Vehicle control method, device, electronic device and storage medium

Abstract

The present application provides a vehicle control method, device, electronic device and storage medium, which are applied to the field of vehicle technology. When an energy recovery command of the vehicle is obtained, an initial coasting recovery torque is determined based on the coasting deceleration of the vehicle, and a target coasting recovery torque is obtained by correction according to a first error factor. The initial braking recovery torque is determined based on the braking deceleration of the vehicle, and the initial braking recovery torque is corrected according to a second error factor. The target braking recovery torque is determined in combination with the gear ratio after transmission filtering and the speed ratio of a pulley system. The smoothness of the obtained target braking recovery torque is ensured by using the gear ratio after transmission filtering. The target recovery torque is determined based on the sum of the target braking recovery torque and the target coasting recovery torque. The belt-driven starting / generation integrated motor is driven to generate electricity based on the target recovery torque, so as to achieve energy recovery while ensuring the smoothness of vehicle driving, thereby making full use of existing resources.

Description

Technical Field

[0001] The present application belongs to the field of vehicle technology, and in particular, relates to a vehicle control method, device, electronic device and storage medium. Background Art

[0002] With the continuous development of science and technology, the phenomenon of energy shortage is becoming increasingly obvious, and the voices of countries around the world to develop new energy are getting stronger and stronger. New energy vehicles can achieve the purpose of reducing fuel consumption and improving driving performance by adding hybrid systems to the original traditional vehicle platform. Therefore, the development of new energy vehicles has become an inevitable trend in the current development of transportation.

[0003] New energy vehicles have the advantages of low emission pollution, high energy efficiency and energy diversification. However, new energy vehicles also face the problem of driving range. In order to maximize the driving range, related technologies have proposed energy recovery technology based on new energy vehicles. After determining the recovery torque, the vehicle's motor is driven to generate electricity based on the recovery torque, converting kinetic energy into storable electrical energy to help the vehicle's subsequent driving.

[0004] In the related art, new energy vehicles have different structures, and different architectures correspond to different energy recovery methods. For vehicles including BSG motors (Belt-Driven Starter Generator), gearboxes and wheels. In the case of energy recovery, when the gearbox is a multi-stage gearbox, due to the low engine and gearbox speeds during gliding, in order to prevent the clutch and engine speed from being pulled down when recovering torque. The engine speed is much lower than the gearbox shaft speed, causing vehicle shaking. Therefore, when shifting gears, the vehicle will exit energy recovery to ensure the driving smoothness of the entire vehicle. It can be seen that in the related art, energy recovery cannot be performed for multi-stage gearboxes, and it is difficult to make full use of resources. Summary of the invention

[0005] In view of this, the embodiments of the present application provide a vehicle control method, device, electronic device and storage medium, which can solve the problem in the prior art that energy recovery cannot be performed for a multi-speed transmission and resources are difficult to fully utilize.

[0006] According to a first aspect of the present application, a vehicle control method is provided, the method comprising:

[0007] In the case of obtaining an energy recovery instruction of the vehicle, determining an initial coasting recovery torque based on a coasting deceleration of the vehicle;

[0008] Correcting the initial coasting recovery torque according to a first error factor to determine a target coasting recovery torque, wherein the first error factor represents a driving state of the vehicle during coasting recovery;

[0009] determining an initial braking regenerative torque based on a braking deceleration of the vehicle;

[0010] The initial braking recovery torque is corrected according to a second error factor, and a target braking recovery torque is determined in combination with a gear ratio of a transmission filtered and a speed ratio of a pulley system, wherein the second error factor represents a driving state of the vehicle during braking recovery;

[0011] The target recovery torque is determined according to the sum of the target braking recovery torque and the target coasting recovery torque, and the belt-driven starter / generator integrated motor is driven to generate electricity based on the target recovery torque.

[0012] Optionally, obtaining the energy recovery instruction of the vehicle includes:

[0013] Obtaining the actual speed of the vehicle and the working state of the accelerator pedal of the vehicle;

[0014] When the actual vehicle speed is greater than the preset vehicle speed and the working state of the accelerator pedal is an idle state, an energy recovery instruction for the vehicle is generated.

[0015] Optionally, the correcting the initial coasting recovery torque according to a first error factor to determine a target coasting recovery torque, wherein the first error factor represents a driving state of the vehicle, includes:

[0016] Obtaining a first driving state parameter, a pulley system speed ratio, and a coasting recovery torque limit value of the vehicle;

[0017] Correcting the initial coasting recovery torque according to a first correction parameter corresponding to the first driving state parameter;

[0018] acquiring a compensation torque according to an operating state of an engine of the vehicle;

[0019] The target coasting recovery torque is calculated according to the corrected initial coasting recovery torque, the compensation torque, the pulley system speed ratio and the coasting recovery torque limit value.

[0020] Optionally, obtaining the compensation torque according to the working state of the engine of the vehicle includes:

[0021] Detecting whether the engine of the vehicle is out of fuel;

[0022] When the engine of the vehicle is in a fuel cut-off state, obtaining a first compensation torque of the engine, wherein the first compensation torque is a minimum torque of the engine when the engine is in a fuel cut-off state;

[0023] When the engine of the vehicle is not cut off from fuel, a second compensation torque of the engine is obtained, where the second compensation torque is a minimum torque of the engine when the engine is not cut off from fuel.

[0024] Optionally, the calculating the target coasting recovery torque according to the corrected initial coasting recovery torque, the compensation torque, the pulley system speed ratio and the coasting recovery torque limit value comprises:

[0025] Subtracting the first compensation torque or the second compensation torque from the corrected initial coasting recovery torque and multiplying the result by the pulley system speed ratio to obtain an actual coasting recovery torque;

[0026] A coasting recovery torque limit is obtained, and a target coasting recovery torque is determined according to the coasting recovery torque limit and the actual coasting recovery torque, wherein the coasting recovery torque limit is a first torque limit of the belt-driven starting / generating integrated motor in a power generation mode.

[0027] Optionally, determining the initial braking recovery torque based on the braking deceleration of the vehicle includes:

[0028] Acquiring the pressure of the master brake cylinder, the actual vehicle speed, and the braking deceleration of the vehicle, and determining the basic braking recovery torque based on the vehicle body electronic stability system;

[0029] Obtaining a second correction parameter corresponding to the gear position and engine speed of the vehicle;

[0030] The basic braking recovery torque is multiplied by the gear position and the second correction parameter to obtain an initial braking recovery torque.

