Vehicle energy recovery method, device, vehicle, storage medium and equipment

Abstract

The present disclosure relates to a vehicle energy recovery method, device, vehicle, storage medium and equipment, including: obtaining vehicle driving data in the current vehicle driving cycle; determining an energy recovery adjustment coefficient according to the vehicle driving data; adjusting the vehicle energy recovery intensity value by the energy recovery adjustment coefficient, and determining the adjusted vehicle energy recovery intensity value as a new vehicle energy recovery intensity value to control the vehicle's energy recovery. In this way, the vehicle's energy recovery intensity value can be adjusted according to the actual vehicle driving data, and the energy recovery intensity can be increased when the vehicle driving data indicates that the vehicle has a large braking demand, and the energy recovery intensity can be reduced when the vehicle driving data indicates that the vehicle has a large driving demand. Compared with a pre-set fixed energy recovery intensity value, it is more in line with the driver's driving habits and the vehicle's driving conditions, and can make the energy recovery more efficient and the user experience better.

Description

Technical Field

[0001] The present disclosure relates to a vehicle, and in particular, to a vehicle energy recovery method, device, vehicle, storage medium and equipment. Background Art

[0002] The power system of pure electric vehicles is composed of vehicle control unit (VCU), motor control unit (MCU) and battery management system (BMS), with VCU as the core of the vehicle power control system. Pure electric vehicles usually have energy recovery function, which can perform electric braking according to the recovery torque calculated by VCU, convert part of kinetic energy into electrical energy, realize energy recovery, and thus increase driving range.

[0003] However, the energy recovery of current pure electric vehicles is generally carried out according to different levels of recovery intensity set in advance by the software. For example, three levels of recovery intensity are set inside the VCU, and the current recovery intensity can be determined as a certain level of recovery intensity according to the actual situation. However, the pre-set recovery intensity cannot cope with all travel conditions, nor can it meet the driving habits of all users. It lacks adaptability to different vehicle conditions and is difficult to meet driving requirements under different conditions in various regions. Moreover, the recovery intensity set by the software is difficult to change during the life cycle of the car, and the adjustment of the energy recovery intensity is not smart and convenient enough. Summary of the invention

[0004] The purpose of the present disclosure is to provide a vehicle energy recovery method, device, vehicle, storage medium and equipment, which can adjust the energy recovery intensity value of the vehicle according to actual vehicle driving data, increase the energy recovery intensity when the vehicle driving data indicates that the vehicle has a large braking demand, and reduce the energy recovery intensity when the vehicle driving data indicates that the vehicle has a large driving demand. In this way, compared with a pre-set fixed energy recovery intensity value, the vehicle energy recovery intensity value adjusted according to the actual vehicle driving data is more in line with the current driving habits of the driver of the vehicle and the driving conditions of the vehicle. It can not only optimize the setting of the energy recovery intensity value to make the energy recovery more efficient, but also further improve the user's driving experience on the premise of improving the energy recovery efficiency, and avoid as much as possible the problem of inappropriate vehicle response to user control operations due to energy recovery.

[0005] In order to achieve the above object, the present disclosure provides a vehicle energy recovery method, the method comprising:

[0006] Obtain vehicle driving data within the current vehicle driving cycle;

[0007] determining an energy recovery adjustment coefficient according to the vehicle driving data;

[0008] The vehicle energy recovery intensity value is adjusted by the energy recovery adjustment coefficient, and the adjusted vehicle energy recovery intensity value is determined as a new vehicle energy recovery intensity value to control the energy recovery of the vehicle;

[0009] Among them, when the vehicle driving data indicates that the vehicle braking demand is greater than the vehicle driving demand, the adjusted vehicle energy recovery intensity value is higher than the vehicle energy recovery intensity value before adjustment; when the vehicle driving data indicates that the vehicle driving demand is greater than the vehicle braking demand, the adjusted vehicle energy recovery intensity value is lower than the vehicle energy recovery intensity value before adjustment.

