions may take the form of programs, software, software modules, scripts, or code, written in any form of programming language (including compiled or interpreted languages, or declarative or procedural languages), and may be deployed in any form, including as stand-alone programs or as modules, components, subroutines, or other units suitable for use in a computing environment.

[0098] In some embodiments, computer-executable instructions may, but do not necessarily, correspond to files in a file system, and may be stored as part of a file that holds other programs or data, for example, in one or more scripts in a HyperText Markup Language (HTML) document, in a single file dedicated to the program in question, or in multiple co-located files (e.g., files that store one or more modules, subroutines, or code sections).

[0099] In some embodiments, computer-executable instructions may be deployed to execute on an electronic device, or on multiple electronic devices located at one location, or on multiple electronic devices distributed across multiple locations and interconnected via a communication network.

[0100] like Figure 3 As shown, this application also provides an electronic device 30, including a memory 310, a processor 320, and a computer program 311 stored in the memory 310 and executable on the processor. When the processor 320 executes the computer program 311, it implements any step of the above-described vehicle energy recovery control method.

[0101] This application also provides a computer program product comprising a computer program or computer-executable instructions stored in a computer-readable storage medium. A processor of an electronic device reads the computer program or computer-executable instructions from the computer-readable storage medium and executes the computer program or computer-executable instructions, causing the electronic device to perform any step of the vehicle energy recovery control method described above.

[0102] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A vehicle energy recovery control method, characterized in that, include: Acquire multi-source road condition data of the target vehicle, wherein the multi-source road condition data includes forward vehicle dynamic data, navigation speed limit data, and road gradient data; If the target vehicle meets the preset energy recovery conditions, the initial recovery torque is determined based on the preceding vehicle dynamic data and the navigation speed limit data. Based on the road slope data, the initial recovery torque is corrected to obtain the target recovery torque; Based on the target recovery torque, the target vehicle is controlled to perform energy recovery operations.

2. The vehicle energy recovery control method according to claim 1, characterized in that, The acquisition of multi-source road condition data for the target vehicle includes: The dynamic data of the preceding vehicle is obtained through the intelligent driving controller of the target vehicle, wherein the dynamic data of the preceding vehicle includes the relative distance and relative speed between the preceding vehicle and the target vehicle; The navigation speed limit data is obtained through the vehicle navigation of the target vehicle, wherein the navigation speed limit data includes the road speed limit information of the current road or the road ahead of the target vehicle and the speed limit trigger distance from the target vehicle to the speed limit effective location; The road slope data of the current road of the target vehicle is obtained by using the slope sensor and / or vehicle acceleration sensor of the target vehicle.

3. The vehicle energy recovery control method according to claim 2, characterized in that, The determination of the initial recovery torque based on the preceding vehicle's dynamic data and the navigation speed limit data includes: Based on the dynamic data of the preceding vehicle, the first torque of the target vehicle is determined; Based on the road speed limit information, the speed limit trigger distance, and the target vehicle's speed, the second torque of the target vehicle is determined; The initial recovery torque is determined based on the first torque and the second torque.

4. The vehicle energy recovery control method according to claim 3, characterized in that, Determining the first torque of the target vehicle based on the preceding vehicle's dynamic data includes: When the relative vehicle speed is less than 0, a first difference between the relative distance and the preset safety distance is determined; If the first difference is greater than the first preset distance, then the preset following distance is set to twice the first difference; If the first difference is less than or equal to the first preset distance, then the preset following distance is determined to be twice the first preset distance; The negative of the ratio of the square of the relative vehicle speed to the preset following distance is determined as the first acceleration of the target vehicle. The first torque is determined based on the first acceleration.

5. The vehicle energy recovery control method according to claim 4, characterized in that, The step of determining the first torque of the target vehicle based on the preceding vehicle's dynamic data further includes: When the relative vehicle speed is greater than or equal to 0, the first torque is determined to be 0.

6. The vehicle energy recovery control method according to claim 3, characterized in that, Determining the second torque of the target vehicle based on the road speed limit information, the speed limit trigger distance, and the target vehicle's speed includes: If the speed limit information is less than the driving speed, and the speed limit trigger distance is greater than the second preset distance, the second acceleration of the target vehicle is determined by the ratio of the square difference between the road speed limit information and the driving speed to twice the speed limit trigger distance. If the road speed limit information is less than the driving speed, and the speed limit trigger distance is less than or equal to the second preset distance, the second acceleration of the target vehicle is determined based on the ratio of the square difference between the road speed limit information and the driving speed to twice the second preset distance. If the road speed limit information is greater than or equal to the driving speed, the second acceleration of the target vehicle is determined to be 0; The second torque is determined based on the second acceleration.