[0031] Optionally, the initial braking recovery torque is corrected according to a second error factor, and the target braking recovery torque is determined in combination with the gear ratio of the transmission after filtering and the speed ratio of the pulley system, wherein the second error factor represents the driving state of the vehicle during braking recovery, and includes:

[0032] determining a first braking regeneration torque according to the initial braking regeneration torque and a braking regeneration torque limit value, wherein the braking regeneration torque limit value is determined by a coasting regeneration torque limit value, a pulley system speed ratio, and an unfiltered gear ratio of a transmission;

[0033] The first braking recovery torque is divided by the belt pulley system speed ratio and the gear ratio of the transmission after filtering to obtain a second braking recovery torque;

[0034] Obtaining the working state of the brake pedal of the vehicle;

[0035] When the working state is a non-idle state, the second braking recovery torque is a target braking recovery torque;

[0036] When the working state is an idle state, the target braking recovery torque is 0.

[0037] Optionally, determining the target recovery torque according to the sum of the target braking recovery torque and the target coasting recovery torque comprises:

[0038] Determine the filter factor according to the gear shift flag of the transmission;

[0039] performing a first filtering on the target coasting recovery torque and the target braking recovery torque based on the filtering factor;

[0040] A second filtering is performed based on the belt slip coefficient, the second torque limit of the belt-driven starter / generator integrated motor, and the recovery torque limit of the gearbox / clutch to determine the target recovery torque.

[0041] Optionally, the method further comprises:

[0042] When the energy recovery command of the vehicle is not obtained, the actual torque of the belt-driven starting / generating integrated motor is verified by filtering twice to determine the target recovery torque.

[0043] According to a second aspect of the present application, a vehicle control device is provided, the device comprising:

[0044] A first determination module is used to determine an initial coasting recovery torque based on a coasting deceleration of the vehicle when an energy recovery instruction of the vehicle is obtained;

[0045] a first correction module, configured to correct the initial coasting recovery torque according to a first error factor to determine a target coasting recovery torque, wherein the first error factor represents a driving state of the vehicle during coasting recovery;

[0046] a second determination module, configured to determine an initial braking recovery torque based on a braking deceleration of the vehicle;

[0047] a second correction module, configured to correct the initial braking recovery torque according to a second error factor, and determine a target braking recovery torque in combination with a gear ratio of a transmission filtered and a belt pulley system speed ratio, wherein the second error factor represents a driving state of the vehicle during braking recovery;

[0048] The control module is used to determine a target recovery torque according to the sum of the target braking recovery torque and the target coasting recovery torque, and drive the belt-driven starting / generating integrated motor to generate electricity based on the target recovery torque.

[0049] Optionally, the device further includes a generating module, configured to:

[0050] Obtaining the actual speed of the vehicle and the working state of the accelerator pedal;

[0051] When the actual vehicle speed is greater than the preset vehicle speed and the working state of the accelerator pedal is an idle state, an energy recovery instruction for the vehicle is generated.

[0052] Optionally, the first correction module is further used to:

[0053] Obtaining a first driving state parameter, a pulley system speed ratio, and a coasting recovery torque limit value of the vehicle;

[0054] Correcting the initial coasting recovery torque according to a first correction parameter corresponding to the first driving state parameter, the controller presetting a corresponding relationship between the first driving state parameter and the correction coefficient;

[0055] acquiring a compensation torque according to an operating state of an engine of the vehicle;

[0056] The target coasting recovery torque is calculated according to the corrected initial coasting recovery torque, the compensation torque, the pulley system speed ratio and the coasting recovery torque limit value.

[0057] Optionally, the first correction module is further used to:

[0058] Detecting whether the engine of the vehicle is out of fuel;

[0059] When the engine of the vehicle is in a fuel cut-off state, obtaining a first compensation torque of the engine, wherein the first compensation torque is a minimum torque of the engine when the engine is in a fuel cut-off state;

[0060] When the engine of the vehicle is not cut off from fuel, a second compensation torque of the engine is obtained, where the second compensation torque is a minimum torque of the engine when the engine is not cut off from fuel.

[0061] Optionally, the first correction module is further used to:

[0062] Subtracting the first compensation torque or the second compensation torque from the corrected initial coasting recovery torque and multiplying the result by the pulley system speed ratio to obtain an actual coasting recovery torque;

[0063] A coasting recovery torque limit value is obtained, and a target coasting recovery torque is determined according to the coasting recovery torque limit value and the actual coasting recovery torque, wherein the coasting recovery torque limit value is a limit value of the belt-driven starting / generating integrated motor in a power generation mode.

[0064] Optionally, the second determining module is further used to:

[0065] Acquiring the pressure of the master brake cylinder, the actual vehicle speed, and the braking deceleration of the vehicle, and determining the basic braking recovery torque based on the vehicle body electronic stability system;

[0066] Obtaining a second correction parameter corresponding to the gear position and engine speed of the vehicle;

[0067] The basic braking recovery torque is multiplied by the gear position and the second correction parameter to obtain an initial braking recovery torque.

[0068] Optionally, the second correction module is used to:

[0069] determining a first braking recovery torque according to the initial braking recovery torque and the braking recovery torque limit;

[0070] The first braking recovery torque is divided by the pulley system speed ratio and the gear ratio to obtain a second braking recovery torque;

[0071] Obtaining the working state of the brake pedal of the vehicle;

[0072] When the working state is a non-idle state, the second braking recovery torque is a target braking recovery torque;

[0073] When the working state is an idle state, the target braking recovery torque is 0.

[0074] Optionally, the control module is further used to:

[0075] Determine the filter factor according to the gear shift flag of the transmission;

[0076] performing a first filtering on the target coasting recovery torque and the target braking recovery torque based on the filtering factor;

[0077] A second filtering is performed based on the belt slip coefficient, the second torque limit of the belt-driven starter / generator integrated motor, and the recovery torque limit of the gearbox / clutch to determine the target recovery torque.

[0078] Optionally, the control module is further used to verify the actual torque of the belt-driven starting / generating integrated motor through at least two filterings to determine the target recovery torque when the energy recovery command of the vehicle is not obtained.

[0079] According to a third aspect of the present application, an electronic device is provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the vehicle control method described in the first aspect when executing the computer program.

[0080] According to a fourth aspect of the present application, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the vehicle control method described in the first aspect is implemented.

[0081] With respect to the prior art, this application has the following advantages:

[0082] The present application provides a vehicle control method, device, electronic device and storage medium. In the case of obtaining the energy recovery instruction of the vehicle, the scheme determines the initial sliding recovery torque based on the sliding deceleration of the vehicle, and can start to recover the torque without strict triggering conditions. The multi-stage gearbox is also used for energy recovery, which improves the applicability of the recovery torque. Then, the initial sliding recovery torque is corrected according to the first error factor to determine the target sliding recovery torque. The initial braking recovery torque is determined based on the braking deceleration of the vehicle, and the initial braking recovery torque is corrected according to the second error factor. The target braking recovery torque is determined in combination with the gear ratio after the gearbox is filtered and the speed ratio of the pulley system. The smoothness of the target braking recovery torque obtained is ensured by using the gear ratio after the gearbox is filtered. The target recovery torque is determined according to the sum of the target braking recovery torque and the target sliding recovery torque, and the belt drive starter / generator integrated motor is driven to generate electricity based on the target recovery torque. It not only ensures the smoothness of the vehicle's driving, but also makes full use of existing resources.