[0010] Optionally, the vehicle driving data includes: vehicle speed information, vehicle braking data and vehicle acceleration data, and determining the energy recovery adjustment coefficient according to the vehicle driving data includes:

[0011] determining a first coupling coefficient according to the vehicle speed information and the vehicle braking data;

[0012] determining a second coupling coefficient according to the vehicle speed information and the vehicle acceleration data;

[0013] The energy recovery adjustment coefficient is determined by the first coupling coefficient and the second coupling coefficient.

[0014] Optionally, the vehicle braking data includes the number of times the vehicle brakes and the pressure of the brake master cylinder each time the vehicle brakes; the vehicle acceleration data includes: the number of times the vehicle accelerates and the opening of the accelerator pedal each time the vehicle accelerates.

[0015] Optionally, the method further comprises:

[0016] When the vehicle is powered off, the current vehicle energy recovery intensity value is stored as a default vehicle energy recovery intensity value.

[0017] Optionally, the method further comprises:

[0018] When the vehicle is powered on, the default vehicle energy recovery intensity value is read as the vehicle energy recovery intensity value within the vehicle driving cycle.

[0019] Optionally, the vehicle driving cycle is divided according to the mileage of the vehicle.

[0020] The present disclosure also provides a vehicle energy recovery device, the device comprising:

[0021] An acquisition module, used to acquire vehicle driving data in the current vehicle driving cycle;

[0022] A coefficient determination module, used to determine an energy recovery adjustment coefficient according to the vehicle driving data;

[0023] An adjustment module, used to adjust the vehicle energy recovery intensity value by using the energy recovery adjustment coefficient, and determine the adjusted vehicle energy recovery intensity value as a new vehicle energy recovery intensity value to control the energy recovery of the vehicle;

[0024] Among them, when the vehicle driving data indicates that the vehicle braking demand is greater than the vehicle driving demand, the adjusted vehicle energy recovery intensity value is higher than the vehicle energy recovery intensity value before adjustment; when the vehicle driving data indicates that the vehicle driving demand is greater than the vehicle braking demand, the adjusted vehicle energy recovery intensity value is lower than the vehicle energy recovery intensity value before adjustment.

[0025] The present disclosure also provides a vehicle, comprising the vehicle energy recovery device described above.

[0026] The present disclosure also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which implements the steps of the above method when executed by a processor.

[0027] The present disclosure also provides an electronic device, comprising:

[0028] a memory having a computer program stored thereon;

[0029] A processor is used to execute the computer program in the memory to implement the steps of the above method.

[0030] Through the above technical scheme, the energy recovery intensity value of the vehicle can be adjusted according to the actual vehicle driving data. The energy recovery intensity can be increased when the vehicle driving data indicates that the vehicle has a large braking demand, and the energy recovery intensity can be reduced when the vehicle driving data indicates that the vehicle has a large driving demand. In this way, compared with the pre-set fixed energy recovery intensity value, the vehicle energy recovery intensity value adjusted according to the actual vehicle driving data is more in line with the current driving habits of the driver and the driving conditions of the vehicle. It can not only optimize the setting of the energy recovery intensity value to make the energy recovery more efficient, but also further improve the user's driving experience on the premise of improving the energy recovery efficiency, and avoid as much as possible the problem of inappropriate vehicle response to user control operations due to energy recovery.

[0031] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings:

[0033] Figure 1 The figure is a flow chart of a vehicle energy recovery method according to an exemplary embodiment of the present disclosure.

[0034] Figure 2 is a flow chart of a vehicle energy recovery method according to another exemplary embodiment of the present disclosure.

[0035] Figure 3 is a flow chart of a vehicle energy recovery method according to another exemplary embodiment of the present disclosure.

[0036] Figure 4 The figure is a structural block diagram of a vehicle energy recovery device according to an exemplary embodiment of the present disclosure.

[0037] Figure 5 is a structural block diagram of a vehicle energy recovery device according to another exemplary embodiment of the present disclosure.

