A control method and device for energy recovery and a vehicle

Abstract

The application relates to the technical field of new energy vehicles, in particular to a control method and device for energy recovery and a vehicle. The method comprises the following steps: when it is detected that a current vehicle is in a coasting energy recovery state, judging a risk level of instability of the current vehicle; when the risk level of instability exceeds a preset reference level, acquiring an energy recovery limiting coefficient; according to the energy recovery limiting coefficient, regulating and controlling an original energy recovery torque to obtain a target energy recovery torque; and performing energy recovery according to the target energy recovery torque. The method can improve the driving safety of a two-wheel drive vehicle during the energy recovery process.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of new energy vehicles, in particular to a control method and device for energy recovery and a vehicle. BACKGROUND

[0002] Energy recovery is an inherent characteristic of new energy vehicles, which refers to the process of generating electricity through the motor to brake when the vehicle is decelerating, and the electricity is recovered into the battery pack, thereby improving the endurance capability. Due to single-motor driving and recovery, the stability of two-wheel drive vehicles is worse than that of four-wheel drive vehicles, and there is a driving risk in the energy recovery scenario.

[0003] For example, energy recovery in special scenarios such as low temperature or low adhesion will cause the vehicle to lose stability, and thus the energy recovery mode needs to be exited immediately. If the energy recovery mode is exited immediately, the sudden loss of deceleration will give the driver a sudden acceleration illusion, causing the driver to suddenly step on the brake pedal or operate the steering wheel in a stress reaction, thereby causing a certain degree of driving risk.

[0004] Therefore, the driving safety of two-wheel drive vehicles in the energy recovery process needs to be improved. SUMMARY

[0005] Therefore, a control method and device for energy recovery and a vehicle are provided to improve the driving safety of two-wheel drive vehicles in the energy recovery process.

[0006] In a first aspect, a control method for energy recovery is provided, comprising:

[0007] When it is detected that the current vehicle is in a coasting energy recovery state, determining a risk level of instability of the current vehicle;

[0008] When the risk level of instability exceeds a preset reference level, obtaining an energy recovery limiting coefficient;

[0009] According to the energy recovery limiting coefficient, an original energy recovery torque is regulated to obtain a target energy recovery torque;

[0010] According to the target energy recovery torque, energy recovery is performed.

[0011] In combination with the first aspect, in a first implementation manner of the first aspect, the step of determining the risk level of instability of the current vehicle comprises:

[0012] Obtaining an estimated steady-state speed of the current vehicle and a preset reference steady-state speed;

[0013] According to the reference steady-state speed and the estimated steady-state speed, a difference speed is obtained;

[0014] determine a risk level of instability of the current vehicle based on the difference value.

[0015] With reference to the first aspect, in a second implementation form of the first aspect, the step of determining the risk level of instability of the current vehicle comprises:

[0016] obtaining an estimated steady speed of the current vehicle, a reference steady speed and a steering wheel angle change rate;

[0017] obtaining a difference value based on the reference steady speed and the estimated steady speed;

[0018] determining the risk level of instability of the current vehicle based on the difference value and the steering wheel angle change rate.

[0019] With reference to the first implementation form of the first aspect, in a third implementation form of the first aspect, the step of determining the risk level of instability of the current vehicle based on the difference value comprises:

[0020] obtaining a first speed threshold and a second speed threshold;

[0021] if the difference value is equal to the first speed threshold, determining the risk level of instability of the current vehicle as a first level;

[0022] if the difference value is greater than the first speed threshold and less than or equal to the second speed threshold, determining the risk level of instability of the current vehicle as a second level;

[0023] if the difference value is greater than the second speed threshold, determining the risk level of instability of the current vehicle as a third level;

[0024] wherein the risk levels of instability of the first level, the second level and the third level are in a gradually increasing trend, and the reference level is the first level.

[0025] With reference to the second implementation form of the first aspect, in a fourth implementation form of the first aspect, the step of determining the risk level of instability of the current vehicle based on the difference value and the steering wheel angle change rate comprises:

[0026] obtaining a first speed threshold, a second speed threshold, a third speed threshold and a change rate threshold of the steering wheel angle;

[0027] if the difference value is equal to the first speed threshold and the steering wheel angle change rate is less than the change rate threshold, determining the risk level of instability of the current vehicle as a first level;

[0028] if the difference speed is greater than the first speed threshold and less than or equal to the second speed threshold, and the estimated steady speed is less than the third speed threshold; or, the difference speed is equal to the first speed threshold, the estimated steady speed is greater than or equal to the third speed threshold, and the steering wheel angle change rate is greater than or equal to the angle change rate threshold, the current vehicle is determined to be at a second level of instability risk;

[0029] if the difference speed is greater than the second speed threshold; or, the difference speed is greater than the first speed threshold and less than or equal to the second speed threshold, the estimated steady speed is greater than or equal to the third speed threshold, and the steering wheel angle change rate is greater than or equal to the angle change rate threshold, the current vehicle is determined to be at a third level of instability risk;

[0030] The instability risks of the first level, the second level and the third level gradually increase, and the reference level is the first level.