7. The vehicle energy recovery control method according to claim 3, characterized in that, Determining the initial recovery torque based on the first torque and the second torque includes: Based on the relative distance and / or the relative vehicle speed, determine the target correction coefficient; The product of the first torque and the target correction coefficient is determined as the third torque; The smaller of the second torque, the third torque, and 0 is determined as the initial recovery torque.

8. The vehicle energy recovery control method according to claim 7, characterized in that, The step of correcting the initial recovery torque based on the road slope data to obtain the target recovery torque includes: If the initial recovery torque is not 0, the initial recovery torque is compensated based on the road slope data to obtain the compensated recovery torque; If the initial recovery torque is 0, then the compensation recovery torque is determined to be 0; Based on the vehicle speed, determine the fourth torque; The larger of the fourth torque and the compensated recovery torque is determined as the target recovery torque.

9. The vehicle energy recovery control method according to claim 8, characterized in that, The road slope data includes the slope angle and slope condition; the compensation of the initial recovery torque based on the road slope data to obtain the compensated recovery torque includes: The product of the ramp angle and the ramp coefficient is determined as the ramp compensation torque, wherein the ramp coefficient is -1.2 when the ramp is downhill and 0.8 when the ramp is uphill. The sum of the initial recovery torque and the ramp compensation torque is determined as the compensation recovery torque.

10. The vehicle energy recovery control method according to any one of claims 1 to 9, characterized in that, The vehicle energy recovery control method also includes: The first available state of the motor regeneration function and the second available state of the hydraulic brake assist function of the target vehicle are obtained; If at least one of the first available state and the second available state is available, the energy recovery function of the target vehicle is determined to be available; If the signal enable status of the intelligent driving controller is false or the message information of the intelligent driving controller is invalid within the first consecutive signal reception period, the dynamic data of the preceding vehicle is determined to be unreliable; otherwise, the dynamic data of the preceding vehicle is determined to be reliable. If the signal availability status of the navigation system is false or the message information of the navigation speed limit data is invalid within the second consecutive number of signal reception cycles, the navigation speed limit data is determined to be unreliable; otherwise, the navigation speed limit data is determined to be reliable. If the energy recovery function is available, the dynamic data of the vehicle in front is reliable, and the navigation speed limit data is reliable, it is determined that the target vehicle meets the preset energy recovery conditions; If the target vehicle is determined not to meet the preset energy recovery conditions, a downgrade strategy is implemented for the recovery mode of the target vehicle, and a downgrade prompt is given through the human-machine interface of the target vehicle.

11. The vehicle energy recovery control method according to any one of claims 1 to 9, characterized in that, The step of controlling the target vehicle to perform energy recovery operation based on the target recovery torque includes: Obtain the battery charging and discharging power limit of the target vehicle; If the battery charging and discharging power limit is greater than or equal to the electrical power required to achieve the target recovery torque, then the target recovery torque is executed by the drive motor of the target vehicle; If the allowable charge / discharge power of the battery is less than the electrical power required to achieve the target recovery torque, then the drive motor performs a first part of the recovery torque, and the hydraulic braking assist function of the target vehicle performs a second part of the recovery torque, wherein the sum of the first part of the recovery torque and the second part of the recovery torque is the target recovery torque.

12. The vehicle energy recovery control method according to any one of claims 1 to 9, characterized in that, The vehicle energy recovery control method also includes: The gear position, vehicle speed, and throttle opening of the target vehicle are obtained. If the gear position is forward, the vehicle speed is greater than or equal to a preset speed threshold, the throttle opening is greater than or equal to a preset opening threshold, and the target recovery torque is less than a preset torque threshold, then the human-machine interface of the target vehicle is controlled to display a prompt message to release the accelerator pedal. The duration of each prompt message is a first preset duration, and the time interval between two adjacent prompt messages is greater than or equal to a second preset duration.

13. A vehicle energy recovery control device, characterized in that, include: The data acquisition unit is used to acquire multi-source road condition data of the target vehicle, wherein the multi-source road condition data includes forward vehicle dynamic data, navigation speed limit data and road slope data; An initial torque determination unit is used to determine the initial recovery torque based on the preceding vehicle dynamic data and the navigation speed limit data, provided that the target vehicle meets the preset energy recovery conditions. The target torque determination unit is used to correct the initial recovery torque based on the road slope data to obtain the target recovery torque; An energy recovery execution unit is used to control the target vehicle to perform energy recovery operations based on the target recovery torque.

14. An electronic device comprising: The memory and processor are characterized in that the processor, when executing a computer program stored in the memory, implements the steps of the vehicle energy recovery control method as described in any one of claims 1 to 12.

15. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of the vehicle energy recovery control method as described in any one of claims 1 to 12.

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