A control method, apparatus, equipment, medium, and vehicle for energy recovery

Abstract

This application provides a control method and apparatus for coasting energy recovery, applied to a vehicle control system. The method includes: estimating the deceleration of the vehicle when performing coasting energy recovery based on relevant information of an identified target in front of the vehicle during driving and the vehicle's own driving information; wherein the driving information includes the vehicle's current speed; obtaining a preset energy recovery torque lookup table, the energy recovery torque lookup table recording a mapping relationship between a preset vehicle speed, a preset deceleration, and a preset recovery torque value; if there is no mapping relationship between the current vehicle speed and the estimated deceleration in the energy recovery torque lookup table, calculating the recovery torque value corresponding to the current vehicle speed and the deceleration based on the mapping relationship in the energy recovery torque lookup table and a preset calculation function; and controlling the vehicle to perform coasting energy recovery based on the calculated recovery torque value.

Description

Technical Field

[0001] This application relates to the field of energy recovery, and in particular to a control method, apparatus, equipment, computer-readable storage medium, and vehicle for energy recovery. Background Technology

[0002] In related technologies, vehicle energy recovery systems mostly employ multiple fixed-intensity energy recovery modes. When a vehicle requires energy recovery during coasting, it selects one of these fixed-intensity energy recovery modes to recover energy.

[0003] However, multiple fixed-intensity energy recovery modes mean that switching between them is limited to a few specific levels. This finite number of intensity levels cannot meet diverse energy recovery needs. Furthermore, each fixed-intensity energy recovery mode has a corresponding energy recovery torque and a fixed deceleration during coasting energy recovery. Because the intensity level of the energy recovery mode is fixed, the deceleration is also fixed when the driver performs coasting energy recovery. Therefore, fixed-intensity energy recovery modes lack flexibility and fail to provide a simple and convenient driving experience. Summary of the Invention

[0004] To overcome the problems existing in the related technologies, this application provides a control method, apparatus, device, computer-readable storage medium, and vehicle for coasting energy recovery, which can solve the above problems.

[0005] According to a first aspect of the embodiments of this application, a control method for gliding energy recovery is provided, the method comprising:

[0006] Based on the relevant information of the identified target in front of the vehicle during the vehicle's operation and the vehicle's own driving information, the deceleration of the vehicle when performing coasting energy recovery is estimated; wherein, the driving information includes the vehicle's current speed;

[0007] Obtain a preset energy recovery torque lookup table, which records the mapping relationship between preset vehicle speed, preset deceleration, and preset recovery torque value;

[0008] If there is no mapping relationship between the current vehicle speed and the estimated deceleration in the energy recovery torque lookup table, the recovery torque value corresponding to the current vehicle speed and the deceleration is calculated according to the mapping relationship in the energy recovery torque lookup table and the preset calculation function.

[0009] Based on the calculated recovery torque value, the vehicle is controlled to perform coasting energy recovery.

[0010] According to a second aspect of the embodiments of this application, a control device for recovering gliding energy is provided, comprising:

[0011] The deceleration prediction unit is used to predict the deceleration of the vehicle when performing coasting energy recovery based on relevant information of the identified target in front of the vehicle and the vehicle's own driving information; wherein, the driving information includes the vehicle's current speed.

[0012] The query unit is used to obtain a preset energy recovery torque lookup table, which records the mapping relationship between preset vehicle speed, preset deceleration and preset recovery torque value;

[0013] The calculation unit is used to calculate the recovery torque value corresponding to the current vehicle speed and the estimated deceleration according to the mapping relationship in the energy recovery torque lookup table and a preset calculation function when there is no mapping relationship between the current vehicle speed and the estimated deceleration in the energy recovery torque lookup table.

[0014] An energy recovery unit is used to control the vehicle to recover coasting energy based on a calculated recovery torque value.

[0015] According to a third aspect of the embodiments of this application, an electronic device is provided, including: a processor and a memory;

[0016] The memory is used to store computer programs;

[0017] The processor is configured to execute the gliding energy recovery control method as described in the first aspect by invoking the computer program.

[0018] According to a fourth aspect of the embodiments of this application, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the control method for recovering coasting energy as described in the first aspect.

[0019] According to a fifth aspect of the embodiments of this application, a vehicle is provided, including the control device for coasting energy recovery as described in the second aspect.

[0020] The technical solutions provided by the embodiments of this application may include the following beneficial effects:

[0021] This application can predict the deceleration required for recuperation during coasting based on information about identified targets ahead of the vehicle and the vehicle's own driving information. Then, by comparing this deceleration with the current vehicle speed to an energy recovery torque lookup table, if no corresponding mapping exists in the table, the corresponding energy recovery torque is calculated using the mapping relationship and a calculation function. After determining the energy recovery torque, this application controls the vehicle to perform recuperation during coasting based on the determined torque.