[0083] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0084] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present application. Also, the same reference symbols are used throughout the accompanying drawings to represent the same components. In the accompanying drawings:

[0085] Figure 1 This is a schematic diagram of a vehicle architecture provided in an embodiment of the present application. Figure 1 ;

[0086] Figure 2 This is a schematic diagram of a vehicle architecture provided in an embodiment of the present application. Figure 2 ;

[0087] Figure 3 is a flow chart of the steps of a vehicle control method provided by an embodiment of the present application;

[0088] Figure 4 is a flowchart of steps for determining a target coasting recovery torque provided by an embodiment of the present application;

[0089] Figure 5 is a flowchart of steps for determining a target recovery torque provided by an embodiment of the present application;

[0090] Figure 6 This is a schematic diagram of a vehicle architecture provided in an embodiment of the present application. Figure 3 ;

[0091] Figure 7 is a strategy diagram of a vehicle control method provided in an embodiment of the present application;

[0092] Figure 8 is a structural block diagram of a vehicle control device provided in an embodiment of the present application;

[0093] Fig. 9 It is a structural block diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0094] The exemplary embodiments of the present application will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present application are shown in the accompanying drawings, it should be understood that the present application can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided in order to enable a more thorough understanding of the present application and to fully convey the scope of the present application to those skilled in the art.

[0095] Energy recovery can convert forms of energy that cannot be stored and reused and will be wasted, such as heat energy, mechanical energy, light energy, etc., into electrical energy for storage and reuse. The motor of a new energy vehicle can work in power generation mode, so during coasting or braking, kinetic energy can be converted into electrical energy and stored in the battery to achieve energy recovery. Therefore, energy recovery usually requires coasting energy recovery and braking energy recovery. The coasting energy recovery here acts on the process when the driver releases the accelerator and does not step on the brake pedal, and the braking energy recovery acts on the process when the driver steps on the brake pedal.

[0096] In related technologies, for new energy vehicles, energy recovery is torque recovery. The torque of an engine refers to the torque output from the crankshaft end of the engine. Under the condition of fixed power, it is inversely proportional to the engine speed. The faster the speed, the smaller the torque, and vice versa. The torque reflects the load capacity of the car within a certain range.

[0097] When coasting energy recovery is performed, it is usually executed by the vehicle's controller; while brake energy recovery needs to be determined according to the situation. When equipped with an additive regenerative braking system (RBS) or a collaborative regenerative braking system (CRBS), brake energy recovery is controlled by the body electronic stability program (ESP), and is recovered through the motor after coupling the wheel-end braking force. When not equipped with an additive regenerative braking system (RBS) or a collaborative regenerative braking system (CRBS), there is no brake energy recovery.

[0098] It should be noted that vehicles are divided into P0, P1, P2, P3, and P4 according to different architecture positions. P0 vehicles are also called belt-driven starter / generator integrated motor (Belt-Driven Starter Generator, BSG) vehicles, that is, the motor is connected to the engine through a belt; P1 vehicles are also called integrated starter / generator integrated motor (ISG) vehicles, that is, the motor is directly connected to the engine, and there is a clutch between the motor and the transmission mechanism; P2 vehicles, that is, there is a clutch between the motor and the engine, and there is a clutch between the motor and the transmission mechanism; P3 vehicles, that is, the motor is installed between the transmission and the differential; P4 vehicles, that is, the motor is on the rear axle (rear axle). At the same time, the above architectures can also be superimposed to form new architectures, such as Figure 1 P0 and P4 shown in the figure constitute a new vehicle architecture. Figure 1 When the architecture shown is performing energy recovery, the motor controller 12 controls the power battery 11 through the process of "wheel 15-reduction gearbox 14-drive motor 13", without considering gear shifting and related control of the engine.

[0099] For a single architecture, such as Figure 2 For the P0 vehicle shown, the energy recovery process is "wheel 24-transmission 23-clutch-engine 22-pulley system-BSG motor 21". However, when implementing energy recovery, it is implemented in two situations: one is that the transmission has few gears, and the engine and transmission speeds are relatively high during the recovery process, generally above 1300rpm, which can meet the demand, and there is no need to consider gear shifting and engine control; the other is a multi-stage transmission, and the engine and transmission speeds are relatively low during the recovery process, generally below 1000rpm, which is difficult to meet the demand. When encountering a gear shift, in order to ensure driving smoothness, energy recovery is no longer performed. It can be seen that the vehicle control of the related technology cannot take into account both the driving smoothness and energy recovery of the vehicle. To this end, the present application proposes a vehicle control method to solve the problem that it is difficult to ensure the smoothness of vehicle driving and the existing resources cannot be fully utilized.

[0100] Figure 3 : is a flow chart of the steps of a vehicle control method provided in an embodiment of the present application, the method comprising S101-S105:

[0101] S101 . When obtaining an energy recovery instruction of a vehicle, determine an initial coasting recovery torque based on a coasting deceleration of the vehicle.

[0102] When the vehicle needs to recover energy, certain conditions are required to activate the energy recovery function. In the embodiment of the present application, when the energy recovery instruction of the vehicle is obtained, the energy recovery function is activated. The energy recovery instruction is generated by the controller or processor of the vehicle, indicating that the vehicle currently meets the conditions for energy recovery.

[0103] When the energy recovery function is activated, the vehicle can determine the initial coasting recovery torque based on the coasting deceleration of the vehicle. The vehicle pre-stores the corresponding relationship between the coasting deceleration and the initial coasting recovery torque, and the initial coasting recovery torque can be obtained by querying the coasting deceleration on the corresponding relationship.

[0104] It should be noted that in actual applications, when determining the initial coasting recovery torque, not only the coasting deceleration of the vehicle is required, but also different driving modes need to be distinguished, the actual speed of the vehicle and the gear position of the transmission need to be considered, and the initial coasting recovery torque is determined according to the coasting deceleration of the vehicle. Driving modes include but are not limited to off-road mode (Sand), normal driving mode (Normal) and sports mode (Sport). In different modes, the actual speed of the vehicle is different, and the gear position of the transmission is different. At this time, when determining the initial coasting recovery torque based on the coasting deceleration, the results obtained may be different.