[0038] Figure 6 is a structural block diagram of a vehicle energy recovery device according to another exemplary embodiment of the present disclosure.

[0039] Figure 7 It is a block diagram of an electronic device according to an exemplary embodiment.

[0040] Figure 8 It is a block diagram of an electronic device according to an exemplary embodiment. DETAILED DESCRIPTION

[0041] The specific implementation of the present disclosure is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described herein is only used to illustrate and explain the present disclosure, and is not used to limit the present disclosure.

[0042] Figure 1 FIG. 1 is a flow chart of a vehicle energy recovery method according to an exemplary embodiment of the present disclosure. Figure 1 As shown, the method includes steps 101 to 103.

[0043] In step 101, vehicle driving data in the current vehicle driving cycle is obtained. The vehicle driving data may include, for example, the mileage of the vehicle, the average speed of the vehicle during driving, real-time speed measurement, the number of accelerations, the number of brakes, the change in acceleration, the opening of the accelerator pedal during each acceleration, the opening of the brake pedal during each brake, or the route information during the vehicle driving process, etc. All driving data generated during the vehicle driving process and related data during the driving process can be obtained as the vehicle driving data.

[0044] The vehicle driving cycle can be a cycle from the time the vehicle is powered on to the time it is powered off; or, it can be a cycle of each accumulated mileage of the vehicle from the time the vehicle is powered on. For example, from the time the vehicle is powered on, every 10 kilometers is counted as a vehicle driving cycle. If the current vehicle has traveled 23 kilometers since it was powered on, then the current vehicle driving cycle is the third driving cycle starting from the time the vehicle travels 20 kilometers.

[0045] In step 102, an energy recovery adjustment coefficient is determined according to the vehicle driving data.

[0046] The energy recovery adjustment coefficient can be determined based on multiple driving data in the vehicle driving data, or can be determined based on a certain data in the vehicle driving data. In the present disclosure, the correspondence between the energy recovery adjustment coefficient and the vehicle driving data is not limited.

[0047] In the case of jointly determining the energy recovery adjustment coefficient based on multiple driving data in the vehicle driving data, the corresponding energy recovery adjustment coefficient can be obtained by searching the preset relationship table through the multiple driving data, for example, in a preset relationship table. Alternatively, the energy recovery adjustment coefficient can be calculated through the multiple driving data according to a preset related formula.

[0048] The energy recovery adjustment coefficient is an adjustment coefficient used to adjust the vehicle's energy recovery intensity value. Since the energy recovery adjustment coefficient is determined based on the actual vehicle driving data in each vehicle driving cycle, the energy recovery adjustment coefficient can, to a certain extent, reflect the user's driving habits and the vehicle driving conditions in the current vehicle driving cycle.

[0049] In step 103, the vehicle energy recovery intensity value is adjusted by the energy recovery adjustment coefficient, and the adjusted vehicle energy recovery intensity value is determined as a new vehicle energy recovery intensity value to control the vehicle's energy recovery; wherein, when the vehicle driving data indicates that the vehicle braking demand is greater than the vehicle driving demand, the adjusted vehicle energy recovery intensity value is higher than the vehicle energy recovery intensity value before adjustment, and when the vehicle driving data indicates that the vehicle driving demand is greater than the vehicle driving demand, the adjusted vehicle energy recovery intensity value is lower than the vehicle energy recovery intensity value before adjustment.

[0050] When the vehicle driving data indicates that the vehicle braking demand in the current vehicle driving cycle is greater than the vehicle driving demand, it can be indicated that the driver will brake frequently in the current driving cycle, or the brake pedal opening is large each time the brake is applied, and the number of braking times or the brake pedal opening is greater than the number of acceleration times or the accelerator pedal opening, etc. In this case, it can be considered that the vehicle's demand for braking in the current vehicle driving cycle is higher than the demand for acceleration. Therefore, at this time, the vehicle energy recovery intensity value can be adjusted to a higher value, so that the driver can use more motor braking and less mechanical braking in the next vehicle driving cycle under non-driving conditions, thereby recovering more energy. Since the vehicle driving demand is smaller than the vehicle braking demand, the recovered energy will not be consumed again due to excessive driving conditions, thereby improving the recovery efficiency.

