Vehicle energy recovery method and device, system, storage medium, and electronic device

Abstract

The present invention provides a vehicle energy recovery method and apparatus, system, storage medium, and electronic device, belonging to the field of vehicle control. The method comprises: determining whether energy recovery activation conditions are met based on first vehicle status information of a target vehicle; if the target vehicle meets the energy recovery activation conditions, activating the target vehicle's energy recovery switch, and determining the original energy recovery torque based on the target vehicle's speed; obtaining the target vehicle's driving road condition information and driving state information, and calculating a correction coefficient for the original torque based on the driving road condition information and driving state information; selecting a motor recovery torque based on the correction coefficient and the original torque; and recovering energy from the target vehicle using the motor recovery torque. The embodiments of the present invention solve the technical problem of low efficiency when using a fixed gear for energy recovery in related technologies, achieving high energy recovery efficiency, strong adaptability, and minimal impact on comfort and safety.

Description

Technical Field

[0001] The present invention relates to vehicle control, and in particular to a vehicle energy recovery method and device, system, storage medium, and electronic device. Background Art

[0002] Regarding related technologies, policies such as carbon neutrality and dual-credit policies are prompting major automakers to accelerate their transition to new energy vehicles. Increased supply, reduced costs, growing user acceptance, industrial technological innovation, improved charging infrastructure, and rising oil prices are driving a rapid increase in the number of new energy vehicles in my country. Since the advent of electric vehicles, their range has been a key concern. Despite the rapid growth of electric vehicles in recent years, their power batteries have relatively low energy density, and their range and charging speeds still fall short of daily needs. In this context, in addition to improving energy storage and drive methods, energy recovery technology is becoming increasingly important as an effective means of extending range. To improve both pure electric range and overall range, electric vehicles are equipped with energy recovery systems. Energy recovery systems convert vehicle inertia during coasting and braking conditions into electrical energy stored in the power battery through the reverse rotation of the drive motor. The power battery then supplies this energy to the vehicle, thereby recovering energy during driving and improving the overall range of the electric vehicle. Energy recovery is a key energy-saving method for new energy vehicles. Research has shown that vehicles experience frequent acceleration and deceleration in urban areas, with braking dissipation accounting for 40-50% of the total driving energy. In some urban areas, nearly 34% (50% or even more) of the driving energy is lost during braking, while in some cities it can reach as high as 80%. In suburban areas, at least 20% of the driving energy is lost during braking. In electric vehicles, the efficiency of converting this energy from the drive wheels to the power battery through the electrical system can reach up to 68%. Braking energy regeneration can generally extend an electric vehicle's driving range by 15-20%, making it a key factor in determining its energy efficiency. In urban areas or on roads with frequent driving conditions, it can increase driving range by approximately 20%. According to test data, the average contribution of regenerative braking to the NEDC range is approximately 15%, with some achieving around 20%. It is generally believed that in normal braking situations, approximately one-fifth of the energy can be regenerated through braking, even in non-emergency situations. However, in practice, energy regeneration is limited by the type of braking system, braking safety regulations, driving comfort, motor type, and battery system, and the actual results vary significantly from theoretical values. Therefore, new energy vehicles strongly demand a highly efficient energy regeneration system.

[0003] In related technologies, brake energy regeneration in regenerative systems cannot be configured, while coasting energy regeneration can only be adjusted in a few settings. For example, Tesla models only have two settings: standard and low. This limited selection of regenerative levels can result in noticeable or subtle deceleration during coasting, resulting in a poor user experience. Regenerative systems on the market have three major drawbacks. 1. Over 95% of regenerative systems have only a few settings for coasting energy regeneration. When the vehicle is set to a high regenerative level, the driver releases the brake or accelerator pedal, causing a noticeable jerk and deceleration, which can cause a noticeable feeling of disorientation. When the vehicle is set to a low regenerative level, the driver releases the brake or accelerator pedal, causing no noticeable deceleration, resulting in a longer coasting distance and a less noticeable sensation. 2. Vehicle driving scenarios are complex, and road conditions vary, often encompassing more than just downhill, uphill, or flat roads. Therefore, a single regenerative level cannot accommodate all road conditions, resulting in low regenerative efficiency. If the total amount of regenerative energy required is increased, the user needs to manually adjust the regenerative energy intensity for different scenarios: On downhill roads, if the regenerative energy intensity is set to a weaker setting, the vehicle will not decelerate sufficiently when coasting, causing the user to brake or attempt to brake suddenly. As a result, only a small portion of the vehicle's kinetic energy is recovered, with most of it being converted to heat and lost. On uphill roads, if the regenerative function is not available, the vehicle can coast using inertia, but if the regenerative energy intensity is set to a stronger setting, the vehicle will not be able to coast, requiring the power battery to drive the motor to pass. 3. When the vehicle ahead is close, the vehicle coasting will have a weaker regenerative energy intensity, resulting in insufficient deceleration, causing the user to brake or attempt to brake suddenly. As a result, only a small portion of the vehicle's kinetic energy is recovered, with most of it being converted to heat and lost. When the vehicle ahead is far away, the vehicle coasting will have a stronger regenerative energy intensity, causing the vehicle to decelerate faster, resulting in a shorter coasting distance. This increases the driving demand for the same distance, and the driving energy consumption exceeds the regenerative energy.

[0004] For the above-mentioned problems existing in related technologies, no efficient and accurate solutions have been found yet. Summary of the Invention

[0005] The present invention provides a vehicle energy recovery method and device, system, storage medium, and electronic device to solve technical problems in related technologies.

[0006] According to one embodiment of the present invention, a vehicle energy recovery method is provided, comprising: determining whether an energy recovery activation condition is satisfied based on first vehicle status information of a target vehicle; if the target vehicle satisfies the energy recovery activation condition, activating an energy recovery switch of the target vehicle, and determining an original energy recovery torque based on the vehicle speed of the target vehicle; obtaining driving road condition information and driving status information of the target vehicle, and calculating a correction coefficient of the original torque based on the driving road condition information and driving status information; selecting a motor recovery torque based on the correction coefficient and the original torque; and recovering energy from the target vehicle using the motor recovery torque.

[0007] Furthermore, the driving road condition information and driving state information of the target vehicle are obtained, and the correction coefficient of the original torque is calculated based on the driving road condition information and driving state information, including: obtaining the preceding vehicle distance of the adjacent vehicle in the lane of the target vehicle and the longitudinal acceleration of the target vehicle; calculating the preceding vehicle correction coefficient based on the preceding vehicle distance and the longitudinal acceleration, wherein the preceding vehicle correction coefficient is negatively correlated with the preceding vehicle distance and negatively correlated with the longitudinal acceleration, and the correction coefficient includes the preceding vehicle correction coefficient.

[0008] Furthermore, obtaining the driving road condition information and driving state information of the target vehicle, and calculating the correction coefficient of the original torque based on the driving road condition information and driving state information includes: obtaining the road slope ahead of the vehicle from a high-precision navigation module of the target vehicle; calculating the slope correction coefficient based on the road slope, wherein the slope correction coefficient is negatively correlated with the road slope, and the correction coefficient includes the slope correction coefficient.

[0009] Furthermore, the driving road condition information and driving status information of the target vehicle are obtained, and the correction coefficient of the original torque is calculated based on the driving road condition information and driving status information, including: obtaining the driving distance from the target vehicle to the next intersection, the road congestion, and the traffic light status at the intersection from the high-precision navigation module of the target vehicle; using the driving distance, road congestion, and the traffic light status at the intersection to predict the travel time of the target vehicle through the next intersection; and calculating the correction coefficient of the front intersection based on the travel time, wherein the road congestion is positively correlated with the travel time, and the correction coefficient includes the correction coefficient of the front intersection.

[0010] Furthermore, selecting the motor recovery torque based on the correction coefficient and the original torque includes: using the correction coefficient and adjusting the original torque to obtain the energy recovery torque; obtaining the first maximum recovery torque of the energy recovery motor of the target vehicle and the second maximum recovery torque corresponding to the maximum charging power of the battery; and selecting the smallest value among the energy recovery torque, the first maximum recovery torque, and the second maximum recovery torque as the motor recovery torque.