[0031] In combination with the third or fourth implementation manner of the first aspect, in a fifth implementation manner of the first aspect, when the instability risk level exceeds a preset reference level, the step of obtaining the energy recovery limitation coefficient comprises:

[0032] obtaining a preset first mapping relationship, wherein the first mapping relationship is a plurality of corresponding relationships between energy recovery limitation coefficients and difference speeds;

[0033] obtaining a corresponding energy recovery limitation coefficient according to the difference speed at the current time and the first mapping relationship.

[0034] In combination with the fifth implementation manner of the first aspect, in a sixth implementation manner of the first aspect, when the instability risk level exceeds a preset reference level, the step of obtaining the energy recovery limitation coefficient further comprises:

[0035] counting a number of instabilities in which the instability risk level exceeds the reference level in a driving cycle;

[0036] if the number of instabilities exceeds a preset number threshold, in a case where the instability risk level is the second level, a preset first intervention threshold is taken as the energy recovery limitation coefficient, and in a case where the instability risk level is the third level, a preset second intervention threshold is taken as the energy recovery limitation coefficient.

[0037] In combination with the first implementation manner of the first aspect, in a seventh implementation manner of the first aspect, the step of obtaining the estimated steady speed of the current vehicle comprises:

[0038] collecting an inertial navigation vehicle speed valid bit and an inertial navigation vehicle speed output by an intelligent driving component;

[0039] if the inertial navigation vehicle speed valid bit indicates that the inertial navigation vehicle speed is valid, taking the inertial navigation vehicle speed as the estimated steady-state vehicle speed;

[0040] if the inertial navigation vehicle speed valid bit indicates that the inertial navigation vehicle speed is invalid, collecting a left front wheel speed and a right front wheel speed of the current vehicle, and calculating the estimated steady-state vehicle speed according to the left front wheel speed and the right front wheel speed.

[0041] In a second aspect, an energy recovery control device is provided, and the device comprises:

[0042] a risk of instability level judging module configured to judge a risk of instability level of the current vehicle when it is detected that the current vehicle is in a coasting energy recovery state;

[0043] an energy recovery limiting coefficient obtaining module configured to obtain an energy recovery limiting coefficient when the risk of instability level exceeds a preset reference level;

[0044] an energy recovery torque regulating module configured to regulate an original energy recovery torque according to the energy recovery limiting coefficient to obtain a target energy recovery torque;

[0045] an energy recovery executing module configured to perform energy recovery according to the target energy recovery torque.

[0046] In a third aspect, a vehicle is provided, and the vehicle comprises the energy recovery control device according to the second aspect, wherein the energy recovery control device is configured to perform the steps of the energy recovery control method according to the first aspect or any one of the implementation manners of the first aspect.

[0047] The energy recovery control method, device and vehicle described above can judge the risk of instability level of the current vehicle when it is detected that the current vehicle is in a coasting energy recovery state, obtain an energy recovery limiting coefficient when the risk of instability level exceeds a preset reference level, regulate an original energy recovery torque according to the energy recovery limiting coefficient to obtain a regulated target energy recovery torque, and perform energy recovery according to the target energy recovery torque. It can be seen that, by the method of the present application, the strength of energy recovery can be reduced in special scenarios such as low temperature or low adhesion, the driving risk caused by immediate exit from the energy recovery mode can be reduced, and the driving safety of a two-wheel drive vehicle during energy recovery can be improved. BRIEF DESCRIPTION OF DRAWINGS

[0048] Figure 1 a flowchart of the energy recovery control method in the first embodiment;

[0049] Figure 2 A structure block diagram of a control device for energy recovery in a second embodiment. DETAILED DESCRIPTION

[0050] In order to make the purposes, technical solutions and advantages of the present application clearer, further detailed description will be made to the present application in combination with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and not used to limit the present application.