[0051] When the vehicle driving data indicates that the vehicle driving demand in the current vehicle driving cycle is greater than the vehicle braking demand, it means that the driver will frequently accelerate in the vehicle driving cycle, with fewer braking scenarios, and the number of acceleration times or the accelerator pedal opening is greater than the number of braking times or the brake pedal opening. In this scenario, even if a large amount of energy is recovered when the vehicle is braking, the recovered energy may need to be reused for acceleration. Therefore, in order to avoid excessive deceleration of the vehicle due to excessive energy recovery intensity in non-driving conditions, which then requires the driver to re-accelerate, the unstable driving state may be avoided, the corresponding vehicle energy recovery intensity value may be reduced, so as to ensure the vehicle speed in the next vehicle driving cycle as much as possible, so that the driver does not need to accelerate frequently, thereby ensuring the smooth operation of the vehicle.

[0052] Through the above technical scheme, the energy recovery intensity value of the vehicle can be adjusted according to the actual vehicle driving data. The energy recovery intensity can be increased when the vehicle driving data indicates that the vehicle has a large braking demand, and the energy recovery intensity can be reduced when the vehicle driving data indicates that the vehicle has a large driving demand. In this way, compared with the pre-set fixed energy recovery intensity value, the vehicle energy recovery intensity value adjusted according to the actual vehicle driving data is more in line with the current driving habits of the driver and the driving conditions of the vehicle. It can not only optimize the setting of the energy recovery intensity value to make the energy recovery efficiency higher, but also further improve the user's driving experience under the premise of improving the energy recovery efficiency, avoid the problem of inappropriate vehicle response to user control operations due to energy recovery as much as possible, and ensure the smooth operation of the vehicle.

[0053] Figure 2 FIG. 1 is a flow chart of a vehicle energy recovery method according to another exemplary embodiment of the present disclosure. Figure 2 As shown, the method further includes step 201 to step 202.

[0054] The vehicle driving data includes: vehicle speed information, vehicle braking data and vehicle acceleration data.

[0055] In step 201, a first coupling coefficient is determined according to the vehicle speed information and the vehicle braking data.

[0056] In step 202, a second coupling coefficient is determined according to the vehicle speed information and the vehicle acceleration data.

[0057] In step 203, the energy recovery adjustment coefficient is determined by the first coupling coefficient and the second coupling coefficient.

[0058] That is, when determining the energy recovery adjustment coefficient based on the vehicle driving data, the first coupling coefficient can be determined based on the vehicle braking data related to the vehicle braking process in the vehicle driving data, and the second coupling coefficient can be determined based on the vehicle acceleration data related to the vehicle acceleration process, and then the final energy recovery adjustment coefficient can be determined based on the first coupling coefficient and the second coupling coefficient.

[0059] The first coupling coefficient and the second coupling coefficient can be obtained by means of the preset relationship table as described above, and there can be multiple preset relationship tables, each corresponding to each coefficient. That is, the value of the corresponding first coupling coefficient can be found in the corresponding preset relationship table A according to the vehicle braking data, and the value of the corresponding second coupling coefficient can be found in the corresponding preset relationship table B according to the vehicle acceleration data, and then the final energy recovery adjustment coefficient is determined according to the two coefficients.

[0060] There are many ways to determine the energy recovery adjustment coefficient, for example, the corresponding energy recovery adjustment coefficient can be found in the preset relationship table C according to the first coupling coefficient and the second coupling coefficient; or the sum or product of the first coupling coefficient and the second coupling coefficient can be used as the energy recovery adjustment coefficient. The specific way to determine the energy recovery adjustment coefficient depends on the setting method of the first coupling coefficient and the second coupling coefficient, as long as it can be ensured that after adjusting the vehicle energy recovery intensity value according to the determined energy recovery adjustment coefficient, the adjusted new vehicle energy recovery intensity value can meet the above-mentioned conditions that when the vehicle driving data indicates that the vehicle braking demand is greater than the vehicle driving demand, the adjusted vehicle energy recovery intensity value is higher than the vehicle energy recovery intensity value before adjustment, and when the vehicle driving data indicates that the vehicle driving demand is greater than the vehicle driving demand, the adjusted vehicle energy recovery intensity value is lower than the vehicle energy recovery intensity value before adjustment.