[0011] Furthermore, the correction coefficient includes a preceding vehicle correction coefficient, a slope correction coefficient, and a road intersection correction coefficient. Using the correction coefficient and adjusting the original torque to obtain the energy recovery torque includes: obtaining the weight b1 of the preceding vehicle correction coefficient, the weight b2 of the slope correction coefficient, and the weight b3 of the road intersection correction coefficient, wherein b1+b2+b3=1; using the following formula to calculate the coefficient adjustment recovery torque N2: N2=(1+b1×k1+b2×k2+b3×k3)×N1; wherein k1 is the preceding vehicle correction coefficient, k2 is the slope correction coefficient, k3 is the road intersection correction coefficient, and N1 is the original torque; judging whether N2 is less than 0; if N2 is less than 0, outputting 0 as the energy recovery torque; if N2 is greater than or equal to 0, outputting N2 as the energy recovery torque.

[0012] Furthermore, judging whether the energy recovery activation condition is met based on the first vehicle status information of the target vehicle includes: detecting the following first vehicle status information of the target vehicle: the state of the accelerator pedal, the vehicle speed, the vehicle gear, the state of the power battery, and the state of the energy recovery component; judging whether the first vehicle status information simultaneously meets the following activation conditions: the accelerator pedal is not stepped on, the vehicle speed is greater than a first preset speed, the vehicle gear is in the forward gear, the power battery is in a normal working state, and the energy recovery component is in a normal working state; if the first vehicle status information simultaneously meets the activation conditions, it is determined that the target vehicle meets the energy recovery activation condition.

[0013] Furthermore, after using the motor recovery torque to recover energy from the target vehicle, the method also includes: judging whether an energy recovery exit condition is met based on second vehicle status information of the target vehicle; if the target vehicle meets the energy recovery exit condition, stopping energy recovery from the target vehicle.

[0014] Furthermore, judging whether the energy recovery exit condition is met based on the second vehicle status information of the target vehicle includes: detecting the following second vehicle status information of the target vehicle: the on / off state of the energy recovery button, the state of the accelerator pedal, the vehicle speed, the vehicle gear, the state of the power battery, and the state of the energy recovery component; judging whether the second vehicle status information of the target vehicle meets the following exit conditions: the energy recovery button is in the off state, the accelerator pedal is in the stepped state, the vehicle speed is less than the second preset speed, the vehicle gear is not in the forward gear, the power battery is in a fault state, and the energy recovery component is in a fault state; if the second vehicle status information meets any one of the exit conditions, it is determined that the target vehicle meets the energy recovery exit condition.

[0015] According to another embodiment of the present invention, a vehicle energy recovery device is provided, comprising: a first judgment module for judging whether an energy recovery activation condition is satisfied based on first vehicle status information of a target vehicle; a determination module for activating an energy recovery switch of the target vehicle if the target vehicle satisfies the energy recovery activation condition, and determining an original torque for energy recovery based on a vehicle speed of the target vehicle; a calculation module for obtaining driving road condition information and driving status information of the target vehicle, and calculating a correction coefficient of the original torque based on the driving road condition information and driving status information; a selection module for selecting a motor recovery torque based on the correction coefficient and the original torque; and a control module for recovering energy from the target vehicle using the motor recovery torque.

[0016] Furthermore, the calculation module includes: a first acquisition unit, used to obtain the preceding vehicle distance of the adjacent vehicle in the lane of the target vehicle and the longitudinal acceleration of the target vehicle; a first calculation unit, used to calculate the preceding vehicle correction coefficient based on the preceding vehicle distance and the longitudinal acceleration, wherein the preceding vehicle correction coefficient is negatively correlated with the preceding vehicle distance and negatively correlated with the longitudinal acceleration, and the correction coefficient includes the preceding vehicle correction coefficient.

[0017] Furthermore, the calculation module includes: a second acquisition unit, used to obtain the road slope ahead of the vehicle from the high-precision navigation module of the target vehicle; a second calculation unit, used to calculate the slope correction coefficient based on the road slope, wherein the slope correction coefficient is negatively correlated with the road slope, and the correction coefficient includes the slope correction coefficient.

[0018] Furthermore, the calculation module includes: a third acquisition unit, used to obtain the driving distance, road congestion, and traffic light status of the target vehicle to the next intersection from the high-precision navigation module of the target vehicle; a prediction unit, used to use the driving distance, road congestion, and traffic light status at the intersection to predict the travel time of the target vehicle through the next intersection; a third calculation unit, used to calculate the correction coefficient of the front intersection based on the travel time, wherein the road congestion is positively correlated with the travel time, and the correction coefficient includes the correction coefficient of the front intersection.

[0019] Furthermore, the selection module includes: an adjustment unit for adopting the correction coefficient and adjusting the original torque to obtain the energy recovery torque; an acquisition unit for obtaining the first maximum recovery torque of the energy recovery motor of the target vehicle and the second maximum recovery torque corresponding to the maximum charging power of the battery; and a selection unit for selecting the minimum value among the energy recovery torque, the first maximum recovery torque, and the second maximum recovery torque as the motor recovery torque.

[0020] Furthermore, the correction coefficient includes a preceding vehicle correction coefficient, a slope correction coefficient, and a road intersection correction coefficient. The adjustment unit includes: an acquisition subunit, used to obtain the weight b1 of the preceding vehicle correction coefficient, the weight b2 of the slope correction coefficient, and the weight b3 of the road intersection correction coefficient, wherein b1+b2+b3=1; a calculation subunit, used to calculate the coefficient adjustment recovery torque N2 using the following formula: N2=(1+b1×k1+b2×k2+b3×k3)×N1; wherein k1 is the preceding vehicle correction coefficient, k2 is the slope correction coefficient, k3 is the road intersection correction coefficient, and N1 is the original torque; a judgment subunit, used to judge whether N2 is less than 0; an output subunit, used to output 0 as energy recovery torque if N2 is less than 0; and output N2 as energy recovery torque if N2 is greater than or equal to 0.

[0021] Furthermore, the first judgment module includes: a detection unit, used to detect the following first vehicle status information of the target vehicle: the status of the accelerator pedal, the vehicle speed, the vehicle gear, the status of the power battery, and the status of the energy recovery component; a judgment unit, used to judge whether the first vehicle status information simultaneously meets the following activation conditions: the accelerator pedal is not stepped on, the vehicle speed is greater than a first preset speed, the vehicle gear is in the forward gear, the power battery is in a normal working state, and the energy recovery component is in a normal working state; a determination unit, used to determine that the target vehicle meets the energy recovery activation condition if the first vehicle status information simultaneously meets the activation conditions.

[0022] Furthermore, the device also includes: a second judgment module, which is used to judge whether the energy recovery exit condition is met according to the second vehicle status information of the target vehicle after the control module uses the motor recovery torque to recover energy of the target vehicle; and a stop module, which is used to stop energy recovery of the target vehicle if the target vehicle meets the energy recovery exit condition.

[0023] Furthermore, the second judgment module includes: a detection unit for detecting the following second vehicle status information of the target vehicle: the on / off state of the energy recovery button, the state of the accelerator pedal, the vehicle speed, the vehicle gear, the state of the power battery, and the state of the energy recovery component; a judgment unit for judging whether the second vehicle status information of the target vehicle meets the following exit conditions: the energy recovery button is in the off state, the accelerator pedal is in the stepped state, the vehicle speed is less than the second preset speed, the vehicle gear is not in the forward gear, the power battery is in a fault state, and the energy recovery component is in a fault state; a determination unit for determining that the target vehicle meets the energy recovery exit condition if the second vehicle status information meets any one of the exit conditions.

[0024] According to another aspect of an embodiment of the present application, a vehicle energy recovery system is also provided, including: a gateway, which is connected to a high-precision navigation module, a power control module, an energy recovery control module, a power battery control module, an adaptive cruise controller, and an integrated braking control module through a vehicle bus to realize signal interaction between the various modules; a high-precision navigation module, which is used to provide the driving distance of the target vehicle to the next intersection, the road congestion, and the traffic light status at the intersection; a power control module, which is used to determine the original torque of energy recovery according to the speed of the target vehicle, obtain the driving road condition information of the target vehicle to calculate the correction coefficient of the original torque, and select the motor recovery torque according to the correction coefficient and the original torque; an energy recovery control module, which is used to use the motor recovery torque to recover energy from the target vehicle and use the recovered electrical energy to charge the power battery; a power battery control module, which is used to monitor the battery status of the target vehicle; an adaptive cruise controller, which is used to realize adaptive cruise and monitor the distance to the vehicle in front and the acceleration of the vehicle; and an integrated braking control module, which is used to monitor the speed of the target vehicle.