[0051] It should be noted that the diagrams provided in the embodiments only schematically illustrate the basic concepts of the present application, and only the components related to the present application are shown in the diagrams, rather than the number, shape and size of the components when actually implemented. The shapes, number and proportions of the components when actually implemented can be arbitrarily changed, and the layout pattern of the components can also be more complex.

[0052] The structures, proportions, sizes and the like shown in the diagrams attached to the present specification are only used to cooperate with the content disclosed in the specification, so that those skilled in the art can understand and read, and are not used to limit the defined conditions under which the present application can be implemented. Therefore, any modification of the structure, change of the proportional relationship or adjustment of the size, which does not affect the effects and purposes that the present application can produce, should still fall within the scope of the technical content disclosed by the present application.

[0053] The orientations or positional relationships indicated by terms such as "upper", "lower", "left", "right", "intermediate", "vertical", "horizontal", "inner", "outer", "radial", "circumferential" and the like as used in this specification are based on the orientations or positional relationships shown in the drawings, and are only used to simplify the description and not to indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application. In addition, the terms "first", "second" are only used for description purposes and cannot be understood as indicating or implying relative importance.

[0054] In the first embodiment, as shown in Figure 1 A control method for energy recovery is provided, which is taken as an example of application to a vehicle controller, and includes the following steps:

[0055] S101: When it is detected that the current vehicle is in a coasting energy recovery state, determining the instability risk level of the current vehicle.

[0056] The coasting energy recovery state refers to that during the coasting process, the mechanical energy of the vehicle is converted into electric energy by the generator, and is stored in the energy storage system such as the storage battery. That is, when the original coasting energy recovery torque is less than 0, and the estimated steady-state vehicle speed is greater than the fourth preset vehicle speed threshold, it is considered that the current vehicle is in the coasting energy recovery state. The fourth vehicle speed threshold can be obtained by real vehicle test, and can be used to indicate that the vehicle is in the coasting state. The specific value of the fourth vehicle speed threshold is not limited in the present application. For example, the fourth vehicle speed threshold can be set to 10 km / h.

[0057] In a specific embodiment, the step of judging the instability risk level of the current vehicle comprises: obtaining an estimated steady-state vehicle speed of the current vehicle and a preset reference steady-state vehicle speed; obtaining a difference vehicle speed according to the reference steady-state vehicle speed and the estimated steady-state vehicle speed; and judging the instability risk level of the current vehicle based on the difference vehicle speed.

[0058] It should be noted that the above difference vehicle speed refers to the absolute value of the reference steady-state vehicle speed minus the estimated steady-state vehicle speed; the reference steady-state vehicle speed can be obtained by collecting the vehicle body electronic stability system (Electronic Stability Program, ESP) connected to the vehicle chassis components, wherein the vehicle body electronic stability system can obtain the reference steady-state vehicle speed by referring to the two wheel speeds of the vehicle driving wheels.

[0059] Further, the step of judging the instability risk level of the current vehicle based on the difference vehicle speed comprises: obtaining a first preset vehicle speed threshold and a second vehicle speed threshold; if the difference vehicle speed is equal to the first vehicle speed threshold, the instability risk level of the current vehicle is judged to be the first level; if the difference vehicle speed is greater than the first vehicle speed threshold and less than or equal to the second vehicle speed threshold, the instability risk level of the current vehicle is judged to be the second level; if the difference vehicle speed is greater than the second vehicle speed threshold, the instability risk level of the current vehicle is judged to be the third level; wherein the instability risk of the first level, the second level and the third level gradually increases, and the reference level is the first level.

[0060] It should be noted that the first vehicle speed threshold and the second vehicle speed threshold can be obtained through real vehicle testing. Among them, the first vehicle speed threshold can be used to indicate that the vehicle stability is good and does not need to reduce the energy recovery strength; the value greater than the first vehicle speed threshold and less than or equal to the second vehicle speed threshold can be used to indicate that the vehicle stability is better, and the energy recovery strength needs to be appropriately reduced; the value greater than the first vehicle speed threshold can be used to indicate that the vehicle stability is poor, and the energy recovery strength needs to be greatly reduced. In this way, by comparing the difference between the estimated steady speed and the reference steady speed with the first vehicle speed threshold and the second vehicle speed threshold, the instability risk level of the vehicle can be divided into the first level, the second level and the third level.

[0061] The way of judging the instability risk level only by the difference between the reference steady speed and the estimated steady speed has the possibility of not accurate enough judgment result, therefore, the application proposes another implementation mode of judging the instability risk level, that is, on the basis of the difference between the reference steady speed and the estimated steady speed, combining the steering wheel angle change rate, or combining the estimated steady speed and the steering wheel angle change rate, to comprehensively judge the instability risk level. Among them, the steering wheel angle change rate reflects the degree of intervention of the driver on the steering wheel.