[0022] The energy recovery torque of this application is determined using a calculation function based on the estimated deceleration. Therefore, the value of this energy recovery torque changes with the deceleration; that is, different decelerations correspond to different energy recovery torques. This means the energy recovery torque is not limited to a few pre-set fixed intensity levels but can be continuously varied. This allows the vehicle's coasting energy recovery mode to cope with various energy recovery needs. Furthermore, the energy recovery torque value determined by the calculation function provides the estimated deceleration when the vehicle is coasting, enabling the vehicle to smoothly reduce to the target speed upon reaching the destination without requiring additional adjustments from the driver. This achieves more flexible coasting energy recovery and provides a simpler and more convenient driving experience. Attached Figure Description

[0023] The accompanying drawings, which are incorporated in and form part of this application, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0024] Figure 1 This is a schematic diagram of the architecture of a gliding energy recovery control system according to an exemplary embodiment of this application.

[0025] Figure 2 This is a flowchart illustrating a control method for recovering gliding energy according to an exemplary embodiment of this application.

[0026] Figure 3 This is a schematic diagram illustrating a scenario of calculating deceleration and recovering gliding energy according to an exemplary embodiment of this application.

[0027] Figure 4 This is a schematic diagram illustrating a scenario of calculating deceleration and recovering gliding energy according to an exemplary embodiment of this application.

[0028] Figure 5 This is a schematic diagram of the structure of an electronic device containing a gliding energy recovery control device according to an exemplary embodiment of this application.

[0029] Figure 6This is a block diagram of a gliding energy recovery control device according to an exemplary embodiment of this application. Detailed Implementation

[0030] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0031] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more of the associated listed items.

[0032] It should be understood that although the terms first, second, third, etc., may be used in this application to describe various information, such information should not be limited to these terms. These terms are only used to distinguish information of the same type from one another. For example, without departing from the scope of this application, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the word "if" as used herein may be interpreted as "when," "when," or "in response to determination."

[0033] The technical solutions in this application are described below through specific embodiments and in conjunction with specific application scenarios.

[0034] Figure 1 This is an architectural diagram of an energy recovery control system according to an exemplary embodiment of this application. Figure 1 As shown, the energy recovery control system of this application may include a vehicle control system 11, an information acquisition system 12, an energy recovery execution system 13, and a human-machine interaction system 14.

[0035] The vehicle control system 11 is connected to the information acquisition system 12, the energy recovery execution system 13, and the human-machine interaction system, and executes the coasting energy recovery control method in this application.

[0036] The information acquisition system 12 can be a radar detection system, a camera detection system, an intelligent navigation system, etc., and this application does not limit it to this. The information acquisition system 12 can acquire relevant information about targets such as vehicles ahead, traffic lights, speed limit signs, curves, and roundabouts, including but not limited to the speed of the vehicle ahead, the distance between the vehicle and the vehicle ahead, the color of the traffic light corresponding to the vehicle's lane, the distance between the vehicle and the traffic light, the speed limit value of the speed limit sign, the distance between the vehicle and the speed limit sign, the radius of curvature of the curve ahead, the distance between the vehicle and the curve ahead, and the distance between the vehicle and the roundabout ahead, and transmit the information to the vehicle control system 11 via CAN signal.

[0037] The energy recovery execution system 13 can be an electric drive system, a hydraulic braking control system, etc., and this application is not limited to this. The energy recovery execution system 13 can receive coasting energy recovery torque requests from the vehicle control system 11. For example, this coasting energy recovery torque request can be sent to the electric drive system, instructing it to provide corresponding braking force based on the calculated recovery torque value; or it can be sent to both the electric drive system and the hydraulic braking control system, instructing the electric drive system to provide corresponding braking force according to its maximum tolerable torque value, and the hydraulic braking control system to provide braking force corresponding to the torque exceeding the maximum tolerable torque value of the electric drive system. The energy recovery execution system 13 can implement different energy recovery strategies based on the torque value calculated by the vehicle control system 11 to achieve coasting energy recovery of the vehicle.

[0038] The human-machine interface system 14 is equipped with an adaptive energy recovery button. Through this button, the driver can activate or deactivate the adaptive energy recovery function. The human-machine interface system 14 can send the button status to the vehicle control system 11 via a CAN signal and receive energy recovery prompts from the vehicle control system 11, displaying these prompts to the driver. After the driver releases the accelerator pedal according to the prompt, the human-machine interface system sends an instruction to the vehicle control system 11 to execute energy recovery. The human-machine interface system allows the driver to autonomously choose whether to activate the adaptive energy recovery mode or perform energy recovery operations.

[0039] Figure 2 This is a flowchart illustrating a control method for recovering gliding energy, provided in an exemplary embodiment. Figure 2 As shown, this method is applied to the vehicle control system. The method may include the following steps:

[0040] S201: Based on the relevant information of the identified target in front of the vehicle during the vehicle's operation and the vehicle's own driving information, estimate the deceleration of the vehicle when performing coasting energy recovery; wherein, the driving information includes the vehicle's current speed.