[0061] In a possible implementation, the vehicle braking data may include: the number of vehicle braking times and the pressure of the brake master cylinder during each vehicle braking; the vehicle acceleration data includes: the number of vehicle acceleration times and the opening of the accelerator pedal during each vehicle acceleration. Wherein, when the number of vehicle braking times and the vehicle speed in the vehicle braking data are the same, the greater the pressure of the single brake master cylinder, the greater the braking demand of the vehicle; when the pressure of each vehicle brake master cylinder and the vehicle speed in the vehicle braking data are the same, the greater the number of braking times, the greater the braking demand of the vehicle; when the number of vehicle acceleration times and the vehicle speed in the vehicle acceleration data are the same, the greater the opening of the single accelerator pedal, the greater the value of the second coupling coefficient determined to be the driving demand of the vehicle; when the opening of each vehicle accelerator pedal and the vehicle speed in the vehicle acceleration data are the same, the greater the number of acceleration times, the greater the value of the second coupling coefficient determined to be the driving demand of the vehicle.

[0062] Through the above technical scheme, the energy recovery intensity value of the vehicle can be adaptively adjusted according to the frequency and strength of pressing the brake pedal and the accelerator pedal, and the actual vehicle speed in the actual vehicle driving data. Compared with the pre-set fixed energy recovery intensity value, the vehicle energy recovery intensity value adjusted according to the actual vehicle driving data is more in line with the current driving habits of the driver and the driving conditions of the vehicle.

[0063] Figure 3 FIG. 1 is a flow chart of a vehicle energy recovery method according to another exemplary embodiment of the present disclosure. Figure 3 As shown, the method further includes step 301.

[0064] In step 301 , when the vehicle is powered off, the current vehicle energy recovery intensity value is stored as a default vehicle energy recovery intensity value.

[0065] The current vehicle energy recovery intensity value may be the vehicle energy recovery intensity value currently being used in the current driving cycle.

[0066] Alternatively, all vehicle driving data generated in the vehicle driving cycle in which the vehicle is powered off can be obtained, and the energy recovery adjustment coefficient corresponding to the current driving cycle can be determined based on all vehicle driving data generated in the current driving cycle, and a corresponding vehicle energy recovery intensity value can be determined based on the vehicle driving data generated in the current driving cycle as the updated current vehicle energy recovery intensity value, and stored in the vehicle as the default vehicle energy recovery intensity value. Specifically, it can be stored in the vehicle memory.

[0067] The default vehicle energy recovery intensity value stored in the vehicle can be used as the vehicle energy recovery intensity value used in the first vehicle driving cycle after the vehicle is powered on next time. Figure 3 As shown, the method further includes step 302.

[0068] In step 302 , when the vehicle is powered on, the default vehicle energy recovery intensity value is read as the vehicle energy recovery intensity value in the vehicle driving cycle.

[0069] In a possible implementation, the vehicle driving cycle is divided according to the mileage of the vehicle. For example, in the above example, every 10 kilometers of driving distance can be regarded as a vehicle driving cycle.

[0070] Figure 4 FIG. 1 is a structural block diagram of a vehicle energy recovery device according to an exemplary embodiment of the present disclosure. Figure 4 As shown, the device includes: an acquisition module 10, used to acquire vehicle driving data within a current vehicle driving cycle; a coefficient determination module 20, used to determine an energy recovery adjustment coefficient according to the vehicle driving data; an adjustment module 30, used to adjust the vehicle energy recovery intensity value by means of the energy recovery adjustment coefficient, and determine the adjusted vehicle energy recovery intensity value as a new vehicle energy recovery intensity value to control the vehicle's energy recovery; wherein, when the vehicle driving data indicates that the vehicle braking demand is greater than the vehicle driving demand, the adjusted vehicle energy recovery intensity value is higher than the vehicle energy recovery intensity value before adjustment, and when the vehicle driving data indicates that the vehicle driving demand is greater than the vehicle braking demand, the adjusted vehicle energy recovery intensity value is lower than the vehicle energy recovery intensity value before adjustment.