[0062] Specifically, in another implementation mode, the step of judging the instability risk level of the current vehicle includes: obtaining the estimated steady speed, the reference steady speed and the steering wheel angle change rate of the current vehicle; obtaining the difference speed according to the reference steady speed and the estimated steady speed; judging the instability risk level of the current vehicle based on the difference speed and the steering wheel angle change rate.

[0063] Further, the step of judging the instability risk level of the current vehicle based on the difference value of vehicle speed and the change rate of steering wheel angle includes: obtaining a preset first vehicle speed threshold, a second vehicle speed threshold, a third vehicle speed threshold and a change rate threshold of steering wheel angle; if the difference value of vehicle speed is equal to the first vehicle speed threshold and the change rate of steering wheel angle is less than the change rate threshold, the instability risk level of the current vehicle is judged as a first level; if the difference value of vehicle speed is greater than the first vehicle speed threshold and less than or equal to the second vehicle speed threshold, and the estimated steady-state vehicle speed is less than the third vehicle speed threshold, or the difference value of vehicle speed is equal to the first vehicle speed threshold, the estimated steady-state vehicle speed is greater than or equal to the third vehicle speed threshold, and the change rate of steering wheel angle is greater than or equal to the change rate threshold of steering wheel angle, the instability risk level of the current vehicle is judged as a second level; if the difference value of vehicle speed is greater than the second vehicle speed threshold, or the difference value of vehicle speed is greater than the first vehicle speed threshold and less than or equal to the second vehicle speed threshold, the estimated steady-state vehicle speed is greater than or equal to the third vehicle speed threshold, and the change rate of steering wheel angle is greater than or equal to the change rate threshold of steering wheel angle, the instability risk level of the current vehicle is judged as a third level; wherein the instability risk of the first level, the second level and the third level gradually increases, and the reference level is the first level.

[0064] It should be noted that the first vehicle speed threshold, the second vehicle speed threshold, the third vehicle speed threshold and the change rate threshold of steering wheel angle can be set according to real vehicle test, which is not limited in the present application. For example, the first vehicle speed threshold can be set to 0, the second vehicle speed threshold can be set to 10 km / h, the third vehicle speed threshold can be set to 50 km / h, and the change rate threshold of steering wheel angle can be set to 90 degrees / s.

[0065] In the above embodiment, the step of obtaining the estimated steady-state vehicle speed of the current vehicle includes: collecting the valid bits of inertial navigation vehicle speed and the inertial navigation vehicle speed output by the intelligent driving component; if the valid bits of inertial navigation vehicle speed indicate that the inertial navigation vehicle speed is valid, the inertial navigation vehicle speed is taken as the estimated steady-state vehicle speed; if the valid bits of inertial navigation vehicle speed indicate that the inertial navigation vehicle speed is invalid, the left front wheel speed and the right front wheel speed of the current vehicle are collected, and the estimated steady-state vehicle speed is calculated according to the left front wheel speed and the right front wheel speed.

[0066] It should be noted that the inertial navigation vehicle speed valid bit is used to indicate whether the inertial navigation vehicle speed collected by the intelligent driving component is reliable. For example, if the value of the inertial navigation vehicle speed valid bit is 1, it means that the inertial navigation vehicle speed collected by the intelligent driving component is reliable, and at this time the inertial navigation vehicle speed can be used as the estimated steady-state vehicle speed for subsequent instability risk level judgment. If the value of the inertial navigation vehicle speed valid bit is 0, it means that the inertial navigation vehicle speed collected by the intelligent driving component is unreliable due to weak navigation signal, communication signal loss or other faults, and at this time the inertial navigation vehicle speed cannot be used as the estimated steady-state vehicle speed, and the vehicle wheel speed can be converted to obtain the value as the estimated steady-state vehicle speed. The specific value of the inertial navigation vehicle speed valid bit can also use other values to represent whether the inertial navigation vehicle speed is reliable, which is not limited by the present application and will not be illustrated one by one.

[0067] The front left wheel speed and the front right wheel speed are defined with reference to the driving direction of the current vehicle; the step of calculating the estimated steady-state vehicle speed according to the front left wheel speed and the front right wheel speed can refer to: calculating the average value of the sum of the front left wheel speed and the front right wheel speed, and taking the average value as the estimated steady-state vehicle speed.