[0105] In the embodiment of the present application, the pre-stored correspondence between the coasting deceleration and the initial coasting recovery torque is related to the driving mode, and different driving modes correspond to different correspondences. At this time, the correspondence between the coasting deceleration and the initial coasting recovery torque is first determined by the current driving mode, and then the initial coasting recovery torque is determined based on this correspondence and the coasting deceleration.

[0106] Alternatively, in the embodiment of the present application, different driving modes correspond to different adjustment coefficients, and the adjustment coefficients can affect the coasting deceleration, that is, the coasting deceleration is adjusted, and then the initial coasting recovery torque is determined based on the adjusted coasting deceleration. The specific implementation of this process can be determined according to actual needs, and the embodiment of the present application is not specifically limited here.

[0107] S102: Correct the initial coasting recovery torque according to the first error factor to determine the target coasting recovery torque.

[0108] The first error factor represents the driving state of the vehicle during the coasting recovery. For example, when the vehicle is going uphill or downhill, the first error factor includes the slope torque generated by the vehicle going uphill (downhill). The slope torque is not the torque generated by the vehicle itself. If the slope torque is not eliminated, the driving stability of the vehicle will be affected. Therefore, the initial coasting recovery torque needs to be corrected based on the slope torque to obtain the target coasting recovery torque.

[0109] In the embodiment of the present application, the driving process of the vehicle is inevitably affected by many factors. For practical applications, it is inevitable to correct the initial coasting recovery torque according to the first error factor.

[0110] The first error factor includes at least the vehicle driving slope, the master brake cylinder pressure, the generator cooling temperature, the atmospheric pressure, the engine stability requirement, and the engine speed requirement.

[0111] When correcting the initial coasting recovery torque, the slope torque is first determined according to the current driving slope of the vehicle, and the slope torque is removed from the initial coasting recovery torque to reduce the impact of the slope on the torque. Afterwards, the actual engine speed and the difference between the actual engine speed and the target engine speed are used as references, and the first correction coefficient is determined according to the corresponding relationship set according to the requirements of engine stability and the requirements of fuel cut-off. The initial coasting recovery torque that has been removed from the slope torque is corrected by the first correction coefficient to obtain the corrected coasting recovery torque. Then, whether the engine is cut off from fuel is considered, and the compensation torque is removed according to the fuel cut-off situation, so as to minimize the error and smoothly achieve the final energy recovery.

[0112] The above process obtains the coasting recovery torque at the crankshaft end. Multiplying the coasting recovery torque at the crankshaft end by the speed ratio of the pulley system can obtain the coasting recovery torque at the BSG end. It should be noted that the BSG limits the maximum torque for long-term continuous power generation in the power generation mode, that is, the first torque limit. Therefore, the coasting recovery torque obtained at the BSG end cannot be greater than the first torque limit. If the coasting recovery torque obtained at the BSG end is greater than the first torque limit, the target coasting recovery torque at this time is the first torque limit; if the coasting recovery torque obtained at the BSG end is not greater than the first torque limit, the target coasting recovery torque at this time is the coasting recovery torque at the BSG end.

[0113] Among them, the BSG also limits the maximum torque for short-term power generation in the power generation mode, which is the second torque limit. In practical applications, the long time mentioned above is in the range of 10S to 20S, and the short time is in the range of 1S to 2S. The maximum torque (first torque limit) of the BSG involved in the power generation mode for a long time is calculated by the bearing capacity of the vehicle's BSG, direct current direct current (Direct Current, DCDC), battery management system (Battery management system, BMS) and other components. In general, the first torque limit represents the maximum torque under continuous power generation, and the second torque limit represents the maximum torque under instantaneous power generation. The first torque limit and the second torque limit have been calibrated when the vehicle leaves the vehicle.

[0114] In the embodiments of the present application, the calculation method of the maximum torque of the BSG for long-term continuous power generation in the power generation mode and the maximum torque for short-term power generation in the power generation mode can be implemented by referring to relevant technologies, and the embodiments of the present application will not be repeated here.

[0115] S103 . Determine an initial braking recovery torque based on the braking deceleration of the vehicle.

[0116] In the embodiment of the present application, the initial braking recovery torque is directly related to the braking deceleration of the vehicle. The initial braking recovery torque can be determined based on the corresponding relationship between the braking deceleration and the initial braking recovery torque. The braking recovery torque can also be determined by considering factors such as the pressure of the vehicle's master brake cylinder, actual vehicle speed, braking deceleration, electronic stability gear, engine speed, etc.

[0117] Determining the initial braking recovery torque based on the corresponding relationship is highly efficient, and the initial braking recovery torque obtained by considering multiple factors has a small error, is close to the actual driving environment, and has high accuracy. Different determination methods can be selected based on actual needs. Optionally, the pressure of the vehicle's master brake cylinder, the actual vehicle speed, and the braking deceleration are obtained, the basic braking recovery torque is determined based on the vehicle body electronic stability system, the vehicle's gear position and the second correction parameter corresponding to the engine speed are obtained, and the basic braking recovery torque is multiplied by the gear position and the second correction parameter to obtain the initial braking recovery torque. It should be noted that the vehicle's gear position, engine speed, and the second correction parameter have a corresponding relationship, and the required second correction parameter can be efficiently obtained by querying the corresponding relationship.

[0118] S104, correcting the initial braking recovery torque according to the second error factor, and determining the target braking recovery torque in combination with the gear ratio of the transmission after filtering and the speed ratio of the pulley system.

[0119] The second error factor represents the driving state of the vehicle during braking recovery.

[0120] In the embodiment of the present application, the second error factor includes but is not limited to the braking recovery torque limit, which is determined by the sliding recovery torque limit, the pulley system speed ratio, and the gear ratio of the gearbox without filtering. The sliding recovery torque limit is the limit of the belt-driven starter / generator integrated motor in the power generation mode. Specifically, the difference between the sliding recovery torque limit and the target sliding energy recovery torque is multiplied by the pulley system speed ratio and the gear ratio of the gearbox without filtering to obtain the braking recovery torque limit.

[0121] The second error factor corrects the initial braking recovery torque, including comparing the braking recovery torque limit with the initial braking recovery torque. If the initial braking recovery torque is greater than the braking recovery torque limit, the initial braking recovery torque is corrected to the braking recovery torque limit, and the corrected initial braking recovery torque is the braking recovery torque limit; if the initial braking recovery torque is not greater than the braking recovery torque limit, the initial braking recovery torque is unchanged. In other words, it is sufficient to satisfy that the initial braking recovery torque is not greater than the braking recovery torque limit.