[0071] Through the above technical scheme, the energy recovery intensity value of the vehicle can be adjusted according to the actual vehicle driving data. The energy recovery intensity can be increased when the vehicle driving data indicates that the vehicle has a large braking demand, and the energy recovery intensity can be reduced when the vehicle driving data indicates that the vehicle has a large driving demand. In this way, compared with the pre-set fixed energy recovery intensity value, the vehicle energy recovery intensity value adjusted according to the actual vehicle driving data is more in line with the current driving habits of the driver and the driving conditions of the vehicle. It can not only optimize the setting of the energy recovery intensity value to make the energy recovery more efficient, but also further improve the user's driving experience on the premise of improving the energy recovery efficiency, and avoid as much as possible the problem of inappropriate vehicle response to user control operations due to energy recovery.

[0072] Figure 5is a structural block diagram of a vehicle energy recovery device according to another exemplary embodiment of the present disclosure. The vehicle driving data includes: vehicle speed information, vehicle braking data and vehicle acceleration data. Specifically, Figure 5 As shown, the device also includes: a first coefficient determination submodule 201, used to determine a first coupling coefficient based on the vehicle speed information and the vehicle braking data; a second coefficient determination submodule 202, used to determine a second coupling coefficient based on the vehicle speed information and the vehicle acceleration data; a third coefficient determination submodule 203, used to determine the energy recovery adjustment coefficient through the first coupling coefficient and the second coupling coefficient.

[0073] In a possible implementation manner, the vehicle braking data includes the number of vehicle braking times and the pressure of the brake master cylinder each time the vehicle brakes; the vehicle acceleration data includes: the number of vehicle acceleration times and the opening of the accelerator pedal each time the vehicle accelerates.

[0074] Figure 6 FIG. 1 is a structural block diagram of a vehicle energy recovery device according to another exemplary embodiment of the present disclosure. Figure 6 As shown, the device further includes: a first processing module 40, which is used to store the current vehicle energy recovery intensity value as a default vehicle energy recovery intensity value when the vehicle is powered off.

[0075] In a possible implementation, Figure 6 As shown, the device further includes: a second processing module 50, which is used to read the default vehicle energy recovery intensity value as the vehicle energy recovery intensity value within the vehicle driving cycle when the vehicle is powered on.

[0076] In a possible implementation, the vehicle driving cycles are divided according to the mileage of the vehicle.

[0077] Regarding the device in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0078] Figure 7 FIG. 7 is a block diagram of an electronic device 700 according to an exemplary embodiment. Figure 7 As shown, the electronic device 700 may include: a processor 701 and a memory 702. The electronic device 700 may also include one or more of a multimedia component 703, an input / output (I / O) interface 704, and a communication component 705.