[0068] In the above embodiment, the step of obtaining the steering wheel angle change rate can refer to: collecting the steering wheel angle degrees at any two time points, taking the absolute value of the difference between the steering wheel angle degrees at the two time points, and dividing the time length between the two time points to obtain the steering wheel angle change rate. The steering wheel angle degrees can be collected by the vehicle body electronic stability system, and the default time length of the steering wheel change can be set to 0.5 seconds.

[0069] S102: When the instability risk level exceeds a preset reference level, an energy recovery limitation coefficient is obtained.

[0070] In a specific embodiment, the step of obtaining the energy recovery limitation coefficient when the instability risk level exceeds the preset reference level includes: obtaining a preset first mapping relationship, wherein the first mapping relationship is a plurality of corresponding relationships between energy recovery limitation coefficients and difference vehicle speeds; and obtaining the corresponding energy recovery limitation coefficient according to the difference vehicle speed at the current time and the first mapping relationship.

[0071] It should be noted that through a large number of real vehicle verifications, it is found that the instability risk level and the energy recovery limitation coefficient can be approximately regarded as a linear relationship, that is, when the instability risk level is the first level, it means that the vehicle stability is good at this time, and the strength of energy recovery does not need to be reduced; when the instability risk level is the second level, it means that the vehicle stability is general at this time, and the strength of energy recovery needs to be appropriately reduced, and the energy recovery limitation coefficient is not equal to 1 to 0.5; when the instability risk level is the third level, it means that the vehicle stability is poor at this time, and the strength of energy recovery needs to be greatly reduced, and the energy recovery limitation coefficient is not equal to 0.5 to 0.

[0072] Moreover, if it is determined that the instability risk level is the second level or the third level, the specific value of the energy recovery restriction coefficient is affected by the difference speed between the reference steady speed and the estimated steady speed. Specifically, the greater the difference speed, the worse the vehicle stability, and the greater the degree of intervention on the energy recovery intensity, the smaller the corresponding energy recovery restriction coefficient, so that the target energy recovery torque calculated according to the product of the energy recovery restriction coefficient and the original energy recovery torque is smaller; on the contrary, the smaller the difference speed, the better the vehicle stability, and the smaller the degree of intervention on the energy recovery intensity, the greater the corresponding energy recovery restriction coefficient, so that the target energy recovery torque calculated according to the product of the energy recovery restriction coefficient and the original energy recovery torque is greater.

[0073] Therefore, the relationship between the energy recovery restriction coefficient and the difference speed can also be approximately linear, for example, through a one-time real vehicle test, it is found that when the difference speed is 0, there is no need to intervene or reduce the intensity of energy recovery, at this time the energy recovery restriction coefficient is 1; when the difference speed is 10 km / h, the intensity of energy recovery is reduced to half, that is, the energy recovery restriction coefficient is 0.5, and the vehicle stability can be maintained well. Therefore, according to the above test findings, the first mapping relationship between the difference speed and the energy recovery restriction coefficient can be approximately-0.05x+1=y, where x is the difference speed and y is the energy recovery restriction coefficient.

[0074] In a preferred embodiment, the step of obtaining the energy recovery restriction coefficient when the instability risk level exceeds the preset reference level further comprises: counting the number of instabilities when the instability risk level exceeds the reference level in a driving cycle; if the number of instabilities exceeds a preset number threshold, the preset first intervention threshold is taken as the energy recovery restriction coefficient when the instability risk level is the second level, and the preset second intervention threshold is taken as the energy recovery restriction coefficient when the instability risk level is the third level. Wherein, the driving cycle refers to the time length of the current vehicle driving once, that is, the time length between the time corresponding to the power-on signal and the time corresponding to the power-off signal; the number threshold can be obtained according to real vehicle test, for example, it can be set to 3 times, 5 times, etc., which is not limited by the present application; the first intervention threshold can be set to the lowest energy intervention coefficient corresponding to the second level, that is, 0.5 (taking the law found in the above real vehicle test as an example), and the second intervention threshold can be set to the lowest energy intervention coefficient corresponding to the third level, that is, 0 (taking the law found in the above real vehicle test as an example).

[0075] S103: regulating the original energy recovery torque according to the energy recovery restriction coefficient to obtain a target energy recovery torque;

[0076] S104: energy recovery is performed according to the target energy recovery torque.

[0077] In some embodiments, when it is judged that the instability risk level exceeds the preset reference level and the original energy recovery torque is intervened by the energy recovery limiting coefficient, a prompt signal can also be sent to inform the user. The prompt signal can be a voice signal output through an intelligent voice system or a text signal displayed through a user interface of a vehicle terminal.