[0041] In one embodiment, the driver can select whether to activate the adaptive energy recovery mode via the adaptive energy recovery button on the human-machine interface system 14. When the adaptive energy recovery mode is not activated, the vehicle is controlled to perform coasting energy recovery based on the user-selected fixed energy recovery intensity level. When the adaptive energy recovery mode is activated, if there is no identifiable target in front of the vehicle (i.e., the vehicle currently does not require coasting energy recovery), or the vehicle control system 11 cannot obtain relevant information about the target in front of the vehicle, the vehicle is controlled to perform the lowest intensity level of coasting energy recovery. Only when the adaptive energy recovery mode is activated and there is an identifiable target in front of the vehicle (i.e., the vehicle currently requires coasting energy recovery), the vehicle is controlled to perform coasting energy recovery based on the calculated recovery torque value. The method for calculating the recovery torque value and controlling the vehicle to perform coasting energy recovery will be described in detail below and will not be elaborated here.

[0042] For example, the vehicle has three fixed intensity levels of energy recovery modes: low, medium, and high. When the driver chooses not to use the adaptive energy recovery mode, the driver can select the intensity level of the energy recovery mode as medium, and the vehicle will then recover coasting energy according to the energy recovery mode of that intensity level. When the driver selects to use the adaptive energy recovery mode, but there is no target to be identified in front of the vehicle, the vehicle will recover coasting energy according to the low intensity level of the energy recovery mode. When the driver selects to use the adaptive energy recovery mode, and there is a target to be identified in front of the vehicle, the vehicle will recover coasting energy based on the recovery torque value calculated by the vehicle control system. In this case, the intensity level of the adaptive energy recovery mode can be any intensity level not exceeding the high fixed recovery intensity level and the low fixed recovery intensity level; for example, it can be a non-fixed intensity level between the low and medium intensity levels.

[0043] In one embodiment, the vehicle can use onboard sensors to detect objects in front of it in its direction of travel to obtain relevant information about the identified target; and / or, the vehicle can receive relevant information about the identified target in front of it obtained by external detection devices in the direction of travel. The onboard sensors may include onboard radar, onboard cameras, or other onboard detection systems. The external detection devices may include satellites used by navigation systems, such as GPS satellites or BeiDou satellite navigation system satellites, which transmit the detected information to the vehicle.

[0044] In one embodiment, after receiving information about the identified target and the vehicle's own driving information from the information acquisition system, the vehicle control system can calculate and predict the deceleration of the vehicle when performing coasting energy recovery. The specific method for calculating deceleration varies depending on the identified target, as detailed below.

[0045] In one embodiment, the target to be identified can be any one or more of the following: the vehicle in front, a traffic light, a speed limit sign, a curve, or a roundabout.

[0046] In one embodiment, when the identified target is a vehicle in front, the relevant information of the identified target includes the speed of the vehicle in front and the distance between the vehicle and the vehicle in front. The vehicle's own form information includes the current speed and a safe distance determined based on preset information such as the current speed, vehicle type, and road conditions. The vehicle control system can compare the distance between the vehicle and the vehicle in front with the safe distance, and the vehicle speed and the speed of the vehicle in front. If the distance is less than the safe distance, the system determines the deceleration value corresponding to the maximum energy recovery torque of the current vehicle as the deceleration rate when the vehicle performs coasting energy recovery. That is, if the distance to the vehicle in front is too close and less than the safe distance, the system performs energy recovery at the maximum intensity level to decelerate the vehicle as quickly as possible, increase the distance to the vehicle in front, and ensure a safe distance as much as possible. When the distance to the vehicle ahead is greater than the safe distance, and the current vehicle speed is less than the speed of the vehicle in front, the deceleration value corresponding to the minimum energy recovery torque of the current vehicle is determined as the deceleration rate when the vehicle performs coasting energy recovery. In other words, if a safe distance is maintained, and the vehicle speed is less than the vehicle in front, eliminating the risk of a rear-end collision, the lowest level of energy recovery can be performed, resulting in slower deceleration and preventing the vehicle from following too far while maintaining a safe distance. Conversely, when the distance to the vehicle in front is greater than the safe distance and the vehicle speed is greater than the vehicle in front, the deceleration rate is calculated for the vehicle to reach the safe distance and have its speed equal to the speed of the vehicle in front. This ensures that the vehicle's deceleration through adaptive coasting energy recovery maintains the same speed as the vehicle in front when reaching the safe distance, thus maintaining a safe distance and ensuring driving safety. See the specific scenarios below. Figure 3 The formula for calculating deceleration is as follows.

[0047]

[0048] In the formula: a represents the calculated deceleration, V1 represents the speed of the vehicle in front, V2 represents the speed of the vehicle itself, L1 represents the distance between the vehicle and the vehicle in front, and L2 represents the safe distance between the vehicle and the vehicle in front.

[0049] In one embodiment, when the identified target is not a vehicle in front, such as a red light, speed limit sign, roundabout, or curve, the relevant information for the identified target includes the vehicle's target speed when reaching the target position of the identified target, and the distance between the vehicle and the target position. The vehicle's own driving information includes its own speed. The estimated deceleration when the vehicle performs coasting energy recovery includes calculating the deceleration when the vehicle reaches the target position of the identified target and its speed equals the target speed. The target position can be the location of the identified target itself, or a position a certain distance before the identified target. The target speed is a set speed that allows the vehicle to safely pass through the corresponding identified target scenario. The deceleration calculated in this way allows the vehicle to reduce its speed to the target speed upon reaching the target position, avoiding danger due to excessive speed. Specific scenarios can be found in [reference needed]. Figure 4 The formula for calculating deceleration is as follows.