[0025] According to another aspect of an embodiment of the present application, a storage medium is further provided, which includes a stored program, and the above steps are executed when the program is run.

[0026] According to another aspect of an embodiment of the present application, an electronic device is also provided, including a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other through the communication bus; wherein: the memory is used to store computer programs; the processor is used to execute the steps in the above method by running the program stored in the memory.

[0027] An embodiment of the present application also provides a computer program product comprising instructions, which, when executed on a computer, enables the computer to execute the steps in the above method.

[0028] Beneficial effects of the present invention:

[0029] 1. The present invention adaptively adjusts the vehicle's energy recovery intensity through the target vehicle's driving road condition information and driving status information, and regulates the energy recovery intensity of the entire vehicle in real time, thereby actively realizing intelligent adaptive energy recovery more efficiently and accurately, improving the adaptability and flexibility of the energy recovery process, and avoiding the problem of users perceiving obvious frustration, dizziness, and poor driving comfort caused by improper energy recovery intensity setting.

[0030] 2. The present invention obtains the distance between the preceding vehicle and its adjacent neighbor and calculates a preceding vehicle correction factor based on the preceding vehicle distance. This avoids the problem of insufficient deceleration of a coasting vehicle due to weaker energy recovery intensity when the preceding vehicle is close, increasing the number of braking or emergency braking times and resulting in low energy recovery efficiency. It also avoids the problem of rapid speed decay of a coasting vehicle due to stronger energy recovery intensity when the preceding vehicle is far away, increasing driving demand and causing driving energy consumption to exceed the recovered energy. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0032] Figure 1 This is a hardware structure block diagram of a vehicle according to an embodiment of the present invention;

[0033] Figure 2 is a flow chart of a vehicle energy recovery method according to an embodiment of the present invention;

[0034] Figure 3 is a schematic diagram of an energy recovery system for a vehicle according to an embodiment of the present invention;

[0035] Figure 4 This is a flow chart of outputting the correction coefficient of the preceding vehicle in an embodiment of the present invention;

[0036] Figure 5 is an output flow chart of the slope correction coefficient in an embodiment of the present invention;

[0037] Figure 6 This is a flow chart of outputting the correction coefficient of the forward intersection in an embodiment of the present invention;

[0038] Figure 7 is a flow chart of adaptive energy recovery in an embodiment of the present invention;

[0039] Figure 8 4 is a structural block diagram of an energy recovery device for a vehicle according to an embodiment of the present invention. DETAILED DESCRIPTION

[0040] In order to enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only embodiments of a part of the present application, not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work should fall within the scope of protection of this application. It should be noted that, in the absence of conflict, the embodiments in the present application and the features in the embodiments can be combined with each other.

[0041] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequential order. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0042] Example 1

[0043] The method embodiment provided in the first embodiment of the present application can be executed in a vehicle, a vehicle controller, a motor controller, an energy recovery controller, a brake controller, or a similar processing device. Taking the operation on a vehicle as an example, Figure 1 FIG. 1 is a hardware structure diagram of a vehicle according to an embodiment of the present invention. Figure 1 As shown, the vehicle may include one or more ( Figure 1Only one is shown in the figure) a processor 102 (the processor 102 may include but is not limited to a microprocessor MCU or a programmable logic device FPGA and other processing devices) and a memory 104 for storing data. Optionally, the above vehicle may also include a transmission device 106 and an input and output device 108 for communication functions. It will be understood by those skilled in the art that Figure 1 The structure shown is only for illustration and does not limit the structure of the above vehicle. Figure 1 More or fewer components than shown, or with Figure 1 Different configurations shown.

[0044] The memory 104 can be used to store vehicle programs, for example, software programs and modules of application software, such as a vehicle program corresponding to an energy recovery method for a vehicle in an embodiment of the present invention. The processor 102 executes various functional applications and data processing by running the vehicle program stored in the memory 104, that is, implementing the above-mentioned method. The memory 104 may include a high-speed random access memory, and may also include a non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some examples, the memory 104 may further include a memory remotely located relative to the processor 102, and these remote memories may be connected to the vehicle via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0045] Transmission device 106 is used to receive or transmit data via a network. A specific example of such a network may include a wireless network provided by the vehicle's communications provider. In one embodiment, transmission device 106 includes a network interface controller (NIC), which can connect to other network devices via a base station to enable communication with the Internet. In another embodiment, transmission device 106 may be a radio frequency (RF) module for wireless communication with the Internet.

[0046] In this embodiment, a vehicle energy recovery method is provided. Figure 2 is a flow chart of a vehicle energy recovery method according to an embodiment of the present invention. Figure 2 As shown, the process includes the following steps:

[0047] Step S202, determining whether an energy recovery activation condition is met based on first vehicle state information of the target vehicle;

[0048] The target vehicle of this embodiment is a battery-powered vehicle, which can be a pure electric vehicle, a plug-in hybrid, a mild hybrid, an electric hybrid, etc. This embodiment can be applied in driving scenarios with autonomous driving, assisted driving, or when the ACC (Adaptive Cruise Control) function is activated.

[0049] The first vehicle status information may include, but is not limited to: the status of the accelerator pedal, the vehicle speed, the vehicle gear position, the status of the power battery, and the status of the energy recovery component.

[0050] Step S204: If the target vehicle meets the energy recovery activation condition, activate the energy recovery switch of the target vehicle and determine the original torque of energy recovery according to the speed of the target vehicle;

[0051] Optionally, a mapping relationship between different vehicle speed ranges and original torques is preset and configured as a MAP (mapping table), and the MAP is queried in real time according to the vehicle speed to determine the original torque request N1 for adaptive recovery.

[0052] Step S206, obtaining the driving road condition information and driving state information of the target vehicle, and calculating the correction coefficient of the original torque based on the driving road condition information and driving state information;

[0053] Optionally, the initial value of the correction coefficient is 1 (corresponding to standard intensity), different correction coefficients correspond to different energy recovery intensities, and the original torque*(1+correction coefficient)=the coefficient-adjusted recovery torque after adaptive adjustment.

[0054] Step S208, selecting the motor recovery torque according to the correction coefficient and the original torque;

[0055] Step S210 , recovering energy from the target vehicle using the motor's recovered torque.

[0056] By controlling the energy recovery motor based on the motor's recovered torque to brake the vehicle, the battery is driven to charge, and the kinetic energy is converted into electrical energy to achieve energy recovery.

[0057] Energy recovery can extend the vehicle's driving range: the mechanical energy that would have been lost during coasting and braking conditions during vehicle driving can be recovered and converted into power battery electricity, thereby increasing the vehicle's mileage; the number of braking conditions can be reduced: drivers with rich experience in electric vehicle driving can reasonably use kinetic energy recovery to slow down, reduce the number of brakes, and thus save brake pads; the braking effect can also be improved: while the vehicle is braking, the energy recovery system will also generate reverse torque, which is equivalent to enhancing the braking effect.

[0058] Through the above steps, it is determined whether the energy recovery activation conditions are met according to the first vehicle status information of the target vehicle. If the target vehicle meets the energy recovery activation conditions, the energy recovery switch of the target vehicle is activated, the original torque of energy recovery is determined according to the vehicle speed of the target vehicle, the driving road condition information and driving state information of the target vehicle are obtained, the correction coefficient of the original torque is calculated according to the driving road condition information and driving state information, the motor recovery torque is selected according to the correction coefficient and the original torque, and the target vehicle is energy recovered by using the motor recovery torque. The energy recovery intensity of the vehicle can be adaptively adjusted according to the driving road condition information and driving state information of the target vehicle, which solves the technical problem of low efficiency when using a fixed gear for energy recovery in the related art, and has the effects of high energy recovery efficiency, strong adaptability, and little impact on comfort and safety.