[0078] In summary, through the method of the present application, when a two-wheel drive vehicle performs energy recovery in a special scene such as low temperature or low adhesion, the instability risk level can be judged. When the instability risk level exceeds the reference level, the corresponding energy recovery limiting coefficient is obtained, and the target energy recovery torque is determined again according to the energy recovery limiting coefficient, so as to reduce the strength of energy recovery, improve the phenomenon of driving risk caused by immediately exiting the energy recovery mode, and improve the driving safety of the two-wheel drive vehicle during the energy recovery process.

[0079] It should be understood that, although Figure 1 The steps in the flowchart of the present application are displayed in sequence according to the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified herein, the execution of these steps is not strictly limited in sequence, and these steps can be executed in other orders. Moreover, Figure 1 At least part of the steps in the present application can include multiple sub-steps or multiple stages, which are not necessarily executed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be executed alternately or alternately with at least part of other steps or sub-steps or stages of other steps.

[0080] In a second embodiment, as shown in Figure 2 An energy recovery control device is provided, which comprises:

[0081] An instability risk level judgment module is configured to judge the instability risk level of the current vehicle when it is detected that the current vehicle is in a coasting energy recovery state.

[0082] An energy recovery limiting coefficient acquisition module is configured to acquire an energy recovery limiting coefficient when the instability risk level exceeds a preset reference level.

[0083] An energy recovery torque regulation module is configured to regulate the original energy recovery torque according to the energy recovery limiting coefficient to obtain a target energy recovery torque.

[0084] An energy recovery execution module is configured to perform energy recovery according to the target energy recovery torque.

[0085] In the first embodiment, the instability risk level judgment module performs the step of judging the instability risk level of the current vehicle, including: obtaining an estimated steady speed of the current vehicle and a preset reference steady speed; obtaining a difference speed according to the reference steady speed and the estimated steady speed; and judging the instability risk level of the current vehicle based on the difference speed.

[0086] In the second embodiment, the instability risk level judgment module performs the step of judging the instability risk level of the current vehicle, including: obtaining an estimated steady speed of the current vehicle, a reference steady speed and a steering wheel angle change rate; obtaining a difference speed according to the reference steady speed and the estimated steady speed; and judging the instability risk level of the current vehicle based on the difference speed and the steering wheel angle change rate.

[0087] The instability risk level judgment module can be electrically connected with the vehicle body electronic stability system, so as to obtain the reference steady speed collected by the vehicle body electronic stability system; and the instability risk level judgment module can also be electrically connected with the steering wheel controller, so as to obtain the steering wheel angle change rate through the steering wheel controller.

[0088] As a further embodiment of the first embodiment, the instability risk level judgment module performs the step of judging the instability risk level of the current vehicle based on the difference speed, including: obtaining a preset first speed threshold and a second speed threshold; if the difference speed is equal to the first speed threshold, judging the instability risk level of the current vehicle as a first level; if the difference speed is greater than the first speed threshold and less than or equal to the second speed threshold, judging the instability risk level of the current vehicle as a second level; and if the difference speed is greater than the second speed threshold, judging the instability risk level of the current vehicle as a third level; wherein the instability risk of the first level, the second level and the third level gradually increases, and the reference level is the first level.

[0089] As a further implementation of the second implementation, the step of judging the instability risk level of the current vehicle based on the difference value of vehicle speed and the change rate of steering wheel angle, performed by the instability risk level judging module, comprises: obtaining a first vehicle speed threshold, a second vehicle speed threshold, a third vehicle speed threshold and a change rate threshold; if the difference value of vehicle speed is equal to the first vehicle speed threshold and the change rate of steering wheel angle is less than the change rate threshold, the instability risk level of the current vehicle is judged as a first level; if the difference value of vehicle speed is greater than the first vehicle speed threshold and less than or equal to the second vehicle speed threshold, and the estimated steady vehicle speed is less than the third vehicle speed threshold, or the difference value of vehicle speed is equal to the first vehicle speed threshold, the estimated steady vehicle speed is greater than or equal to the third vehicle speed threshold, and the change rate of steering wheel angle is greater than or equal to the change rate threshold, the instability risk level of the current vehicle is judged as a second level; if the difference value of vehicle speed is greater than the second vehicle speed threshold, or the difference value of vehicle speed is greater than the first vehicle speed threshold and less than or equal to the second vehicle speed threshold, the estimated steady vehicle speed is greater than or equal to the third vehicle speed threshold, and the change rate of steering wheel angle is greater than or equal to the change rate threshold, the instability risk level of the current vehicle is judged as a third level; wherein the instability risk of the first level, the second level and the third level gradually increases, and the reference level is the first level.