[0050]

[0051] In the formula: a represents the calculated deceleration, V2 represents the vehicle speed, V0 represents the target vehicle speed, and L0 represents the distance from the vehicle to the target position.

[0052] In one embodiment, when the identified target is not the vehicle in front, the identified target can specifically be a curve. The target vehicle speed can then vary according to the radius of curvature of the curve; a larger radius of curvature results in a higher target vehicle speed, and a smaller radius of curvature results in a lower target vehicle speed. The target vehicle speed can be determined through a preset mapping relationship between the curve and the radius of curvature. For example, Table 1 shows one such mapping relationship:

[0053]

[0054]

[0055] Table 1

[0056] Through the above mapping relationship, after the vehicle performs adaptive coasting energy recovery, it can maintain an appropriate speed when cornering. For example, it can maintain a slightly higher speed when facing a larger curve, while it can safely pass through a smaller curve at a lower speed.

[0057] In one embodiment, multiple targets may be simultaneously visible in front of the vehicle. Multiple corresponding decelerations are estimated for each target, and the largest deceleration among these is determined as the deceleration at which the vehicle performs coasting energy recovery. For example, if the vehicle is traveling and there is both a vehicle ahead and a speed limit sign in front, a deceleration of, for example, 1.0 m / s² is estimated based on the relevant information of the vehicle ahead and the vehicle's own driving information. 2 Then, based on the information from the speed limit sign and the vehicle's own driving information, an estimated deceleration is calculated, for example, 0.9 m / s².2 Therefore, the deceleration of the vehicle when performing coasting energy recovery is determined to be the larger of the two, namely 1.0 m / s². 2 To avoid choosing a smaller deceleration that results in less speed reduction when performing glide energy recovery, which could lead to danger in a scenario where another target is being identified.

[0058] This step, by calculating the deceleration under various scenarios, enables the gliding energy recovery control method of this application to be applied to any scenario. In any scenario, as long as the deceleration when performing gliding energy recovery is determined, adaptive gliding energy recovery can be performed in that scenario.

[0059] S202: Obtain a preset energy recovery torque lookup table, which records the mapping relationship between preset vehicle speed, preset deceleration and preset recovery torque value;

[0060] By referring to the energy recovery torque comparison table, and based on the preset current vehicle speed and preset deceleration, the value of the energy recovery torque can be determined.

[0061] In one embodiment, the energy recovery torque lookup table may be as shown in Table 2 below.

[0062]

[0063]

[0064] Table 2

[0065] In this table, the numbers corresponding to the preset vehicle speed and preset deceleration (such as the number 1500 corresponding to 60 and 0.9) are the preset energy recovery torques, in N·m.

[0066] Among them, the upper and lower limits of the energy recovery torque corresponding to each vehicle speed shall not exceed the torque value corresponding to the strongest fixed recovery level and the torque value corresponding to the weakest fixed recovery level. In other words, the corresponding energy recovery torque value should be the torque that the current vehicle can achieve.

[0067] S203: If there is no mapping relationship between the current vehicle speed and the estimated deceleration in the energy recovery torque lookup table, calculate the recovery torque value corresponding to the current vehicle speed and the deceleration according to the mapping relationship in the energy recovery torque lookup table and the preset calculation function;

[0068] If the energy recovery torque lookup table contains a mapping relationship between the current vehicle speed and the estimated deceleration, the energy recovery torque value can be directly obtained based on this mapping relationship. For example, in the embodiment in the table above, if the current vehicle speed is 60 km / h and the estimated deceleration is 0.9 m / s², 2 The energy recovery torque value is 1500 N·m.

[0069] If the energy recovery torque lookup table does not contain a mapping relationship between the current vehicle speed and the estimated deceleration, the recovery torque value corresponding to the current vehicle speed and the estimated deceleration is calculated based on the mapping relationship in the energy recovery torque lookup table and a preset calculation function. For example, in the embodiment in the table above, the current vehicle speed is 55 km / h, and the estimated deceleration is 1.0 m / s². 2 Obviously, there is no mapping relationship between the vehicle speed and deceleration in the torque lookup table. At this time, the corresponding recovery torque value is calculated based on the current vehicle speed and deceleration using a calculation function.

[0070] In one embodiment, the calculation function can be a linear calculation function, a quadratic function, a power function, an exponential function, etc., and this application is not limited in this regard. Taking a linear calculation function as an example, based on the current vehicle speed, the two preset vehicle speeds closest to the current vehicle speed can be found; based on the estimated deceleration, the two preset decelerations closest to the estimated deceleration can be found; based on the mapping relationship, the torques of four energy recovery functions can be determined; and then, based on the linear calculation function, the energy recovery torques corresponding to the current vehicle speed and the estimated deceleration can be calculated.

[0071] For example, in the embodiments shown in the table above, the current vehicle speed is 55 km / h, and the two closest preset vehicle speeds are 50 km / h and 60 km / h, with an estimated deceleration of 1.0 m / s². 2 The two closest preset decelerations are 0.9 m / s². 2 and 1.2m / s 2 The confirmed torque values ​​for the four energy recovery operations are 1500 N·m, 1500 N·m, 2000 N·m, and 2000 N·m, respectively. Based on linear calculations, these correspond to speeds of 55 km / h and 1.0 m / s. 2 The corresponding energy recovery torque should be 1667 N·m.