[0059] The energy recovery scenarios of this embodiment include coasting energy recovery and braking energy recovery. The difference between these two types of energy recovery is whether the vehicle has a braking demand. Coasting energy recovery refers to the process of determining the maximum allowable motor recovery torque based on the current vehicle speed, remaining power battery charge, energy recovery level, and motor status during the vehicle's coasting condition (no braking or acceleration request). The drive motor uses this torque to reversely rotate and generate electricity, charging the power battery. According to the above process, the vehicle's kinetic energy is converted into electrical energy and stored in the power battery. Braking energy recovery, also known as regenerative braking or energy recovery braking, refers to the excess energy released during vehicle deceleration / braking or coasting. While ensuring braking efficiency, the drive motor is controlled to operate as a generator. A portion of the vehicle's kinetic energy is converted into electrical energy through an energy conversion device connected to the drive shaft and stored in the power battery. This energy is then used for subsequent acceleration. When used, the energy can be quickly released to achieve the goal of recovering braking energy, thereby extending the driving range of electric vehicles. At the same time, the motor applies regenerative torque to the drive shaft to brake the vehicle. When the motor's regenerative braking torque isn't sufficient to meet the vehicle's braking needs, the integrated brake module's hydraulic brakes step in to compensate. Coasting regenerative braking and braking regenerative braking are independent of each other; while coasting regenerative braking is in effect, braking regenerative braking is not. However, during braking regenerative braking, the total amount of energy recovered by the regenerative braking system is the sum of both braking and coasting regenerative braking.

[0060] The solution of this embodiment also provides a vehicle energy recovery system, including: a gateway, connected to a high-precision navigation module, a power control module, an energy recovery control module, a power battery control module, an adaptive cruise control module, and an integrated brake control module via a vehicle bus, for implementing signal interaction between the modules; a high-precision navigation module, for providing the target vehicle's driving distance to the next intersection, road congestion, and the status of traffic lights at the intersection; a power control module, for determining the original torque for energy recovery based on the target vehicle's speed, obtaining the target vehicle's driving road condition information to calculate a correction coefficient for the original torque, and selecting the motor recovery torque based on the correction coefficient and the original torque; an energy recovery control module, for recovering energy from the target vehicle using the motor recovery torque and charging the power battery using the recovered electrical energy; a power battery control module, for monitoring the battery status of the target vehicle; an adaptive cruise control module, for implementing adaptive cruise control and monitoring the distance to the preceding vehicle and the vehicle's acceleration; and an integrated brake control module, for monitoring the target vehicle's speed.

[0061] The energy recovery system may also include other functional modules in addition to the above modules. Figure 3 This is a schematic diagram of the energy recovery system of a vehicle in an embodiment of the present invention, including: a gateway, a human-computer interaction module, a power control module, a motor control module, a power battery control module, an adaptive cruise controller, and an integrated brake control module.

[0062] Gateway: Transfers the signals required by the energy recovery system to the vehicle bus where the target controller is located, realizing signal interaction between various controllers.

[0063] Human-computer interaction module: provides real-time feedback to the driver and controls the energy recovery system.

[0064] High-precision navigation module (stores high-precision maps): responsible for providing information on traffic light times and road congestion at the intersection ahead; this module is also equipped with an acceleration sensor that can provide road slope data.

[0065] Powertrain Control Module: This module monitors vehicle speed, motor, battery, and road conditions. It adjusts the energy recovery intensity and calculates the correction factor in real time based on vehicle status and road conditions. The module also interacts with the vehicle control system to ensure driving comfort and safety.

[0066] Motor control module: consumes electrical energy to drive the entire vehicle.

[0067] Energy recovery control module: This module has high energy conversion efficiency and can convert the energy generated during braking and coasting into electrical energy and charge the power battery.

[0068] Power battery control module: responsible for controlling the battery charging and discharging process, as well as monitoring the battery status to prevent overcharging or over-discharging, and ensure the safety and effectiveness of the battery.

[0069] Adaptive cruise controller: responsible for realizing intelligent driving adaptive cruise, monitoring the distance to the vehicle in front, longitudinal acceleration and lateral acceleration.

[0070] Integrated brake control module: responsible for vehicle braking and parking, while monitoring vehicle speed.

[0071] In one implementation of the present embodiment, determining whether the energy recovery activation condition is met based on the first vehicle status information of the target vehicle includes: detecting the following first vehicle status information of the target vehicle: the state of the accelerator pedal, the vehicle speed, the vehicle gear, the state of the power battery, and the state of the energy recovery component; determining whether the first vehicle status information simultaneously meets the following activation conditions: the accelerator pedal is not stepped on, the vehicle speed is greater than a first preset speed, the vehicle gear is in the forward gear, the power battery is in a normal working state, and the energy recovery component is in a normal working state; if the first vehicle status information simultaneously meets the activation conditions, it is determined that the target vehicle meets the energy recovery activation conditions.

[0072] By setting the intelligent adaptive energy recovery function to be turned on on the vehicle's human-machine interaction module, the gateway sends the intelligent adaptive energy recovery function activation signal to the power control module, and the intelligent adaptive energy recovery system is in a waiting state. The power control module determines whether the intelligent adaptive energy recovery system is activated based on the following conditions:

[0073] The driver did not step on the accelerator pedal;

[0074] The vehicle speed is greater than 3km / h (calibrated value);

[0075] The vehicle gear is D gear;

[0076] The power battery is not in a faulty state and is in a rechargeable state;

[0077] The motor control module, energy recovery control module and motor are not in a fault state;

[0078] The powertrain control module monitors the above vehicle status conditions and determines whether to activate the intelligent adaptive energy recovery function. If all conditions are met, the intelligent adaptive energy recovery function is activated, activating the energy recovery switch of the target vehicle without the need for manual activation by the user.

[0079] In this embodiment, the road condition information includes one or more types of road condition information. Different types of road condition information may have different correction coefficients. The correction coefficients may be combined in a weighted average manner to obtain a total correction coefficient.

[0080] In one implementation of this embodiment, obtaining driving condition information and driving state information of the target vehicle and calculating a correction coefficient for the original torque based on the driving condition information and driving state information includes: obtaining the distance to a preceding vehicle in the target vehicle's lane and the longitudinal acceleration of the target vehicle; and calculating a preceding vehicle correction coefficient based on the preceding vehicle distance and the longitudinal acceleration, wherein the preceding vehicle correction coefficient is negatively correlated with the preceding vehicle distance and the longitudinal acceleration, and the correction coefficient includes a preceding vehicle correction coefficient. In addition to considering the longitudinal acceleration, the lateral acceleration may also be considered, and the preceding vehicle correction coefficient is negatively correlated with the lateral acceleration, thereby ensuring safety during the vehicle lane change.

[0081] While the vehicle is driving, the adaptive cruise control provides real-time information about the distance L1 and longitudinal acceleration a1 of the vehicle ahead in the same lane. The power control module uses this data to determine whether the vehicle ahead in the same lane intends to accelerate, and whether the distance to the vehicle ahead is increasing or decreasing. The specific implementation method is to determine the vehicle ahead correction coefficient k1 by querying the vehicle ahead correction coefficient MAP based on the two dimensions of the distance L1 and longitudinal acceleration a1. The vehicle ahead correction coefficient MAP represents the mapping relationship between the two dimensions of the distance L1 and longitudinal acceleration a1 and the vehicle ahead correction coefficient. This mapping relationship is calibrated and is shown as follows:

[0082] ① As the distance to the vehicle ahead in the lane increases, the correction coefficient for the vehicle ahead gradually decreases. When L1 is greater than S (calibrable), the correction coefficient for the vehicle ahead is -1. When L1 is less than S (calibrable), the maximum correction coefficient for the vehicle ahead is 1 to ensure driving comfort and safety.

[0083] ② As the longitudinal acceleration of the preceding vehicle in the lane increases in the positive direction, the preceding vehicle correction coefficient gradually decreases until it approaches -1. As the longitudinal acceleration of the preceding vehicle in the lane increases in the negative direction, the preceding vehicle correction coefficient gradually increases. To ensure driving comfort and safety of the entire vehicle, the preceding vehicle correction coefficient is limited to a maximum of 1.

