Method, device, vehicle and storage medium for improving deceleration loss

Abstract

This application relates to the field of automotive technology, and in particular to a method, apparatus, vehicle, and storage medium for improving deceleration loss. The method includes: acquiring the current front wheel speed and current wheel acceleration of the vehicle; identifying the current road condition of the vehicle based on the current front wheel speed and current wheel acceleration, wherein the current road condition includes bumpy road conditions that will not cause vehicle instability; if the current road condition is a bumpy road condition that will not cause vehicle instability, then maintaining the vehicle's energy recovery torque within a first preset range, thereby maintaining the vehicle's deceleration within a second preset range. This solves the problem in existing technologies where the function is mistakenly triggered when the vehicle travels over potholes and speed bumps in energy recovery mode, leading to deceleration loss.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and more specifically to a method, apparatus, vehicle, and storage medium for improving deceleration loss. Background Technology

[0002] Electric vehicles need to balance energy recovery intensity and vehicle stability during recovery modes. Generally, energy recovery is initiated by the vehicle controller, which issues an overall recovery target based on coasting and braking goals, instructing the motor to execute the recovery. In strong recovery mode, vehicle stability is handled by the ESC (Electronic Stability Controller) actuator in the braking system. The ESC monitors vehicle stability in real time and intervenes in the recovery torque to maximize energy recovery efficiency while ensuring vehicle stability. Energy recovery affects vehicle stability primarily when transitioning from a high-friction surface to a low-friction surface. As the road adhesion coefficient decreases, wheel slip increases under the existing recovery target, leading to a tendency for vehicle instability.

[0003] Related technologies typically send a request to the vehicle controller to reduce regenerative braking when a tendency for vehicle instability is detected. Based on the request, wheel slip is reduced to ensure vehicle stability is restored. However, while the regenerative braking control logic in these technologies can address vehicle stability issues caused by energy recovery when transitioning from uniform or high-friction surfaces to low-friction surfaces, the fact that ESC intervention for energy recovery primarily uses wheel slip ratio as a control threshold can lead to false triggering when the vehicle encounters potholes or speed bumps, potentially causing deceleration loss. Summary of the Invention

[0004] One objective of this invention is to provide a method for improving deceleration loss, in order to solve the problem that the prior art does not consider the function mis-triggered when the vehicle passes over potholes and speed bumps in energy recovery mode, resulting in deceleration loss; a second objective is to provide a device for improving deceleration loss; a third objective is to provide a vehicle; and a fourth objective is to provide a computer storage medium.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0006] A method for improving deceleration loss includes the following steps: acquiring the current front wheel speed and current wheel acceleration of a vehicle; identifying the current road condition of the vehicle based on the current front wheel speed and current wheel acceleration, wherein the current road condition includes bumpy road conditions that will not cause vehicle instability; if the current road condition is the bumpy road condition that will not cause vehicle instability, then maintaining the vehicle's energy recovery torque within a first preset range, thereby maintaining the vehicle's deceleration within a second preset range.

[0007] Based on the above technical means, the embodiments of this application can identify the current road conditions of the vehicle by the current front wheel speed and the current wheel acceleration. When the current road conditions are bumpy road conditions that will not cause the vehicle to lose stability, the energy recovery torque of the vehicle is kept constant to avoid loss of deceleration. While ensuring the stability of the vehicle body in the energy recovery mode, the efficiency of energy recovery is improved.

[0008] Furthermore, the step of identifying the current road condition of the vehicle based on the current front wheel speed and the front wheel acceleration includes: calculating a speed fluctuation value based on the current front wheel speed and the current vehicle speed; calculating an acceleration fluctuation value based on the current wheel acceleration and the wheel acceleration at the previous moment; if the speed fluctuation value is within a first fluctuation range and the acceleration fluctuation value is within a second fluctuation range, then the current road condition is determined to be a bumpy road condition that will not cause vehicle instability.

[0009] Based on the above technical means, the embodiments of this application can identify the current road conditions by introducing the fluctuation of the front wheel speed relative to the vehicle speed and the fluctuation of the front wheel acceleration, thus ensuring the accuracy of identifying bumpy road conditions.

[0010] Furthermore, the bumpy road conditions include a first road condition and a second road condition, wherein the first road condition is a road condition that is raised relative to the ground, and the second road condition is a road condition that is sunken relative to the ground.

[0011] Furthermore, if the bumpy road condition is the first road condition, before identifying the current road condition of the vehicle based on the current front wheel speed and the front wheel acceleration, the method further includes: acquiring the height data of the first road condition; and using the height data to calibrate the first fluctuation range and the second fluctuation range.

[0012] Based on the above technical means, the embodiments of this application can use different height data to define the first fluctuation range and the second fluctuation range, which can be used to subsequently determine whether the current road condition is a bumpy road condition that will not cause vehicle instability.