[0072] This step can confirm the energy recovery torque value corresponding to any vehicle speed and any deceleration, allowing the vehicle to adopt different adaptive coasting energy recovery torques for different coasting energy recovery scenarios. This enables the vehicle to have multiple coasting energy recovery modes. Based on the relevant information of the identified target and the deceleration estimated by the vehicle's own driving information, the energy recovery torque is determined so that after coasting energy recovery, the vehicle can reduce to the target speed just when it reaches the target position. It can also smoothly switch the intensity level of energy recovery when performing coasting energy recovery, without suddenly jumping from a low intensity level to a medium intensity level, which would bring a bad driving experience to the driver.

[0073] S204: Based on the calculated recovery torque value, control the vehicle to perform coasting energy recovery.

[0074] In one embodiment, the vehicle control system can determine the calculated regenerative torque value. If the calculated regenerative torque value is not greater than the maximum torque value that the vehicle's electric drive system can withstand, the system controls the vehicle's electric drive system to provide braking force corresponding to the calculated regenerative torque value; if the calculated regenerative torque value is greater than the maximum torque value that the vehicle's electric drive system can withstand, the system controls the electric drive system to provide braking force not greater than its own maximum torque value, and controls the vehicle's hydraulic braking system to perform braking compensation.

[0075] In the previous embodiment, the vehicle control system can determine the calculated regenerative torque value. If the regenerative torque value is greater than the maximum torque value that the electric drive system can withstand, it determines that hydraulic braking compensation is needed; if the regenerative torque value is not greater than the maximum torque value that the electric drive system can withstand, it determines that hydraulic braking compensation is not needed. The vehicle control system can allocate the calculated regenerative torque value. If hydraulic braking compensation is not needed, the torque is fully allocated to the electric drive system; if hydraulic braking compensation is needed, the torque is first allocated to the electric drive system according to the maximum torque value that the electric drive system can withstand, and the remaining portion exceeding the maximum torque value that the electric drive system can withstand is then compensated by the hydraulic braking system. By determining whether hydraulic compensation is needed, and by employing the aforementioned method of distributing the energy recovery torque to the electric drive system and the hydraulic braking system, the system can still achieve the predicted deceleration even when the maximum torque value that the electric drive system can withstand changes due to external factors. This avoids the danger caused by the electric drive system's insufficient capacity to reduce to the target speed at the target position, eliminating the need for the driver to manually adjust the vehicle speed, thus providing convenience and peace of mind. At the same time, distributing torque to the electric drive system as much as possible also ensures the maximum efficiency and economy of energy recovery.

[0076] In one embodiment, a human-machine interface system can also be used to prompt the driver, allowing the driver to choose whether to perform adaptive coasting energy recovery. Specifically, when the torque of the coasting energy recovery exceeds a preset recovery intensity torque and no steering signal is detected, a prompt is issued to the driver to release the accelerator to initiate energy recovery. Once the driver releases the accelerator, the vehicle is controlled to perform coasting energy recovery. The calculated energy recovery torque value is assessed, and a prompt is only issued when it exceeds the preset recovery intensity torque. This avoids the unpleasant experience of frequently prompting the driver for small energy recovery torque values, while also providing a psychological expectation for the driver when encountering larger energy recovery torque values, allowing the driver to make their own choice regarding whether to perform energy recovery. Monitoring for steering signals helps avoid interference from targets detected during steering that do not require coasting energy recovery, thus providing a better driving experience. After the energy recovery prompt is issued, the driver can choose whether to perform energy recovery. If the accelerator pedal is released, the energy recovery torque value is allocated to the energy recovery execution system according to the determined distribution method to perform energy recovery.

[0077] If the calculated recovery torque value is greater than the preset recovery intensity torque value, and no steering signal is detected for the current vehicle, a prompt can be issued to the driver after the following conditions are met, depending on the different identified targets.

[0078] When the target is the vehicle in front: the distance between the current vehicle and the vehicle in front is no more than 120% of the safe distance, and no less than 90% of the safe distance. When the distance between the current vehicle and the vehicle in front is far, there is no need to perform coasting energy recovery. When the distance between the current vehicle and the vehicle in front is close, there is also no need to perform coasting energy recovery. In this case, from a safety point of view, the driver should step on the brake pedal to brake quickly and increase the distance.

[0079] When the identified target is a non-front vehicle, such as a traffic light, curve, or roundabout: the current vehicle speed is greater than 40 km / h. If the current vehicle speed is too high when approaching a traffic light, curve, or roundabout, a prompt will be issued to the driver to release the accelerator pedal to perform coasting energy recovery.

[0080] It should be noted that in the above embodiment, the vehicle control system will only send commands to the electric drive system and hydraulic braking system to achieve coasting energy recovery when the driver releases the accelerator pedal.