[0084] Figure 4 FIG. 1 is a flow chart for outputting the correction coefficient of the preceding vehicle according to an embodiment of the present invention, including:

[0085] S401: Determine whether the distance L to the preceding vehicle in the lane is less than the fixed distance value S;

[0086] S402, if not, the preceding vehicle correction coefficient k1 = -1;

[0087] S403, querying the preceding vehicle correction coefficient MAP based on the preceding vehicle distance and longitudinal acceleration;

[0088] S404, query and obtain the preceding vehicle correction coefficient k1;

[0089] S405: Output the preceding vehicle correction coefficient k1.

[0090] In another implementation of this embodiment, obtaining the driving road condition information and driving status information of the target vehicle, and calculating the correction coefficient of the original torque based on the driving road condition information and driving status information includes: obtaining the road slope ahead of the vehicle from a high-precision navigation module of the target vehicle; calculating the slope correction coefficient based on the road slope, wherein the slope correction coefficient is negatively correlated with the road slope, and the correction coefficient includes the slope correction coefficient.

[0091] The vehicle is equipped with a high-precision navigation module, which provides real-time road slope data. The slope is measured in percentage, with a data accuracy of 0.2%, a minimum value of -25%, and a maximum value of 25%. Negative numbers represent downhill slopes, positive numbers represent uphill slopes, and the larger the absolute value, the steeper the slope. The high-precision navigation module transmits the road slope data during driving to the power control module via the bus in real time. The power control module queries the slope correction coefficient MAP based on the road slope to determine the slope correction coefficient k2, to achieve strong energy recovery on downhill sections, reduce vehicle acceleration, improve energy recovery efficiency, and ensure driving safety; weak or even no energy recovery on uphill sections, to maintain the vehicle speed and inertial energy to a large extent, reduce power requests, and thereby reduce power battery consumption. The mapping relationship is as follows:

[0092] ① When the vehicle is on a downhill road, the road slope data sent by the high-precision navigation module is negative. The larger the absolute value, the larger the slope correction coefficient. When the slope is less than or equal to -15%, the slope correction coefficient is 1.

[0093] ② When the vehicle is on an uphill road, the road slope data sent by the high-precision navigation module is positive. The larger the absolute value, the smaller the slope correction coefficient. When the slope is greater than or equal to 5%, the slope correction coefficient is -1.

[0094] Figure 5 FIG. 5 is a flow chart for outputting a slope correction coefficient according to an embodiment of the present invention, including:

[0095] S501, determining whether the road slope is greater than -15%;

[0096] S502, if not, slope correction coefficient k2 = 1;

[0097] S503: If yes, determine whether the road slope is less than 5%;

[0098] S504: If yes, slope correction coefficient k2 = -1;

[0099] S505, querying the slope correction coefficient MAP according to the slope;

[0100] S506, query and obtain the slope correction coefficient k2;

[0101] S507: Output the slope correction coefficient k2.

[0102] In another implementation of this embodiment, the driving road condition information and driving status information of the target vehicle are obtained, and the correction coefficient of the original torque is calculated based on the driving road condition information and driving status information, including: obtaining the driving distance from the target vehicle to the next intersection, the road congestion, and the traffic light status at the intersection from the high-precision navigation module of the target vehicle; using the driving distance, road congestion, and the traffic light status at the intersection to predict the travel time of the target vehicle through the next intersection; calculating the correction coefficient of the front intersection based on the travel time, wherein the road congestion is positively correlated with the travel time, and the correction coefficient includes the correction coefficient of the front intersection.

[0103] It can also be determined whether the driving distance from the target vehicle to the next intersection is greater than a preset length. If the driving distance is greater than the preset length, the correction coefficient of the intersection ahead is 0.

[0104] In addition to road slope data, the high-precision navigation module also provides information about the upcoming intersection's traffic light duration, the distance to the next intersection, and the level of traffic congestion. If the vehicle is in navigation mode, the high-precision navigation module sends this information to the powertrain control module, which uses it to determine the correction factor k3 for the upcoming intersection. If the vehicle is not in navigation mode, k3 remains zero.

[0105] The congestion level is measured as a percentage based on the congestion at the intersection ahead. A clear intersection is considered 0% congestion, while a clear intersection taking more than 30 minutes is considered 100% congestion.

[0106] The power control module comprehensively queries the intersection correction MAP to determine the intersection correction coefficient based on the traffic light time at the intersection ahead, the distance to the next intersection, and the congestion level of the intersection. The mapping relationship is as follows:

[0107] ① The traffic light at the intersection ahead is red, the distance to the next intersection is short, the intersection ahead is highly congested, the travel time is long, and the correction coefficient for the intersection ahead is large, with a maximum value of 1.

[0108] ② The traffic light at the intersection ahead is green, the congestion at the intersection ahead is relatively low, the travel time is relatively short, and the correction coefficient of the intersection ahead is relatively small, tending to -1.

[0109] ③ When the distance to the next intersection is greater than 3km, the correction coefficient of the next intersection is 0.

[0110] Figure 6 FIG. 5 is a flow chart for outputting the correction coefficient of the forward intersection according to an embodiment of the present invention, including:

[0111] S601, determining whether the vehicle is in navigation state;

[0112] S602: If not, the forward intersection correction coefficient k3 = 0;

[0113] S603: If yes, determine whether the distance to the next intersection is less than 3 km;

[0114] S604, comprehensively query the intersection ahead and correct the MAP based on the red light time, intersection congestion level, and distance to the next intersection ahead;

[0115] S605, query and obtain the correction coefficient k3 of the intersection ahead;

[0116] S606: Output the correction coefficient k3 of the intersection ahead.

[0117] In an example of this embodiment, selecting the motor recovery torque based on the correction coefficient and the original torque includes: using the correction coefficient and adjusting the original torque to obtain the energy recovery torque; obtaining the first maximum recovery torque of the energy recovery motor of the target vehicle and the second maximum recovery torque corresponding to the maximum charging power of the battery; and selecting the smallest value among the energy recovery torque, the first maximum recovery torque, and the second maximum recovery torque as the motor recovery torque.

[0118] In one implementation scenario, the correction coefficients include a preceding vehicle correction coefficient, a slope correction coefficient, and a road intersection correction coefficient. The correction coefficients and the adjusted original torque are used to obtain the energy recovery torque, including: obtaining the weight b1 of the preceding vehicle correction coefficient, the weight b2 of the slope correction coefficient, and the weight b3 of the road intersection correction coefficient, where b1+b2+b3=1; using the following formula to calculate the coefficient adjustment recovery torque N2: N2=(1+b1×k1+b2×k2+b3×k3)×N1; where k1 is the preceding vehicle correction coefficient, k2 is the slope correction coefficient, k3 is the road intersection correction coefficient, and N1 is the original torque; determining whether N2 is less than 0; if N2 is less than 0, outputting 0 as the energy recovery torque; if N2 is greater than or equal to 0, outputting N2 as the energy recovery torque.

[0119] After the preceding vehicle correction coefficient, slope correction coefficient, and forward intersection correction coefficient are determined, the power control module calculates the coefficient-adjusted regenerative torque N2 based on the weighted calculation of these three coefficients. The calculation formula is as follows:

[0120] N2=(1+b1×k1+b2×k2+b3×k3)×N1;

[0121] b1, b2, and b3 are the weights of the preceding vehicle correction factor, slope correction factor, and intersection correction factor, respectively, in the calculation of intelligent regenerative torque. The larger the weight, the greater the influence of that factor on the calculation of intelligent regenerative torque. b1 + b2 + b3 = 1. Optionally, b1 = 0.5, b2 = 0.4, and b3 = 0.1.