[0122] The corrected initial braking recovery torque needs to be further processed, that is, the corrected initial braking recovery torque is divided by the pulley system speed ratio and the filtered gear ratio. At this time, the working state of the vehicle's brake pedal needs to be obtained. If the brake pedal is stepped on at this time, that is, the brake pedal is in a non-idle state, the target braking recovery torque is the torque obtained by dividing the above corrected initial braking recovery torque by the pulley system speed ratio and the filtered gear ratio; if the brake pedal is not stepped on at this time, that is, the brake pedal is in an idle state, the target braking recovery torque is 0.

[0123] S105 : determining a target recovery torque according to the sum of the target braking recovery torque and the target coasting recovery torque, and driving a motor of the vehicle to generate electricity based on the target recovery torque.

[0124] In the embodiment of the present application, the target recovery torque is the sum of the target braking recovery torque and the target coasting recovery torque. After the target recovery torque is obtained, the vehicle's motor can be driven to start generating electricity to achieve energy recovery.

[0125] Optionally, in order to further ensure driving stability, when determining the target recovery torque, a filter factor can also be determined according to the gear shift flag, the filter factor includes a factor based on vehicle speed and brake master cylinder pressure, a factor based on the actual engine speed and the actual torque of the belt-driven starter / generator integrated motor, and the target coasting recovery torque and target braking recovery torque are first filtered based on the filter factor, and the target recovery torque is determined by a second filtering based on the belt slip coefficient, the second torque limit of the belt-driven starter / generator integrated motor, and the recovery torque limit of the gearbox / clutch. Through two filterings, the smoothness of torque changes is ensured, and smooth driving transition is achieved, with good driving stability.

[0126] In summary, when the energy recovery instruction of the vehicle is obtained, the initial coasting recovery torque is determined based on the coasting deceleration of the vehicle, and the torque can be recovered without strict triggering conditions. Energy recovery is also performed on the multi-stage gearbox, which improves the applicability of the recovery torque. Then, the initial coasting recovery torque is corrected according to the first error factor to determine the target coasting recovery torque. The initial braking recovery torque is determined based on the braking deceleration of the vehicle. The initial braking recovery torque is corrected according to the second error factor. The target braking recovery torque is determined in combination with the gear ratio after the gearbox is filtered and the speed ratio of the pulley system. The smoothness of the target braking recovery torque obtained is ensured by using the gear ratio after the gearbox is filtered. The target recovery torque is determined according to the sum of the target braking recovery torque and the target coasting recovery torque, and the motor of the vehicle is driven to generate electricity based on the target recovery torque. This not only ensures the smoothness of the vehicle's driving, but also makes full use of existing resources to achieve energy recovery.

[0127] It should be noted that the present application mentions obtaining the actual vehicle speed and the working state of the vehicle's accelerator pedal, and generating a vehicle energy recovery instruction when the actual vehicle speed is greater than a preset vehicle speed and the working state of the accelerator pedal is an idle state. In practical applications, the requirements for generating the vehicle energy recovery instruction can be further refined according to actual needs.

[0128] For example, when the vehicle meets the following conditions: the power-on and power-off modes are set to Ready, the engine start-stop state is set to RUN, the accelerator pedal / virtual accelerator pedal is released, the vehicle speed is higher than 13kph and lower than 120kph, the battery state of charge is lower than 80, the transmission clutch state is set to closed / slip / micro_Slip, the gear position is D / M / R, and the energy recovery function flag is false, an energy recovery instruction is generated. The numerical value is only an exemplary display, indicating that the application can refine the requirements for generating energy recovery instructions according to actual needs, and it is not an unchangeable limitation.

[0129] Figure 4 : is a flowchart of a step of determining a target coasting recovery torque provided by an embodiment of the present application, the method comprising S201-S204:

[0130] S201. Obtain a first driving state parameter of the vehicle, a pulley system speed ratio, and a coasting recovery torque limit.

[0131] S202: Correct the initial coasting recovery torque according to a first correction parameter corresponding to the first driving state parameter.

[0132] In the embodiment of the present application, the coasting recovery torque limit is the limit of the belt-driven starter / generator integrated motor in the power generation mode. The first driving state parameter includes the master brake cylinder pressure, engine cooling temperature, atmospheric pressure, engine stability requirements, and engine speed requirements when the vehicle is driving. The first driving state parameter is used to query the corresponding relationship between the first driving state parameter and the first correction parameter, and the first correction parameter is determined, and the initial coasting recovery torque is corrected by the first correction parameter.

[0133] S203: Obtain compensation torque according to the working state of the engine of the vehicle.

[0134] In the embodiment of the present application, the compensation torque is the vehicle's transmission chain friction torque and accessory torque loss. Consideration of the compensation torque can be corrected more accurately, providing a guarantee for the stability of the vehicle during gear shifting.

[0135] Specifically, it is detected whether the vehicle's engine is cut off from fuel. When the vehicle's engine is cut off from fuel, a first compensation torque of the engine is obtained, and the first compensation torque is the minimum torque of the engine when the fuel is cut off. When the vehicle's engine is not cut off from fuel, a second compensation torque of the engine is obtained, and the second compensation torque is the minimum torque of the engine when the fuel is not cut off.

[0136] S204: Calculate the target coasting recovery torque according to the corrected initial coasting recovery torque, the compensation torque, the pulley system speed ratio, and the coasting recovery torque limit.

[0137] In an embodiment of the present application, the corrected initial coasting recovery torque is subtracted from the first compensation torque or the second compensation torque, and the result is multiplied by the speed ratio of the pulley system to obtain the actual coasting recovery torque, and the coasting recovery torque limit is obtained. The target coasting recovery torque is determined by the coasting recovery torque limit and the actual coasting recovery torque. The coasting recovery torque limit is the first torque limit of the belt-driven starting / generating integrated motor in the power generation mode.

[0138] The specific implementation process of S204 can also refer to the description of S102 above, and the embodiment of the present application will not be repeated here.

[0139] Figure 5 : is a flowchart of a step of determining a target recovery torque provided by an embodiment of the present application, the method comprising S301-S303:

[0140] S301. Determine a filter factor according to a gear shift flag of a transmission.

[0141] The filtering factors include a factor based on the vehicle speed and the master brake cylinder pressure, and a factor based on the actual engine speed and the actual torque of the belt-driven starter / generator integrated motor.

[0142] S302 : Perform a first filtering on the sum of the target coasting recovery torque and the target braking recovery torque based on the filtering factor.

[0143] In the embodiment of the present application, the flag includes coasting without shifting and coasting with shifting; when coasting without shifting, the filter factor is a factor based on the vehicle speed and the master brake cylinder pressure, and when coasting with shifting, the filter factor is a factor based on the actual engine speed and the actual BSG torque. The filter factor is used to limit the gradient of the target coasting recovery torque and the target braking recovery torque, that is, to ensure the smooth change of the target coasting recovery torque and the target braking recovery torque, that is, to ensure the smooth control of the engine speed and the clutch speed during shifting.