[0081] This application estimates the deceleration during coasting energy recovery based on information about the identified target ahead of the vehicle and the vehicle's own driving information. It then calculates the corresponding recovery torque value using a calculation function based on a mapping relationship in an energy recovery torque lookup table, and controls the vehicle to perform coasting energy recovery based on this torque value. This solves the problem of handling coasting energy recovery needs in different scenarios, providing different coasting energy recovery intensities. It allows the vehicle to reduce to the target speed upon reaching the target location after performing coasting energy recovery, eliminating the need for the driver to readjust the speed. This provides a more flexible and convenient driving experience for the driver.

[0082] Corresponding to the embodiments of the above-described control method for recovering gliding energy, this application also provides an embodiment of a control device for recovering gliding energy.

[0083] Please see Figure 5 , Figure 5 This is a schematic diagram of the electronic device housing the gliding energy recovery control device in one embodiment of this application. At the hardware level, the device includes a processor 510, a network interface 520, memory 530, and non-volatile memory 540, and may also include other hardware required for various services. One or more embodiments of this application can be implemented in software, for example, the processor 510 can read the corresponding computer program from the non-volatile memory 540 into memory 530 and then run it. Of course, besides software implementation, one or more embodiments of this application do not exclude other implementation methods, such as logic devices or a combination of hardware and software, etc. That is to say, the execution entity of the following processing flow is not limited to individual logic units, but can also be hardware or logic devices.

[0084] Please see Figure 6 , Figure 6 This is a block diagram of a control device for coasting energy recovery according to an embodiment of this application. This control device for coasting energy recovery can be applied to, for example... Figure 5 The electronic device shown implements the technical solution of this application. The control system for gliding energy recovery may include:

[0085] The deceleration prediction unit 610 is used to predict the deceleration of the vehicle when performing coasting energy recovery based on relevant information of the identified target in front of the vehicle and the vehicle's own driving information; wherein, the driving information includes the vehicle's current speed.

[0086] The query unit 620 is used to obtain a preset energy recovery torque lookup table, which records the mapping relationship between preset vehicle speed, preset deceleration and preset recovery torque value;

[0087] The calculation unit 630 is used to calculate the recovery torque value corresponding to the current vehicle speed and the estimated deceleration according to the mapping relationship in the energy recovery torque lookup table and a preset calculation function when there is no mapping relationship between the current vehicle speed and the estimated deceleration in the energy recovery torque lookup table.

[0088] The energy recovery unit 640 is used to control the vehicle to perform coasting energy recovery based on the calculated recovery torque value.

[0089] Optional, also includes:

[0090] The vehicle-mounted sensors detect targets in the direction of travel of the vehicle to obtain relevant information about the targets in front of the vehicle; and / or, the vehicle receives relevant information about the targets in front of the vehicle from external detection devices detected in the direction of travel of the vehicle.

[0091] Optional, also includes:

[0092] When the adaptive energy recovery mode is not activated, the vehicle is controlled to perform coasting energy recovery according to the fixed energy recovery intensity level selected by the user.

[0093] When the adaptive energy recovery mode is activated, if there is no target in front of the vehicle, the vehicle is controlled to perform the lowest level of coasting energy recovery.

[0094] The step of controlling the vehicle to perform coasting energy recovery based on the calculated recovery torque value includes:

[0095] When the adaptive energy recovery mode is activated, if there is a target in front of the vehicle, the vehicle is controlled to perform coasting energy recovery based on the calculated recovery torque value.

[0096] Optional,

[0097] The identified target includes any of the following: the vehicle in front, traffic lights, speed limit signs, curves, or roundabouts;

[0098] When the identified target is a vehicle in front, the relevant information of the identified target includes the speed of the vehicle in front and the distance between the vehicle and the vehicle in front. The vehicle's own driving information includes the current speed and a preset safe distance. The estimated deceleration of the vehicle when performing coasting energy recovery includes:

[0099] When the distance is less than the safe distance, the deceleration value corresponding to the maximum energy recovery torque of the current vehicle is determined to be the deceleration value of the vehicle when performing the coasting energy recovery; when the distance is greater than the safe distance and the current vehicle speed is less than the speed of the vehicle in front, the deceleration value corresponding to the minimum energy recovery torque of the current vehicle is determined to be the deceleration value of the vehicle when performing the coasting energy recovery; when the distance is greater than the safe distance and the current vehicle speed is greater than the speed of the vehicle in front, the deceleration value of the current vehicle when it reaches the safe distance and its speed is equal to the speed of the vehicle in front is calculated.

[0100] When the identified target is not the vehicle in front, the relevant information of the identified target includes the target speed of the vehicle when it reaches the position of the identified target and the distance between the vehicle and the identified target. The vehicle's own driving information includes the current speed. The estimation of the deceleration of the vehicle when performing coasting energy recovery includes: calculating the deceleration when the current vehicle reaches the position of the identified target and the speed is equal to the target speed.

[0101] Optionally, controlling the vehicle to perform coasting energy recovery based on the calculated recovery torque value includes:

[0102] If the calculated recovery torque value is not greater than the maximum torque value that the vehicle's electric drive system can withstand, the vehicle's electric drive system is controlled to provide braking force corresponding to the calculated recovery torque value.