[0079] The processor 701 is used to control the overall operation of the electronic device 700 to complete all or part of the steps in the above-mentioned vehicle energy recovery method. The memory 702 is used to store various types of data to support the operation of the electronic device 700, and these data may include instructions for any application or method used to operate on the electronic device 700, as well as application-related data, such as messages sent and received, etc. The memory 702 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (Static Random Access Memory, referred to as SRAM), electrically erasable programmable read-only memory (Electrically Erasable Programmable Read-Only Memory, referred to as EEPROM), erasable programmable read-only memory (Erasable Programmable Read-Only Memory, referred to as EPROM), programmable read-only memory (Programmable Read-Only Memory, referred to as PROM), read-only memory (Read-Only Memory, referred to as ROM), magnetic memory, flash memory, disk or optical disk. The multimedia component 703 may include a screen and an audio component. The screen may be, for example, a touch screen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signal may be further stored in the memory 702 or sent through the communication component 705. The I / O interface 704 provides an interface between the processor 701 and other interface modules, and the above-mentioned other interface modules may be buttons, debugging devices, test equipment, etc. These buttons may be virtual buttons or physical buttons. The communication component 705 is used for wired or wireless communication between the electronic device 700 and other devices. Wired communication, such as controller area network (CAN) communication; wireless communication, such as Wi-Fi, Bluetooth, near field communication (NFC), 2G, 3G, 4G, NB-IOT, eMTC, or other 5G, etc., or a combination of one or more of them, which is not limited here. Therefore, the corresponding communication component 705 may include: Wi-Fi module, Bluetooth module, NFC module, etc.

[0080] In an exemplary embodiment, the electronic device 700 can be implemented by one or more application specific integrated circuits (ASIC), digital signal processors (DSP), digital signal processing devices (DSPD), programmable logic devices (PLD), field programmable gate arrays (FPGA), controllers, microcontrollers, microprocessors or other electronic components to execute the above-mentioned vehicle energy recovery method.

[0081] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, and when the program instructions are executed by a processor, the steps of the above-mentioned vehicle energy recovery method are implemented. For example, the computer-readable storage medium can be the above-mentioned memory 702 including program instructions, and the above-mentioned program instructions can be executed by the processor 701 of the electronic device 700 to complete the above-mentioned vehicle energy recovery method.

[0082] Figure 8 8 is a block diagram of an electronic device 800 according to an exemplary embodiment. For example, the electronic device 800 may be provided as a server. Figure 8 The electronic device 800 includes a processor 822, which may be one or more, and a memory 832 for storing a computer program executable by the processor 822. The computer program stored in the memory 832 may include one or more modules, each corresponding to a set of instructions. In addition, the processor 822 may be configured to execute the computer program to perform the above-mentioned vehicle energy recovery method.

[0083] In addition, the electronic device 800 may further include a power supply component 826 and a communication component 850, wherein the power supply component 826 may be configured to perform power management of the electronic device 800, and the communication component 850 may be configured to implement communication of the electronic device 800, for example, wired or wireless communication. In addition, the electronic device 800 may further include an input / output (I / O) interface 858. The electronic device 800 may operate based on an operating system stored in the memory 832, such as Windows ServerTM, Mac OSXTM, UnixTM, LinuxTM, etc.

[0084] The present disclosure also provides a vehicle, comprising the electronic device described above.

[0085] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, and when the program instructions are executed by a processor, the steps of the above-mentioned vehicle energy recovery method are implemented. For example, the non-transitory computer-readable storage medium can be the above-mentioned memory 832 including program instructions, and the above-mentioned program instructions can be executed by the processor 822 of the electronic device 800 to complete the above-mentioned vehicle energy recovery method.

[0086] In another exemplary embodiment, a computer program product is also provided. The computer program product includes a computer program executable by a programmable device. The computer program has a code portion for executing the above-mentioned vehicle energy recovery method when executed by the programmable device.

[0087] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings. However, the present disclosure is not limited to the specific details of the above embodiments. Within the technical concept of the present disclosure, the technical solution of the present disclosure can be subjected to a variety of simple modifications, and these simple modifications all belong to the protection scope of the present disclosure.