[0144] S303: Perform a second filtering based on the belt slip coefficient, the second torque limit of the belt-driven starter / generator integrated motor, and the recovery torque limit of the gearbox / clutch to determine the target recovery torque.

[0145] In the embodiment of the present application, the second torque limit of the belt-driven starter / generator integrated motor is the maximum torque of the BSG for short-term power generation in the power generation mode. The second torque limit is greater than the first torque limit.

[0146] Through the belt slip coefficient, the second torque limit of the belt-driven starting / generating integrated motor and the recovery torque limit of the gearbox / clutch, a smooth transition of torque is achieved again, ensuring the smoothness of the target recovery torque.

[0147] It should be noted that in the embodiment of the present application, when the energy recovery command of the vehicle is not obtained, the actual torque of the belt-driven starting / generating integrated motor can also be verified through at least two filtering to determine the target recovery torque. At this time, the actual torque of the belt-driven starting / generating integrated motor that has been filtered twice is the target recovery torque. Compared with the one-time filtering of the related art, the present application sets two filterings. At the same time, the influencing factors of the first filtering and the second filtering are different, and the combination of the two avoids the shortcomings of the one-time filtering. Furthermore, the vehicle control method of the present application can be used for the following purposes: Figure 6 The vehicle architecture shown is used for the motor controller, and its torque recovery process is "wheel 36-transmission 35-clutch-engine 32-pulley system-BSG motor 31-motor controller 33-power battery 34".

[0148] In summary, the present application determines fewer activation conditions for energy recovery commands, ensures long-term energy recovery during coasting / braking, recovers more energy, and makes full use of existing resources. At the same time, the actual engine speed, the difference between the actual engine speed and the target engine speed, the transmission chain torque loss, etc. are taken into account when determining the target coasting recovery torque, so that the engine speed will not be unexpectedly lowered, ensuring that the engine is in a fuel-free state and the engine speed is stable during the energy recovery process. The first filtering performs gradient limitation through the filter factor to ensure that the gear shift torque control and speed control are smooth and jitter-free, which not only increases the recovered energy, but also ensures the driving stability of the vehicle when shifting gears. In addition, the present application adds two filters to reduce the error of the target recovery torque and make the vehicle control more precise.

[0149] Reference Figure 7 A strategy diagram of a vehicle control method provided by an embodiment of the present application is shown, which includes:

[0150] Step S1, when the engine of the vehicle is running, query the corresponding vehicle driving mode and the original coasting recovery torque in the two-dimensional calibration icon according to the vehicle speed and the gear position of the transmission, and the driving mode can be Normal, Sport, Sand.etc. (parking mode);

[0151] Step S2, when the vehicle is in the Normal driving mode, query the corresponding slope correction torque in the two-dimensional calibration icon according to the current slope and vehicle speed, and then correct the original coasting recovery torque according to the slope correction torque;

[0152] Step S3, querying the calibration icon based on the brake master cylinder pressure to obtain a correction coefficient for the brake acceleration, querying the one-dimensional calibration chart based on the engine coolant temperature to obtain a correction coefficient for the engine water temperature, querying the one-dimensional calibration icon based on the atmospheric pressure to obtain a correction coefficient based on the atmospheric pressure, and querying the two-dimensional calibration icon based on the target speed and actual speed of the engine to obtain a correction coefficient for the engine speed, and finally correcting the initial coasting recovery torque corrected in step S2 again by the correction coefficient for the engine water temperature, the correction coefficient based on the atmospheric pressure, the correction coefficient for the engine speed, and the correction coefficient for the brake acceleration;

[0153] Step S4, the original coasting recovery torque corrected in step S3 is deducted from the coasting / braking condition transmission chain torque compensation to obtain the crankshaft end coasting recovery torque. This part of the torque compensation is based on whether the engine activates the fuel cut-off condition, and is divided into the minimum torque of the engine when the fuel is cut off and the minimum torque when the fuel is not cut off. This part of the compensation torque includes the transmission chain friction torque and accessory torque loss. The consideration of the compensation torque more accurately corrects the crankshaft end coasting recovery target torque, which provides a guarantee for the crankshaft end speed and torque control during gear shifting and the stability of the vehicle deceleration;

[0154] Step S5, multiplying the coasting energy recovery torque at the crankshaft end by the speed ratio of the pulley system to obtain an initial value of the coasting energy recovery torque at the BSG end;

[0155] Step S6, the initial value of the coasting energy recovery torque at the BSG end is limited by the maximum torque limit (10s) under the BSG power generation mode, and then the coasting energy recovery torque at the BSG end is obtained. The maximum torque limit (10s) under the BSG power generation mode here is calculated based on the bearing capacity of components such as BSG, DCDC, and BMS, and is different from the maximum torque limit (2s) under the BSG power generation mode: the 10s maximum limit represents the torque limit during long-term continuous power generation, and the 2s maximum limit represents the limit on the instantaneous power generation torque. The 10s value represents an estimate of a continuous state, which is more conservative than the 2s value limit.

[0156] Figure 8 : is a structural block diagram of a vehicle control device 70 provided in an embodiment of the present application, the device comprising:

[0157] A first determination module 701 is used to determine an initial coasting recovery torque based on a coasting deceleration of the vehicle when an energy recovery instruction of the vehicle is obtained;

[0158] The first correction module 702 is used to correct the initial coasting recovery torque according to a first error factor to determine a target coasting recovery torque, wherein the first error factor represents the driving state of the vehicle during coasting recovery.

[0159] The second determination module 703 is configured to determine an initial braking recovery torque based on a braking deceleration of the vehicle.

[0160] The second correction module 704 is used to correct the initial braking recovery torque according to the second error factor, and determine the target braking recovery torque in combination with the gear ratio of the transmission after filtering and the speed ratio of the pulley system. The second error factor represents the driving state of the vehicle during braking recovery.

[0161] The control module 705 is used to determine the target recovery torque according to the sum of the target braking recovery torque and the target coasting recovery torque, and drive the belt-driven starting / generating integrated motor to generate electricity based on the target recovery torque.

[0162] In summary, the first determination module determines the initial coasting recovery torque based on the coasting deceleration of the vehicle when obtaining the energy recovery instruction of the vehicle. The torque can be recovered without strict triggering conditions. The multi-stage gearbox is also energy recovered, which improves the applicability of the recovery torque. Then, the first correction module corrects the initial coasting recovery torque according to the first error factor. The second determination module determines the target coasting recovery torque. The initial braking recovery torque is determined based on the braking deceleration of the vehicle. The second correction module corrects the initial braking recovery torque according to the second error factor. The target braking recovery torque is determined in combination with the gear ratio after the gearbox filtering and the speed ratio of the pulley system. The smoothness of the target braking recovery torque is ensured by using the gear ratio after the gearbox filtering. The control module determines the target recovery torque based on the sum of the target braking recovery torque and the target coasting recovery torque, and drives the vehicle's motor to generate electricity based on the target recovery torque. This not only ensures the smoothness of the vehicle's driving, but also makes full use of existing resources to achieve energy recovery.