[0090] Specifically, the step of obtaining the energy recovery limiting coefficient when the instability risk level exceeds a preset reference level, performed by the energy recovery limiting coefficient obtaining module, comprises: obtaining a preset first mapping relationship, wherein the first mapping relationship is a plurality of corresponding relationships between energy recovery limiting coefficients and difference values of vehicle speed; obtaining the corresponding energy recovery limiting coefficient according to the difference value of vehicle speed at the current time and the first mapping relationship.

[0091] In a preferred implementation, the step of obtaining the energy recovery limiting coefficient when the instability risk level exceeds a preset reference level, performed by the energy recovery limiting coefficient obtaining module, further comprises: counting the number of instabilities when the instability risk level exceeds the reference level in a driving cycle; if the number of instabilities exceeds a preset number threshold, a preset first intervention threshold is taken as the energy recovery limiting coefficient when the instability risk level is the second level, and a preset second intervention threshold is taken as the energy recovery limiting coefficient when the instability risk level is the third level.

[0092] As a specific implementation of the above embodiment, the step of the instability risk level determining module obtaining the estimated steady speed of the current vehicle comprises: collecting the inertial navigation vehicle speed valid bit and the inertial navigation vehicle speed output by the intelligent driving component; if the inertial navigation vehicle speed valid bit indicates that the inertial navigation vehicle speed is valid, taking the inertial navigation vehicle speed as the estimated steady speed; if the inertial navigation vehicle speed valid bit indicates that the inertial navigation vehicle speed is invalid, collecting the left front wheel speed and the right front wheel speed of the current vehicle, and calculating the estimated steady speed according to the left front wheel speed and the right front wheel speed.

[0093] The instability risk level determining module can be electrically connected with the intelligent driving component, so as to obtain the inertial navigation vehicle speed valid bit and the inertial navigation vehicle speed collected by the intelligent driving component. The instability risk level determining module can further comprise a speed sensor, which is used to collect the left front wheel speed and the right front wheel speed.

[0094] The specific limitations of the energy recovery control device can refer to the limitations of the energy recovery control method described above, which will not be repeated here. Each module in the energy recovery control device described above can be realized by software, hardware and their combinations. The above-mentioned modules can be embedded in or independent of the processor in the computer device in hardware form, or can be stored in the memory in the computer device in software form, so as to be called and executed by the processor to perform the operations corresponding to each module.

[0095] In another embodiment, a vehicle is provided, which comprises the energy recovery control device described in the second embodiment, wherein the energy recovery control device is used to perform the steps of the energy recovery control method described in the first embodiment.

[0096] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer readable storage medium, and when the computer program is executed, the processes of the above-mentioned embodiments of the methods can be included. Any reference to memory, storage, databases, or other media in the embodiments provided by the present application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. As an illustration but not limitation, RAM is available in many forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0097] The technical features of the above embodiments can be combined in any way. In order to make the description simple, not all possible combinations of the technical features in the above embodiments are described, but as long as the combinations of the technical features do not exist, they should be considered as the scope of the present application.

[0098] The above embodiments only express several implementation manners of the present application, and the description is more specific and detailed, but it should not be understood as a limitation on the scope of the patent. It should be pointed out that for ordinary skilled in the art, without departing from the concept of the present application, a number of modifications and improvements can be made, which are all within the scope of the present application. Therefore, the scope of the patent protection of the present application should be subject to the appended claims.

Claims

1. A control method of energy recovery, characterized by, The method comprises the following steps: when it is detected that the current vehicle is in a coasting energy recovery state, determining a risk level of instability of the current vehicle; when the risk level of instability exceeds a preset reference level, obtaining an energy recovery limiting coefficient; controlling an original energy recovery torque according to the energy recovery limiting coefficient to obtain a target energy recovery torque; recovering energy according to the target energy recovery torque; the step of obtaining the energy recovery limiting coefficient when the risk level of instability exceeds the preset reference level comprises: in a driving cycle, counting the number of instabilities when the risk level of instability exceeds the reference level, if the number of instabilities exceeds a preset number threshold, in the case that the risk level of instability is a second level, taking a preset first intervention threshold as the energy recovery limiting coefficient, and in the case that the risk level of instability is a third level, taking a preset second intervention threshold as the energy recovery limiting coefficient; the second level indicates that a difference value speed is greater than a first speed threshold and less than or equal to a second speed threshold, and the third level indicates that the difference value speed is greater than the second speed threshold, wherein the difference value speed is determined by an estimated steady speed of the current vehicle and a preset reference steady speed.