[0088] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0089] In addition, various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A vehicle energy recovery method, characterized in that: The method comprises: Obtain vehicle driving data within the current vehicle driving cycle; determining an energy recovery adjustment coefficient according to the vehicle driving data; The vehicle energy recovery intensity value is adjusted by the energy recovery adjustment coefficient, and the adjusted vehicle energy recovery intensity value is determined as a new vehicle energy recovery intensity value to control the energy recovery of the vehicle; Wherein, when the vehicle driving data indicates that the vehicle braking demand is greater than the vehicle driving demand, the adjusted vehicle energy recovery intensity value is higher than the vehicle energy recovery intensity value before adjustment; and when the vehicle driving data indicates that the vehicle driving demand is greater than the vehicle braking demand, the adjusted vehicle energy recovery intensity value is lower than the vehicle energy recovery intensity value before adjustment; The vehicle driving data includes: vehicle speed information, vehicle braking data and vehicle acceleration data, and determining the energy recovery adjustment coefficient according to the vehicle driving data includes: Determining a first coupling coefficient in a first preset relationship table according to the vehicle speed information and the vehicle braking data; Determining a second coupling coefficient in a second preset relationship table according to the vehicle speed information and the vehicle acceleration data; Determining the energy recovery adjustment coefficient by using the first coupling coefficient and the second coupling coefficient; Wherein, determining the energy recovery adjustment coefficient by using the first coupling coefficient and the second coupling coefficient includes: Determine the energy recovery adjustment coefficient in a third preset relationship table according to the first coupling coefficient and the second coupling coefficient; or, The sum or product of the first coupling coefficient and the second coupling coefficient is determined as the energy recovery adjustment coefficient.

2. The method according to claim 1, characterized in that The vehicle braking data includes the number of vehicle braking times and the pressure of the brake master cylinder each time the vehicle brakes; the vehicle acceleration data includes: the number of vehicle acceleration times and the opening degree of the accelerator pedal each time the vehicle accelerates.

3. The method according to claim 1, characterized in that The method further comprises: When the vehicle is powered off, the current vehicle energy recovery intensity value is stored as a default vehicle energy recovery intensity value.

4. The method according to claim 3, characterized in that The method further comprises: When the vehicle is powered on, the default vehicle energy recovery intensity value is read as the vehicle energy recovery intensity value within the vehicle driving cycle.

5. The method according to any one of claims 1 to 4, characterized in that: The vehicle driving cycle is divided according to the mileage of the vehicle.

6. A vehicle energy recovery device, characterized in that: The device comprises: An acquisition module, used to acquire vehicle driving data in the current vehicle driving cycle; A coefficient determination module, used to determine an energy recovery adjustment coefficient according to the vehicle driving data; An adjustment module, used to adjust the vehicle energy recovery intensity value by using the energy recovery adjustment coefficient, and determine the adjusted vehicle energy recovery intensity value as a new vehicle energy recovery intensity value to control the energy recovery of the vehicle; Wherein, when the vehicle driving data indicates that the vehicle braking demand is greater than the vehicle driving demand, the adjusted vehicle energy recovery intensity value is higher than the vehicle energy recovery intensity value before adjustment; and when the vehicle driving data indicates that the vehicle driving demand is greater than the vehicle braking demand, the adjusted vehicle energy recovery intensity value is lower than the vehicle energy recovery intensity value before adjustment; The vehicle driving data includes: vehicle speed information, vehicle braking data and vehicle acceleration data; The device also includes: a first coefficient determination submodule, used to determine a first coupling coefficient in a first preset relationship table according to the vehicle speed information and the vehicle braking data; a second coefficient determination submodule, used to determine a second coupling coefficient in a second preset relationship table according to the vehicle speed information and the vehicle acceleration data; a third coefficient determination submodule, used to determine the energy recovery adjustment coefficient through the first coupling coefficient and the second coupling coefficient, wherein the third coefficient determination submodule is used to determine the energy recovery adjustment coefficient through the first coupling coefficient and the second coupling coefficient in the following manner: determining the energy recovery adjustment coefficient in a third preset relationship table according to the first coupling coefficient and the second coupling coefficient; or, determining the sum or product of the first coupling coefficient and the second coupling coefficient as the energy recovery adjustment coefficient.

7. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the steps of the method described in any one of claims 1 to 5 are implemented.

8. An electronic device, characterized in that: include: a memory having a computer program stored thereon; A processor, configured to execute the computer program in the memory to implement the steps of the method according to any one of claims 1 to 5.

9. A vehicle, characterized in that: The electronic device comprising the electronic device described in claim 8.

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