[0103] If the calculated recovery torque value is greater than the maximum torque value that the vehicle's electric drive system can withstand, the electric drive system is controlled to provide braking force no greater than the maximum torque value it can withstand, and the vehicle's hydraulic braking system is controlled to perform braking compensation.

[0104] Optionally, controlling the vehicle to perform coasting energy recovery further includes:

[0105] If the torque of the coasting energy recovery is greater than the preset recovery intensity torque and no steering signal is detected in the current vehicle, a prompt will be issued to the driver to release the accelerator to initiate energy recovery.

[0106] Once it is determined that the driver has released the accelerator, the vehicle is controlled to perform coasting energy recovery.

[0107] The specific implementation process of the functions and roles of each unit in the above device can be found in the implementation process of the corresponding steps in the above method, and will not be repeated here.

[0108] For the device embodiments, since they basically correspond to the method embodiments, the relevant descriptions can be found in the descriptions of the method embodiments. The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this application according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0109] In the 1990s, improvements to a technology could be clearly distinguished as either hardware improvements (e.g., improvements to the circuit structure of diodes, transistors, switches, etc.) or software improvements (improvements to the methodology). However, with technological advancements, many improvements to the methodology today can be considered direct improvements to the hardware circuit structure. Designers almost always obtain the corresponding hardware circuit structure by programming the improved methodology into the hardware circuit. Therefore, it cannot be said that an improvement to the methodology cannot be implemented using a hardware entity module. Those skilled in the art should also understand that by simply performing some logic programming on the methodology using the aforementioned hardware description languages ​​and programming it into an integrated circuit, it is easy to obtain the hardware circuit that implements the logical methodology.

[0110] The controller can be implemented in any suitable manner. Those skilled in the art will recognize that, besides implementing the controller as purely computer-readable program code, the same functionality can be achieved by logically programming the method steps, making the controller function as logic gates, switches, application-specific integrated circuits (ASICs), programmable logic controllers (PLCs), and embedded microcontrollers. Therefore, such a controller can be considered a hardware component, and the devices included within it for implementing various functions can also be considered structures within that hardware component. Alternatively, the devices for implementing various functions can be considered both software modules implementing the method and structures within a hardware component.

[0111] The systems, devices, modules, or units described in the above embodiments can be implemented by computer chips or physical entities, or by products with certain functions. A typical implementation device is a server system. Of course, this application does not exclude the possibility that, with the future development of computer technology, the computer implementing the functions of the above embodiments can be, for example, a personal computer, a laptop computer, an in-vehicle human-machine interaction device, a cellular phone, a camera phone, a smartphone, a personal digital assistant, a media player, a navigation device, an email device, a game console, a tablet computer, a wearable device, or any combination of these devices.

[0112] While one or more embodiments of this application provide the method operation steps as described in the embodiments or flowcharts, more or fewer operation steps may be included based on conventional or non-inventive means. The order of steps listed in the embodiments is merely one possible order of execution among many steps and does not represent the only possible order. In actual device or end product execution, the methods shown in the embodiments or drawings may be executed sequentially or in parallel (e.g., in a parallel processor or multi-threaded processing environment, or even a distributed data processing environment). The terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, product, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, product, or apparatus. Without further limitations, the presence of other identical or equivalent elements in the process, method, product, or apparatus that includes said elements is not excluded. For example, the use of terms such as "first," "second," etc., is used to denote names and does not indicate any particular order.

[0113] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, when implementing one or more of this application, the functions of each module can be implemented in one or more software and / or hardware, or a module that performs the same function can be implemented by a combination of multiple sub-modules or sub-units. The device embodiments described above are merely illustrative. For example, the division of units is only a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some interfaces; indirect couplings or communication connections between devices or units may be electrical, mechanical, or other forms.

[0114] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0115] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0116] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0117] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0118] Memory may include non-persistent storage in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0119] Computer-readable media, including both permanent and non-permanent, removable and non-removable media, can store information using any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage, graphene storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0120] Those skilled in the art will understand that one or more embodiments of this application can be provided as a method, system, or computer program product. Therefore, one or more embodiments of this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, one or more embodiments of this application can take the form of a computer program product implemented on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0121] One or more embodiments of this application can be described in the general context of computer-executable instructions, such as program modules, that are executed by a computer. Generally, program modules include routines, programs, objects, components, data structures, etc., that perform a specific task or implement a specific abstract data type. One or more embodiments of this application can also be practiced in distributed computing environments where tasks are performed by remote processing devices connected via a communication network. In a distributed computing environment, program modules can reside in local and remote computer storage media, including storage devices.

[0122] The various embodiments in this application are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, for system embodiments, since they are basically similar to method embodiments, the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments. In the description of this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this application, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. In addition, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this application and the features of different embodiments or examples.

[0123] The above description is merely an embodiment of one or more embodiments of this application and is not intended to limit the scope of the one or more embodiments of this application. For those skilled in the art, various modifications and variations can be made to the one or more embodiments of this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of this application should be included within the scope of the claims.