[0122] After the coefficient adjustment recovery torque is calculated, it is compared with 0 and the maximum value is taken as the intelligent adjustment motor recovery torque N3. The calculation formula is as follows:

[0123] N3=max(0, N2);

[0124] When the motor recovers the torque, the motor control module sends the maximum recovery capacity of the motor to the power control module through the bus in real time. The power battery control module sends the maximum charging power of the power battery to the power control module through the bus in real time according to the battery temperature and SOC. Based on this, the power control module queries the maximum recovery torque MAP allowed by the motor and the maximum charging power MAP of the battery to determine the corresponding maximum recovery torque allowed by the motor N4 and the maximum recovery torque allowed by the battery N5. The minimum value among the motor recovery torque requested by the intelligent adjustment, the maximum recovery torque allowed by the motor and the maximum recovery torque allowed by the battery is selected as the actual requested motor recovery torque N actual , the calculation formula is as follows:

[0125] N actual =min(N3, N4, N5);

[0126] After the power control module determines the actual requested motor recovery torque, it sends this torque to the energy recovery control module through the bus and performs the energy recovery operation.

[0127] In this embodiment, after using the motor recovery torque to recover energy of the target vehicle, it also includes: judging whether the energy recovery exit condition is met based on the second vehicle status information of the target vehicle; if the target vehicle meets the energy recovery exit condition, stopping energy recovery of the target vehicle.

[0128] Optionally, determining whether the energy recovery exit condition is met based on the second vehicle status information of the target vehicle includes: detecting the following second vehicle status information of the target vehicle: the on / off status of the energy recovery button, the status of the accelerator pedal, the vehicle speed, the vehicle gear, the status of the power battery, and the status of the energy recovery component; determining whether the second vehicle status information of the target vehicle meets the following exit conditions: the energy recovery button is in the off state, the accelerator pedal is in the stepped state, the vehicle speed is less than the second preset speed, the vehicle gear is not in the forward gear, the power battery is in a faulty state, and the energy recovery component is in a faulty state; if the second vehicle status information meets any one of the exit conditions, it is determined that the target vehicle meets the energy recovery exit condition.

[0129] The power control module monitors in real time whether the function exit conditions are met. If not, it continuously monitors vehicle speed, road slope, traffic light information at the intersection ahead, distance to the vehicle ahead in the lane, maximum allowable motor regenerative torque, and maximum allowable battery charging power to adjust the actual requested motor regenerative torque in real time. If the conditions are met, the intelligent adaptive energy recovery system will be exited. During the activation of the adaptive energy recovery function, the exit conditions are as follows:

[0130] ① Set the intelligent adaptive energy recovery function on the human-computer interaction module to be turned off;

[0131] ②The driver steps on the accelerator pedal to accelerate;

[0132] ③ The vehicle speed is less than or equal to 3km / h (calibrated value);

[0133] ④The vehicle is switched to a non-D gear;

[0134] ⑤The power battery is in a faulty state and cannot be charged;

[0135] ⑥ The motor control module, energy recovery control module or drive motor is in a faulty state and energy recovery cannot be performed.

[0136] If any of the above conditions is met, the energy recovery exit condition is met and energy recovery for the target vehicle is stopped.

[0137] This embodiment aims to improve the energy recovery efficiency of electric vehicles and maximize the range. It describes how to accurately and actively adjust the energy recovery intensity according to the vehicle's surrounding environment information and driving status under energy recovery conditions. Figure 7 Flowchart of adaptive energy recovery in an embodiment of the present invention, including:

[0138] S100: First, the intelligent adaptive energy recovery function is set to be enabled on the human-computer interaction module. The gateway sends a signal for enabling the intelligent adaptive energy recovery function to the power control module. The intelligent adaptive energy recovery system is in a waiting state.

[0139] S200: The power control module then monitors vehicle status conditions such as the accelerator pedal and the brake pedal to determine whether the intelligent adaptive energy recovery system is currently activated;

[0140] S300: Determine to activate the intelligent adaptive energy recovery system, and the power control module determines an original torque request for recovery based on the vehicle speed;

[0141] S400, then determining a preceding vehicle correction coefficient based on the preceding vehicle distance and longitudinal acceleration in the lane provided by the adaptive cruise controller;

[0142] S500, determining a slope correction coefficient according to the road slope provided by the high-precision navigation module;

[0143] S600, determining a correction factor for the intersection ahead based on the traffic light time and road congestion level at the intersection ahead provided by the high-precision navigation module, and intelligently adjusting the requested energy recovery torque based on the original torque request, the preceding vehicle correction factor, the slope correction factor, and the intersection ahead correction factor;

[0144] S700: Determine the maximum allowable regenerative torque of the energy regeneration motor according to the maximum regenerative capacity of the energy regeneration motor;

[0145] S800: Determine, based on the maximum charging power of the power battery, a maximum regenerative torque corresponding to the maximum charging power of the battery;

[0146] S900: The minimum of the energy recovery torque requested by the intelligent adjustment, the maximum allowable energy recovery torque of the energy recovery motor, and the maximum charging power of the power battery is taken as the actual requested motor recovery torque, and the power control module sends the torque to the energy recovery control module;

[0147] S1000: Controlling a motor to perform energy recovery to charge a power battery based on the received actual requested energy recovery torque;

[0148] Monitor in real time whether the function exit conditions are met. If not, automatically repeat S300 to S1000, continuously monitor vehicle speed, road slope, traffic light information at the intersection ahead, distance to the vehicle ahead in this lane, maximum recovery torque allowed by the energy recovery motor, and maximum charging power allowed by the battery, and adjust the actual requested motor recovery torque in real time; if satisfied, exit the intelligent adaptive energy recovery system activation state and return to S200.

[0149] This embodiment of the intelligent, adaptive energy recovery solution for new energy vehicles (NEVs) can precisely and proactively adjust the energy recovery intensity based on factors such as the vehicle's current speed, accelerator pedal position, distance and acceleration of the target vehicle ahead, slope, and navigation information. This system boasts high energy recovery efficiency, strong adaptability, and minimal impact on comfort and safety. It can significantly increase the range of NEVs and reduce energy waste.

[0150] This embodiment utilizes an intelligent algorithm that combines multiple factors, including the vehicle's current speed, accelerator pedal position, target distance and acceleration to the preceding vehicle, slope, and navigation, to calculate the requested motor regenerative torque and adjust the vehicle's regenerative intensity in real time, thereby achieving more efficient and precise proactive intelligent adaptive regenerative energy recovery. This patent comprehensively considers vehicle speed, target distance and acceleration to the preceding vehicle, slope, traffic light duration at the upcoming intersection, distance to the next intersection, and road congestion. It explicitly specifies relevant road condition factors and uses an algorithm to calculate the regenerative torque. This method quantifies the impact of these factors on regenerative energy intensity in a fine-grained manner, clearly weighting each factor's influence on regenerative energy intensity. It does not generalize road conditions into uphill, downhill, highway, or urban conditions, nor does it assign a specific regenerative energy intensity to each road condition. The system does not rely on navigation activation, mileage, or preceding vehicle distance thresholds to determine activation; the activation conditions are the same as those for coasting regenerative energy recovery. This system addresses the technical challenges of existing regenerative energy recovery systems, making regenerative energy recovery more efficient, more accurate, and more intelligent.

[0151] Through the description of the above embodiments, those skilled in the art can clearly understand that the method according to the above embodiment can be implemented by means of software plus the necessary general hardware platform, and of course it can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk), and includes a number of instructions for enabling a terminal device (which can be a mobile phone, computer, server, or network device, etc.) to execute the methods described in each embodiment of the present invention.

[0152] Example 2

[0153] This embodiment also provides a vehicle energy recovery device for implementing the aforementioned embodiments and preferred implementations. Details already described will not be repeated. As used below, the term "module" may refer to a combination of software and / or hardware that implements a predetermined function. While the devices described in the following embodiments are preferably implemented in software, implementation using hardware, or a combination of software and hardware, is also possible and contemplated.

[0154] Figure 8 is a structural block diagram of an energy recovery device for a vehicle according to an embodiment of the present invention. Figure 8 As shown, the device includes:

[0155] A first judgment module 80 is used to judge whether the energy recovery activation condition is met according to the first vehicle state information of the target vehicle;

[0156] a determination module 82 for activating an energy recovery switch of the target vehicle if the target vehicle satisfies an energy recovery activation condition, and determining an original torque of energy recovery according to a speed of the target vehicle;

[0157] a calculation module 84 for obtaining the driving condition information and driving state information of the target vehicle, and calculating the correction coefficient of the original torque according to the driving condition information and driving state information;

[0158] A selection module 86, configured to select a motor recovery torque according to the correction coefficient and the original torque;

[0159] The control module 88 is configured to recover energy from the target vehicle using the motor's recovered torque.