2. The control method of energy recovery according to claim 1, characterized in that, the step of determining the risk level of instability of the current vehicle comprises: obtaining an estimated steady speed of the current vehicle and a preset reference steady speed; obtaining a difference value speed according to the reference steady speed and the estimated steady speed; determining the risk level of instability of the current vehicle based on the difference value speed.

3. The control method of energy recovery according to claim 1, wherein the step of determining the risk level of instability of the current vehicle comprises: obtaining an estimated steady speed, a reference steady speed and a steering wheel angle change rate of the current vehicle; obtaining a difference value speed according to the reference steady speed and the estimated steady speed; determining the risk level of instability of the current vehicle based on the difference value speed and the steering wheel angle change rate.

4. The control method of energy recovery according to claim 2, wherein the step of determining the risk level of instability of the current vehicle based on the difference value speed comprises: obtaining a preset first speed threshold and a second speed threshold; if the difference value speed is equal to the first speed threshold, determining that the risk level of instability of the current vehicle is a first level; if the difference value speed is greater than the first speed threshold and less than or equal to the second speed threshold, determining that the risk level of instability of the current vehicle is a second level; if the difference value speed is greater than the second speed threshold, determining that the risk level of instability of the current vehicle is a third level; wherein the risk levels of instability of the first level, the second level and the third level gradually increase, and the reference level is the first level.

5. The control method of energy recovery according to claim 3, wherein, the step of determining the risk level of instability of the current vehicle based on the difference value speed and the steering wheel angle change rate comprises: obtaining a preset first speed threshold, a second speed threshold, a third speed threshold and a change rate threshold of the steering wheel angle; if the difference value speed is equal to the first speed threshold and the steering wheel angle change rate is less than the change rate threshold, determining that the risk level of instability of the current vehicle is a first level; if the difference speed is greater than the first speed threshold and less than or equal to the second speed threshold, and the estimated steady speed is less than the third speed threshold; or, the difference speed is equal to the first speed threshold, the estimated steady speed is greater than or equal to the third speed threshold, and the steering wheel angle change rate is greater than or equal to the angle change rate threshold, the current vehicle is determined to be at a second level of instability risk; if the difference speed is greater than the second speed threshold; or, the difference speed is greater than the first speed threshold and less than or equal to the second speed threshold, the estimated steady speed is greater than or equal to the third speed threshold, and the steering wheel angle change rate is greater than or equal to the angle change rate threshold, the current vehicle is determined to be at a third level of instability risk; wherein the instability risks of the first level, the second level, and the third level gradually increase, and the reference level is the first level.

6. The control method of energy recovery according to claim 2, wherein The step of obtaining the estimated steady speed of the current vehicle includes: collecting an inertial navigation speed valid bit and an inertial navigation speed output by an intelligent driving component; if the inertial navigation speed valid bit indicates that the inertial navigation speed is valid, the inertial navigation speed is taken as the estimated steady speed; if the inertial navigation speed valid bit indicates that the inertial navigation speed is invalid, a left front wheel speed and a right front wheel speed of the current vehicle are collected, and the estimated steady speed is calculated according to the left front wheel speed and the right front wheel speed.

7. A control device for energy recovery, characterized by The device includes: an instability risk level determination module configured to determine a level of instability risk of the current vehicle when it is detected that the current vehicle is in a coasting energy recovery state; an energy recovery limitation coefficient acquisition module configured to, in a driving cycle, count a number of instabilities when the level of instability risk exceeds a reference level, and if the number of instabilities exceeds a preset number threshold, take a preset first intervention threshold as the energy recovery limitation coefficient when the level of instability risk is at a second level, and take a preset second intervention threshold as the energy recovery limitation coefficient when the level of instability risk is at a third level; the second level indicates that a difference speed is greater than a first speed threshold and less than or equal to a second speed threshold, and the third level indicates that the difference speed is greater than the second speed threshold, the difference speed being determined by an estimated steady speed of the current vehicle and a preset reference steady speed; an energy recovery torque regulation module configured to regulate an original energy recovery torque according to the energy recovery limitation coefficient to obtain a target energy recovery torque; an energy recovery execution module configured to perform energy recovery according to the target energy recovery torque.

8. A vehicle characterized by comprising: The vehicle includes the energy recovery control device of claim 7, wherein the energy recovery control device is configured to perform the steps of the energy recovery control method of any one of claims 1-6.

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