Claims

1. A control method for recovering gliding energy, characterized in that, A vehicle control system applied to a vehicle, the method comprising: Based on the relevant information of the identified target in front of the vehicle during the vehicle's operation and the vehicle's own driving information, the deceleration of the vehicle when performing coasting energy recovery is estimated; wherein, the driving information includes the vehicle's current speed; Obtain a preset energy recovery torque lookup table, which records the mapping relationship between preset vehicle speed, preset deceleration, and preset recovery torque value; If there is no mapping relationship between the current vehicle speed and the estimated deceleration in the energy recovery torque lookup table, the recovery torque value corresponding to the current vehicle speed and the deceleration is calculated according to the mapping relationship in the energy recovery torque lookup table and the preset calculation function. Based on the calculated recovery torque value, the vehicle is controlled to perform coasting energy recovery.

2. The method according to claim 1, characterized in that, The method further includes: By using onboard sensors to detect targets in the direction of travel of the vehicle, relevant information about the identified targets in front of the vehicle can be obtained; and / or, The system receives information about identified targets in front of the vehicle obtained from detection by external detection devices in the vehicle's direction of travel.

3. The method according to claim 1, characterized in that, Also includes: When the adaptive energy recovery mode is not activated, the vehicle is controlled to perform coasting energy recovery according to the fixed energy recovery intensity level selected by the user. When the adaptive energy recovery mode is activated, if there is no target in front of the vehicle, the vehicle is controlled to perform the lowest level of coasting energy recovery. The step of controlling the vehicle to perform coasting energy recovery based on the calculated recovery torque value includes: When the adaptive energy recovery mode is activated, if there is a target in front of the vehicle, the vehicle is controlled to perform coasting energy recovery based on the calculated recovery torque value.

4. The method according to claim 1, characterized in that, The identified target includes any of the following: the vehicle in front, traffic lights, speed limit signs, curves, or roundabouts; When the identified target is a vehicle in front, the relevant information of the identified target includes the speed of the vehicle in front and the distance between the vehicle and the vehicle in front. The vehicle's own driving information includes the current speed and a preset safe distance. The estimated deceleration of the vehicle when performing coasting energy recovery includes: When the distance is less than the safe distance, the deceleration value corresponding to the maximum energy recovery torque of the current vehicle is determined to be the deceleration value of the vehicle when performing the coasting energy recovery; when the distance is greater than the safe distance and the current vehicle speed is less than the speed of the vehicle in front, the deceleration value corresponding to the minimum energy recovery torque of the current vehicle is determined to be the deceleration value of the vehicle when performing the coasting energy recovery; when the distance is greater than the safe distance and the current vehicle speed is greater than the speed of the vehicle in front, the deceleration value of the current vehicle when it reaches the safe distance and its speed is equal to the speed of the vehicle in front is calculated. When the identified target is not the vehicle in front, the relevant information of the identified target includes the target speed of the vehicle when it reaches the position of the identified target and the distance between the vehicle and the identified target. The vehicle's own driving information includes the current speed. The estimation of the deceleration of the vehicle when performing coasting energy recovery includes: calculating the deceleration when the current vehicle reaches the position of the identified target and the speed is equal to the target speed.

5. The method according to claim 1, characterized in that, The step of controlling the vehicle to perform coasting energy recovery based on the calculated recovery torque value includes: If the calculated recovery torque value is not greater than the maximum torque value that the vehicle's electric drive system can withstand, the vehicle's electric drive system is controlled to provide braking force corresponding to the calculated recovery torque value. If the calculated recovery torque value is greater than the maximum torque value that the vehicle's electric drive system can withstand, the electric drive system is controlled to provide braking force no greater than the maximum torque value it can withstand, and the vehicle's hydraulic braking system is controlled to perform braking compensation.

6. The method according to claim 1, characterized in that, The method of controlling the vehicle to perform coasting energy recovery also includes: If the torque of the coasting energy recovery is greater than the preset recovery intensity torque and no steering signal is detected in the current vehicle, a prompt will be issued to the driver to release the accelerator to initiate energy recovery. Once it is determined that the driver has released the accelerator, the vehicle is controlled to perform coasting energy recovery.

7. A control device for recovering gliding energy, characterized in that, include: The deceleration prediction unit is used to predict the deceleration of the vehicle when performing coasting energy recovery based on relevant information of the identified target in front of the vehicle and the vehicle's own driving information; wherein, the driving information includes the vehicle's current speed. The query unit is used to obtain a preset energy recovery torque lookup table, which records the mapping relationship between preset vehicle speed, preset deceleration and preset recovery torque value; The calculation unit is used to calculate the recovery torque value corresponding to the current vehicle speed and the estimated deceleration according to the mapping relationship in the energy recovery torque lookup table and a preset calculation function when there is no mapping relationship between the current vehicle speed and the estimated deceleration in the energy recovery torque lookup table. An energy recovery unit is used to control the vehicle to recover coasting energy based on a calculated recovery torque value.

8. An electronic device, characterized in that, include: Processor, memory; The memory is used to store computer programs; The processor is configured to execute the control method for gliding energy recovery as described in any one of claims 1-6 by invoking the computer program.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by the processor, the program implements the control method for gliding energy recovery as described in any one of claims 1-6.

10. A vehicle, characterized in that, The vehicle includes the coasting energy recovery control device as described in claim 7.

Images