[0160] Optionally, the calculation module includes: a first acquisition unit, used to obtain the preceding vehicle distance of the adjacent vehicle in the lane of the target vehicle and the longitudinal acceleration of the target vehicle; a first calculation unit, used to calculate the preceding vehicle correction coefficient based on the preceding vehicle distance and the longitudinal acceleration, wherein the preceding vehicle correction coefficient is negatively correlated with the preceding vehicle distance and negatively correlated with the longitudinal acceleration, and the correction coefficient includes the preceding vehicle correction coefficient.

[0161] Optionally, the calculation module includes: a second acquisition unit, used to obtain the road slope ahead of the vehicle from the high-precision navigation module of the target vehicle; a second calculation unit, used to calculate a slope correction coefficient based on the road slope, wherein the slope correction coefficient is negatively correlated with the road slope, and the correction coefficient includes the slope correction coefficient.

[0162] Optionally, the calculation module includes: a third acquisition unit, used to obtain the driving distance, road congestion, and intersection traffic light status of the target vehicle to the next intersection from the high-precision navigation module of the target vehicle; a prediction unit, used to use the driving distance, road congestion, and intersection traffic light status to predict the travel time of the target vehicle through the next intersection; a third calculation unit, used to calculate the correction coefficient of the front intersection based on the travel time, wherein the road congestion is positively correlated with the travel time, and the correction coefficient includes the correction coefficient of the front intersection.

[0163] Optionally, the selection module includes: an adjustment unit for adopting the correction coefficient and adjusting the original torque to obtain the energy recovery torque; an acquisition unit for obtaining the first maximum recovery torque of the energy recovery motor of the target vehicle and the second maximum recovery torque corresponding to the maximum charging power of the battery; a selection unit for selecting the minimum value among the energy recovery torque, the first maximum recovery torque, and the second maximum recovery torque as the motor recovery torque.

[0164] Optionally, the correction coefficient includes a preceding vehicle correction coefficient, a slope correction coefficient, and a road intersection correction coefficient, and the adjustment unit includes: an acquisition subunit, used to obtain the weight b1 of the preceding vehicle correction coefficient, the weight b2 of the slope correction coefficient, and the weight b3 of the road intersection correction coefficient, wherein b1+b2+b3=1; a calculation subunit, used to calculate the coefficient adjustment recovery torque N2 using the following formula: N2=(1+b1×k1+b2×k2+b3×k3)×N1; wherein k1 is the preceding vehicle correction coefficient, k2 is the slope correction coefficient, k3 is the road intersection correction coefficient, and N1 is the original torque; a judgment subunit, used to judge whether N2 is less than 0; an output subunit, used to output 0 as energy recovery torque if N2 is less than 0; if N2 is greater than or equal to 0, output N2 as energy recovery torque.

[0165] Optionally, the first judgment module includes: a detection unit for detecting the following first vehicle status information of the target vehicle: the status of the accelerator pedal, the vehicle speed, the vehicle gear, the status of the power battery, and the status of the energy recovery component; a judgment unit for judging whether the first vehicle status information simultaneously satisfies the following activation conditions: the accelerator pedal is not stepped on, the vehicle speed is greater than a first preset speed, the vehicle gear is in the forward gear, the power battery is in a normal working state, and the energy recovery component is in a normal working state; a determination unit for determining that the target vehicle meets the energy recovery activation conditions if the first vehicle status information simultaneously satisfies the activation conditions.

[0166] Optionally, the device also includes: a second judgment module, used to judge whether the energy recovery exit condition is met according to the second vehicle status information of the target vehicle after the control module uses the motor recovery torque to recover energy of the target vehicle; and a stop module, used to stop energy recovery of the target vehicle if the target vehicle meets the energy recovery exit condition.

[0167] Optionally, the second judgment module includes: a detection unit for detecting the following second vehicle status information of the target vehicle: the on / off status of the energy recovery button, the status of the accelerator pedal, the vehicle speed, the vehicle gear, the status of the power battery, and the status of the energy recovery component; a judgment unit for judging whether the second vehicle status information of the target vehicle meets the following exit conditions: the energy recovery button is in the off state, the accelerator pedal is in the stepped state, the vehicle speed is less than the second preset speed, the vehicle gear is not in the forward gear, the power battery is in a faulty state, and the energy recovery component is in a faulty state; a determination unit for determining that the target vehicle meets the energy recovery exit condition if the second vehicle status information meets any one of the exit conditions.

[0168] It should be noted that the above modules can be implemented through software or hardware. For the latter, it can be implemented in the following ways, but not limited to: the above modules are all located in the same processor; or the above modules are located in different processors in any combination.

[0169] Example 3

[0170] An embodiment of the present invention further provides a storage medium storing a computer program, wherein the computer program is configured to execute the steps of any of the above method embodiments when running.

[0171] Optionally, in this embodiment, the storage medium may be configured to store a computer program for performing the following steps:

[0172] S1, determining whether an energy recovery activation condition is met based on first vehicle state information of the target vehicle;

[0173] S2, if the target vehicle meets the energy recovery activation condition, activating the energy recovery switch of the target vehicle, and determining the original torque of energy recovery according to the speed of the target vehicle;

[0174] S3, obtaining driving road condition information and driving state information of the target vehicle, and calculating a correction coefficient of the original torque according to the driving road condition information and driving state information;

[0175] S4, selecting a motor recovery torque according to the correction coefficient and the original torque;

[0176] S5, recovering energy from the target vehicle using the motor recovery torque.

[0177] Optionally, in this embodiment, the above-mentioned storage medium may include but is not limited to: a USB flash drive, a read-only memory (ROM), a random access memory (RAM), a mobile hard disk, a magnetic disk or an optical disk, and other media that can store computer programs.

[0178] An embodiment of the present invention further provides an electronic device, comprising a memory and a processor, wherein the memory stores a computer program, and the processor is configured to run the computer program to execute the steps in any one of the above method embodiments.

[0179] Optionally, the electronic device may further include a transmission device and an input / output device, wherein the transmission device is connected to the processor, and the input / output device is connected to the processor.

[0180] Optionally, in this embodiment, the processor may be configured to execute the following steps through a computer program:

[0181] S1, determining whether an energy recovery activation condition is met based on first vehicle state information of the target vehicle;

[0182] S2, if the target vehicle meets the energy recovery activation condition, activating the energy recovery switch of the target vehicle, and determining the original torque of energy recovery according to the speed of the target vehicle;

[0183] S3, obtaining driving road condition information and driving state information of the target vehicle, and calculating a correction coefficient of the original torque according to the driving road condition information and driving state information;

[0184] S4, selecting a motor recovery torque according to the correction coefficient and the original torque;

[0185] S5, recovering energy from the target vehicle using the motor recovery torque.

[0186] Optionally, specific examples in this embodiment may refer to the examples described in the above embodiments and optional implementation modes, and this embodiment will not be described in detail here.

[0187] The serial numbers of the above embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0188] In the above embodiments of the present application, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, please refer to the relevant description of other embodiments.

[0189] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only schematic. For example, the division of the units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0190] 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 these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0191] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0192] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for enabling a computer device (which can be a personal computer, a server or a network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as a USB flash drive, a read-only memory (ROM), a random access memory (RAM), a mobile hard disk, a magnetic disk or an optical disk.

[0193] The above is only a preferred embodiment of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present application. These improvements and modifications should also be regarded as the scope of protection of the present application.