[0163] Optionally, the device further includes a generating module, which is used to:

[0164] Get the actual speed of the vehicle and the working status of the accelerator pedal;

[0165] When the actual vehicle speed is greater than the preset vehicle speed and the accelerator pedal is in an idle state, an energy recovery command for the vehicle is generated.

[0166] Optionally, the first correction module 702 is further configured to:

[0167] Obtaining a first driving state parameter of the vehicle, a pulley system speed ratio, and a coasting recovery torque limit;

[0168] Correcting the initial coasting recovery torque according to a first correction parameter corresponding to the first driving state parameter, the controller presetting a corresponding relationship between the first driving state parameter and the correction coefficient;

[0169] Obtaining a compensation torque according to an operating state of an engine of the vehicle;

[0170] The target coasting recovery torque is calculated according to the corrected initial coasting recovery torque, the compensation torque, the pulley system speed ratio and the coasting recovery torque limit.

[0171] Optionally, the first correction module 702 is further configured to:

[0172] Detect whether the vehicle's engine is out of fuel;

[0173] When the engine of the vehicle is in a fuel cut-off state, obtaining a first compensation torque of the engine, the first compensation torque being a minimum torque of the engine when the engine is in a fuel cut-off state;

[0174] When the fuel supply to the engine of the vehicle is not cut off, a second compensation torque of the engine is obtained, where the second compensation torque is the minimum torque of the engine when the fuel supply is not cut off.

[0175] Optionally, the first correction module 702 is further configured to:

[0176] The actual coasting recovery torque is obtained by subtracting the first compensation torque or the second compensation torque from the corrected initial coasting recovery torque and multiplying the result by the pulley system speed ratio;

[0177] A coasting recovery torque limit is obtained, and a target coasting recovery torque is determined based on the coasting recovery torque limit and the actual coasting recovery torque. The coasting recovery torque limit is a limit of the belt-driven starting / generating integrated motor in the generating mode.

[0178] Optionally, the second determining module 703 is further configured to:

[0179] Obtain the pressure of the vehicle's master brake cylinder, actual vehicle speed, and brake deceleration, and determine the basic brake recovery torque based on the vehicle's electronic stability system;

[0180] Obtaining a second correction parameter corresponding to the gear position of the vehicle and the engine speed;

[0181] The basic braking recovery torque is multiplied by the gear position and the second correction parameter to obtain the initial braking recovery torque.

[0182] Optionally, the second correction module 704 is used to:

[0183] Determining a first braking regeneration torque according to the initial braking regeneration torque and the braking regeneration torque limit;

[0184] The first braking recovery torque is divided by the pulley system speed ratio and the gear ratio to obtain the second braking recovery torque;

[0185] Get the working status of the vehicle's brake pedal;

[0186] When the working state is a non-idle state, the second braking recovery torque is a target braking recovery torque;

[0187] When the working state is idle, the target braking recovery torque is 0.

[0188] Optionally, the control module 705 is further configured to:

[0189] Determine the filter factor according to the gear shift flag of the transmission;

[0190] Performing a first filtering on the target coasting recovery torque and the target braking recovery torque based on the filter factor;

[0191] A second filtering is performed based on the belt slip coefficient, the second torque limit of the belt-driven starter / generator integrated motor, and the recovery torque limit of the gearbox / clutch to determine the target recovery torque.

[0192] Optionally, the control module 705 is also used to verify the actual torque of the belt-driven starting / generating integrated motor through at least two filterings to determine the target recovery torque when the vehicle's energy recovery command is not obtained.

[0193] In summary, the present application determines fewer activation conditions for energy recovery commands, ensures long-term energy recovery during coasting / braking, recovers more energy, and makes full use of existing resources. At the same time, the actual engine speed, the difference between the actual engine speed and the target engine speed, the transmission chain torque loss, etc. are taken into account when determining the target coasting recovery torque, so that the engine speed will not be unexpectedly lowered, ensuring that the engine is in a fuel-free state and the engine speed is stable during the energy recovery process. The first filtering performs gradient limitation through the filter factor to ensure that the gear shift torque control and speed control are smooth and jitter-free, which not only increases the recovered energy, but also ensures the driving stability of the vehicle when shifting gears. In addition, the present application adds two filters to reduce the error of the target recovery torque and make the vehicle control more precise.

[0194] As for the above-mentioned server embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0195] The present application also provides an electronic device, such as Fig. 9As shown, it includes a processor 801, a communication interface 802, a memory 803 and a communication bus 804, wherein the processor 801, the communication interface 802, and the memory 803 communicate with each other through the communication bus 804.

[0196] Memory 803, used for storing computer programs;

[0197] The processor 801 is used to implement the following steps when executing the program stored in the memory 803: the steps in any of the above-mentioned vehicle control methods.

[0198] The communication bus mentioned in the above terminal can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. The communication bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, only one thick line is used in the figure, but it does not mean that there is only one bus or one type of bus.

[0199] The communication interface is used for communication between the above terminal and other devices.

[0200] The memory may include a random access memory (RAM) or a non-volatile memory (non-volatile memory), such as at least one disk memory. Optionally, the memory may also be at least one storage device located away from the aforementioned processor.

[0201] The above-mentioned processor can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components.

[0202] In another embodiment provided in the present application, a computer-readable storage medium is provided, in which instructions are stored. When the computer-readable storage medium is run on a computer, the computer executes the vehicle control method described in any one of the above embodiments.

[0203] In another embodiment provided in the present application, a computer program product including instructions is also provided, which, when executed on a computer, enables the computer to execute the vehicle control method described in any one of the above embodiments.

[0204] In the above embodiments, it can be implemented in whole or in part by software, hardware, firmware or any combination thereof. When implemented using software, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function described in the embodiment of the present application is generated in whole or in part. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium, for example, the computer instructions may be transmitted from a website site, computer, server or data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) mode to another website site, computer, server or data center. The computer-readable storage medium may be any available medium that a computer can access or a data storage device such as a server or data center that includes one or more available media integrated. The available medium may be a magnetic medium, (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state drive Solid State Disk (SSD)), etc.

[0205] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0206] Each embodiment in this specification is described in a related manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0207] The above description is only a preferred embodiment of the present application and is not intended to limit the protection scope of the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application are included in the protection scope of the present application.