Claims

1. A vehicle energy recovery method, characterized in that: include: determining whether an energy recovery activation condition is met according to first vehicle state information of the target vehicle; If the target vehicle meets the energy recovery activation condition, activating the energy recovery switch of the target vehicle, and determining the original torque of energy recovery according to the speed of the target vehicle; Obtaining the driving road condition information and driving state information of the target vehicle, and calculating the correction coefficient of the original torque according to the driving road condition information and the driving state information, wherein the correction coefficient includes a front intersection correction coefficient, a front vehicle correction coefficient, and a slope correction coefficient, including: obtaining the front vehicle distance of the adjacent vehicle in the lane of the target vehicle and the longitudinal acceleration of the target vehicle, and calculating the front vehicle correction coefficient according to the front vehicle distance and the longitudinal acceleration, wherein the front vehicle correction coefficient is negatively correlated with the front vehicle distance and negatively correlated with the longitudinal acceleration; The high-precision navigation module obtains the road slope ahead of the vehicle and calculates a slope correction coefficient based on the road slope, wherein the slope correction coefficient is negatively correlated with the road slope; the high-precision navigation module of the target vehicle obtains the driving distance from the target vehicle to the next intersection, the road congestion, and the traffic light status at the intersection, and uses the driving distance, road congestion, and traffic light status at the intersection to predict the travel time of the target vehicle through the next intersection. The correction coefficient for the forward intersection is calculated based on the travel time, wherein the road congestion is positively correlated with the travel time; selecting a motor recovery torque according to the correction coefficient and the original torque; The motor regenerative torque is used to regenerate energy from the target vehicle.

2. The method according to claim 1, characterized in that Selecting the motor recovery torque according to the correction coefficient and the original torque includes: Using the correction coefficient and adjusting the original torque, an energy recovery torque is obtained; Obtaining a first maximum regenerative torque of the energy regeneration motor of the target vehicle and a second maximum regenerative torque corresponding to a maximum charging power of a battery; The smallest value among the energy recovery torque, the first maximum recovery torque, and the second maximum recovery torque is selected as the motor recovery torque.

3. The method according to claim 2, characterized in that Using the correction coefficient and adjusting the original torque to obtain the energy recovery torque includes: Obtaining the weight b1 of the preceding vehicle correction coefficient, the weight b2 of the slope correction coefficient, and the weight b3 of the preceding intersection correction coefficient, wherein b1+b2+b3=1; The following formula is used to calculate the coefficient to adjust the recovery torque N2: N2=(1+b1×k1+b2×k2+b3×k3)×N1;wherein, k1 is the correction coefficient of the preceding vehicle, k2 is the slope correction coefficient, k3 is the correction coefficient of the preceding intersection, and N1 is the original torque; Determine whether N2 is less than 0; If N2 is less than 0, the output is 0 as the energy recovery torque; if N2 is greater than or equal to 0, the output is N2 as the energy recovery torque.

4. The method according to claim 1, wherein Determining whether the energy recovery activation condition is met according to the first vehicle state information of the target vehicle includes: Detecting the following first vehicle status information of the target vehicle: accelerator pedal status, vehicle speed, vehicle gear position, power battery status, and energy recovery component status; determining whether the first vehicle status information simultaneously satisfies the following activation conditions: the accelerator pedal is not depressed, the vehicle speed is greater than a first preset speed, the vehicle gear is in a forward gear, the power battery is in a normal working state, and the energy recovery component is in a normal working state; If the first vehicle status information satisfies the activation conditions at the same time, it is determined that the target vehicle meets the energy recovery activation conditions.

5. The method according to claim 1, wherein After recovering energy from the target vehicle using the motor recovery torque, the method further includes: Determining whether an energy recovery exit condition is met based on the second vehicle state information of the target vehicle; If the target vehicle meets the energy recovery exit condition, energy recovery for the target vehicle is stopped.

6. The method according to claim 5, characterized in that Determining whether the energy recovery exit condition is met based on the second vehicle status information of the target vehicle includes: Detecting the following second vehicle status information of the target vehicle: the on / off status of the energy recovery button, the status of the accelerator pedal, the vehicle speed, the vehicle gear position, the status of the power battery, and the status of the energy recovery component; Determining whether the second vehicle status information of the target vehicle satisfies the following exit conditions: the energy recovery button is in the off state, the accelerator pedal is in the depressed state, the vehicle speed is less than a second preset speed, the vehicle gear is not in the forward gear, the power battery is in a faulty state, and the energy recovery component is in a faulty state; If the second vehicle status information satisfies any one of the exit conditions, it is determined that the target vehicle meets the energy recovery exit condition.

7. An energy recovery device for a vehicle, characterized in that: include: A first judgment module is used to judge whether the energy recovery activation condition is met according to the first vehicle state information of the target vehicle; a determination module, configured to activate an energy recovery switch of the target vehicle if the target vehicle meets an energy recovery activation condition, and determine an original torque of energy recovery according to a speed of the target vehicle; A calculation module is used to obtain the driving road condition information and driving state information of the target vehicle, and calculate the correction coefficient of the original torque according to the driving road condition information and the driving state information, wherein the correction coefficient includes a front intersection correction coefficient, a front vehicle correction coefficient, and a slope correction coefficient, including: a first acquisition unit, used to obtain the front vehicle distance of the adjacent vehicle in the lane of the target vehicle and the longitudinal acceleration of the target vehicle; a first calculation unit, used to calculate the front vehicle correction coefficient according to the front vehicle distance and the longitudinal acceleration, wherein the front vehicle correction coefficient is negatively correlated with the front vehicle distance and negatively correlated with the longitudinal acceleration; a second acquisition unit, used to obtain the driving road condition information from the high-precision navigation module of the target vehicle a road slope ahead of the vehicle; a second calculation unit, configured to calculate a slope correction coefficient based on the road slope, wherein the slope correction coefficient is negatively correlated with the road slope; a third acquisition unit, configured to obtain, from the high-precision navigation module of the target vehicle, the driving distance from the target vehicle to the next intersection, the road congestion, and the traffic light status at the intersection; a prediction unit, configured to predict the travel time of the target vehicle through the next intersection using the driving distance, road congestion, and traffic light status at the intersection; a third calculation unit, configured to calculate a correction coefficient for the forward intersection based on the travel time, wherein the road congestion is positively correlated with the travel time, wherein the road congestion is positively correlated with the travel time; A selection module, configured to select a motor recovery torque according to the correction coefficient and the original torque; A control module is used to recover energy from the target vehicle using the motor's recovered torque.

8. An energy recovery system for a vehicle, characterized in that: include: The gateway is connected to the high-precision navigation module, power control module, energy recovery control module, power battery control module, adaptive cruise control, and integrated brake control module through the vehicle bus to implement signal interaction between the modules; A high-precision navigation module provides the target vehicle's driving distance to the next intersection, road congestion, and traffic light status at the intersection; A power control module is used to determine the original torque of energy recovery according to the speed of the target vehicle, obtain the driving road condition information of the target vehicle to calculate the correction coefficient of the original torque, and select the motor recovery torque according to the correction coefficient and the original torque. The correction coefficient includes a front intersection correction coefficient, a front vehicle correction coefficient, and a slope correction coefficient. The module includes: obtaining the front vehicle distance of the adjacent vehicle in the lane of the target vehicle and the longitudinal acceleration of the target vehicle, and calculating the front vehicle correction coefficient according to the front vehicle distance and the longitudinal acceleration, wherein the front vehicle correction coefficient is negatively correlated with the front vehicle distance and is negatively correlated with the longitudinal acceleration. The target vehicle is negatively correlated with the speed; the road slope ahead is obtained from the high-precision navigation module of the target vehicle, and a slope correction coefficient is calculated based on the road slope, wherein the slope correction coefficient is negatively correlated with the road slope; the driving distance from the target vehicle to the next intersection, the road congestion, and the traffic light status at the intersection are obtained from the high-precision navigation module of the target vehicle, the travel time of the target vehicle through the next intersection is predicted using the driving distance, road congestion, and the traffic light status at the intersection, and a correction coefficient for the intersection ahead is calculated based on the travel time, wherein the road congestion is positively correlated with the travel time; an energy recovery control module, configured to recover energy from the target vehicle using the motor's recovered torque and charge a power battery using the recovered electrical energy; Power battery control module, used to monitor the battery status of the target vehicle; Adaptive cruise control, which is used to implement adaptive cruise control and monitor the distance to the vehicle ahead and the vehicle acceleration; Integrated brake control module to monitor the speed of the target vehicle.

9. A storage medium, characterized in that: The storage medium stores a computer program, wherein the computer program is configured to execute the method according to any one of claims 1 to 6 when executed.

10. An electronic device comprising a memory and a processor, characterized in that: A computer program is stored in the memory, and the processor is configured to run the computer program to perform the method according to any one of claims 1 to 6.

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