Claims

1. A vehicle control method, characterized in that: The method comprises: In the case of obtaining an energy recovery instruction of the vehicle, determining an initial coasting recovery torque based on a coasting deceleration of the vehicle; Correcting the initial coasting recovery torque according to a first error factor to determine a target coasting recovery torque, wherein the first error factor represents a driving state of the vehicle during coasting recovery; determining an initial braking regenerative torque based on a braking deceleration of the vehicle; The initial braking recovery torque is corrected according to a second error factor, and a target braking recovery torque is determined in combination with a gear ratio of a transmission filtered and a speed ratio of a pulley system, wherein the second error factor represents a driving state of the vehicle during braking recovery; Determining a target recovery torque according to the sum of the target braking recovery torque and the target coasting recovery torque, and driving a belt-driven starter / generator integrated motor to generate electricity based on the target recovery torque; The method of correcting the initial coasting recovery torque according to a first error factor to determine a target coasting recovery torque, wherein the first error factor represents a driving state of the vehicle, includes: obtaining a first driving state parameter of the vehicle, a pulley system speed ratio, and a coasting recovery torque limit; correcting the initial coasting recovery torque according to a first correction parameter corresponding to the first driving state parameter; obtaining a compensation torque according to a working state of an engine of the vehicle; and calculating a target coasting recovery torque according to the corrected initial coasting recovery torque, the compensation torque, the pulley system speed ratio, and the coasting recovery torque limit; The determining of the initial braking recovery torque based on the braking deceleration of the vehicle includes: obtaining the pressure of the vehicle's master brake cylinder, the actual vehicle speed, and the braking deceleration, and determining the basic braking recovery torque based on the vehicle body electronic stability system; obtaining the gear position of the vehicle and a second correction parameter corresponding to the engine speed; and multiplying the basic braking recovery torque by the gear position and the second correction parameter to obtain the initial braking recovery torque.

2. The method according to claim 1, characterized in that The obtaining of the energy recovery instruction of the vehicle comprises: Obtaining the actual speed of the vehicle and the working state of the accelerator pedal of the vehicle; When the actual vehicle speed is greater than the preset vehicle speed and the working state of the accelerator pedal is an idle state, an energy recovery instruction for the vehicle is generated.

3. The method according to claim 1, characterized in that The obtaining of the compensation torque according to the working state of the engine of the vehicle comprises: Detecting whether the engine of the vehicle is out of fuel; When the engine of the vehicle is in a fuel cut-off state, obtaining a first compensation torque of the engine, wherein the first compensation torque is a minimum torque of the engine when the engine is in a fuel cut-off state; When the engine of the vehicle is not cut off from fuel, a second compensation torque of the engine is obtained, where the second compensation torque is a minimum torque of the engine when the engine is not cut off from fuel.

4. The method according to claim 3, characterized in that The calculating the target coasting recovery torque according to the corrected initial coasting recovery torque, the compensation torque, the pulley system speed ratio and the coasting recovery torque limit value comprises: Subtracting the first compensation torque or the second compensation torque from the corrected initial coasting recovery torque and multiplying the result by the pulley system speed ratio to obtain an actual coasting recovery torque; A coasting recovery torque limit is obtained, and a target coasting recovery torque is determined according to the coasting recovery torque limit and the actual coasting recovery torque, wherein the coasting recovery torque limit is a first torque limit of the belt-driven starting / generating integrated motor in a power generation mode.

5. The method according to claim 1, characterized in that The initial braking recovery torque is corrected according to the second error factor, and the target braking recovery torque is determined in combination with the gear ratio of the transmission after filtering and the speed ratio of the pulley system, wherein the second error factor represents the driving state of the vehicle during braking recovery, including: determining a first braking regeneration torque according to the initial braking regeneration torque and a braking regeneration torque limit value, wherein the braking regeneration torque limit value is determined by a coasting regeneration torque limit value, a pulley system speed ratio, and an unfiltered gear ratio of a transmission; The first braking recovery torque is divided by the speed ratio of the pulley system and the gear ratio of the transmission after filtering to obtain a second braking recovery torque; Obtaining the working state of the brake pedal of the vehicle; When the working state is a non-idle state, the second braking recovery torque is a target braking recovery torque; When the working state is an idle state, the target braking recovery torque is 0.

6. The method according to claim 1, characterized in that The determining the target recovery torque according to the sum of the target braking recovery torque and the target coasting recovery torque comprises: Determine the filter factor according to the gear shift flag of the transmission; performing a first filtering on the target coasting recovery torque and the target braking recovery torque based on the filtering factor; A second filtering is performed based on the belt slip coefficient, the second torque limit of the belt-driven starter / generator integrated motor, and the recovery torque limit of the gearbox / clutch to determine the target recovery torque.

7. The method according to claim 1, characterized in that The method further comprises: When the energy recovery command of the vehicle is not obtained, the actual torque of the belt-driven starting / generating integrated motor is verified by filtering twice to determine the target recovery torque.

8. A vehicle control device, characterized in that: The device comprises: A first determination module, configured to determine an initial coasting recovery torque based on a coasting deceleration of the vehicle when an energy recovery instruction of the vehicle is obtained; a first correction module, configured to correct the initial coasting recovery torque according to a first error factor to determine a target coasting recovery torque, wherein the first error factor represents a driving state of the vehicle during coasting recovery; a second determination module, configured to determine an initial braking recovery torque based on a braking deceleration of the vehicle; a second correction module, configured to correct the initial braking recovery torque according to a second error factor, and determine a target braking recovery torque in combination with a gear ratio of a transmission filtered and a belt pulley system speed ratio, wherein the second error factor represents a driving state of the vehicle during braking recovery; A control module, configured to determine a target recovery torque according to the sum of the target braking recovery torque and the target coasting recovery torque, and drive a belt-driven starter / generator integrated motor to generate electricity based on the target recovery torque; The method of correcting the initial coasting recovery torque according to a first error factor to determine a target coasting recovery torque, wherein the first error factor represents a driving state of the vehicle, includes: obtaining a first driving state parameter of the vehicle, a pulley system speed ratio, and a coasting recovery torque limit; correcting the initial coasting recovery torque according to a first correction parameter corresponding to the first driving state parameter; obtaining a compensation torque according to a working state of an engine of the vehicle; and calculating a target coasting recovery torque according to the corrected initial coasting recovery torque, the compensation torque, the pulley system speed ratio, and the coasting recovery torque limit; The determining of the initial braking recovery torque based on the braking deceleration of the vehicle includes: obtaining the pressure of the vehicle's master brake cylinder, the actual vehicle speed, and the braking deceleration, and determining the basic braking recovery torque based on the vehicle body electronic stability system; obtaining the gear position of the vehicle and a second correction parameter corresponding to the engine speed; and multiplying the basic braking recovery torque by the gear position and the second correction parameter to obtain the initial braking recovery torque.

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