[0013] Furthermore, if the bumpy road condition is the second road condition, before identifying the current road condition of the vehicle based on the current front wheel speed and the front wheel acceleration, the method further includes: acquiring depth data of the second road condition; and using the depth data to calibrate the first fluctuation range and the second fluctuation range.

[0014] Based on the above technical means, the embodiments of this application can use different depth data to define the first fluctuation range and the second fluctuation range, which can be used to subsequently determine whether the current road condition is a bumpy road condition that will not cause vehicle instability.

[0015] An apparatus for improving deceleration loss includes a first acquisition module for acquiring the current front wheel speed and current wheel acceleration of a vehicle; an identification module for identifying the current road condition of the vehicle based on the current front wheel speed and current wheel acceleration, wherein the current road condition includes a bumpy road condition that will not cause vehicle instability; and a control module for maintaining the deceleration of the vehicle within a second preset range by maintaining the energy recovery torque of the vehicle within a first preset range when the current road condition is the bumpy road condition that will not cause vehicle instability.

[0016] Furthermore, the identification module is further configured to: calculate a speed fluctuation value based on the current front wheel speed and the current vehicle speed; calculate an acceleration fluctuation value based on the current wheel acceleration and the wheel acceleration at the previous moment; if the speed fluctuation value is within a first fluctuation range and the acceleration fluctuation value is within a second fluctuation range, then determine that the current road condition is a bumpy road condition that will not cause vehicle instability.

[0017] Furthermore, the bumpy road conditions include a first road condition and a second road condition, wherein the first road condition is a road condition that is raised relative to the ground, and the second road condition is a road condition that is sunken relative to the ground.

[0018] Furthermore, the device for improving deceleration loss also includes: a second acquisition module, used to acquire height data of the first road condition before identifying the current road condition of the vehicle based on the current front wheel speed and the front wheel acceleration; and a first calibration module, used to calibrate the first fluctuation range and the second fluctuation range using the height data.

[0019] Furthermore, the device for improving deceleration loss also includes: a third acquisition module, used to acquire depth data of the second road condition before identifying the current road condition of the vehicle based on the current front wheel speed and the front wheel acceleration; and a second calibration module, used to calibrate the first fluctuation range and the second fluctuation range using the depth data.

[0020] A vehicle includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the method for improving deceleration loss as described in the above embodiments.

[0021] A storage medium having a computer program stored thereon, which is executed by a processor to implement the method for improving deceleration loss as described in the above embodiments.

[0022] The beneficial effects of this invention are:

[0023] (1) The embodiments of this application can identify the current road conditions of the vehicle by the current front wheel speed and the current wheel acceleration. When the current road conditions are bumpy road conditions that will not cause the vehicle to become unstable, the energy recovery torque of the vehicle is kept constant to avoid loss of deceleration. While ensuring the stability of the vehicle body in the energy recovery mode, the efficiency of energy recovery is improved.

[0024] (2) The embodiments of this application can identify the current road conditions by introducing the fluctuation of the front wheel speed relative to the vehicle speed and the fluctuation of the front wheel acceleration, so as to ensure the accuracy of identifying bumpy road conditions.

[0025] (3) The embodiments of this application can use different height data to define the first fluctuation range and the second fluctuation range, which can be used to determine whether the current road condition is a bumpy road condition that will not cause vehicle instability.

[0026] (4) The embodiments of this application can use different depth data to define the first fluctuation range and the second fluctuation range, which can be used to determine whether the current road condition is a bumpy road condition that will not cause vehicle instability. Attached Figure Description

[0027] Figure 1 A flowchart of a method for improving deceleration loss provided by an embodiment of the present invention;

[0028] Figure 2 A schematic diagram of a bumpy road condition that does not cause vehicle instability, provided as an embodiment of the present invention;

[0029] Figure 3 An example diagram illustrating the reduction in deceleration due to decreased energy recovery when crossing a speed bump, provided as an embodiment of the present invention;

[0030] Figure 4 This is an example diagram illustrating energy recovery over a speed bump without reducing deceleration or loss, provided in one embodiment of the present invention.

[0031] Figure 5 A block diagram illustrating an apparatus for improving deceleration loss according to an embodiment of the present invention;

[0032] Figure 6 This is a structural schematic diagram of a vehicle provided in an embodiment of the present invention. Detailed Implementation

[0033] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0034] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0035] Specifically, Figure 1 This is a flowchart illustrating a method for improving deceleration loss provided in an embodiment of this application.

[0036] like Figure 1 As shown, the method for improving deceleration loss includes the following steps:

[0037] In step S101, the current front wheel speed and current wheel acceleration of the vehicle are obtained.

[0038] It is understandable that since the time a vehicle spends passing over potholes or speed bumps is extremely short, it will not cause the vehicle to become unstable. The embodiments of this application can obtain the current front wheel speed and current wheel acceleration, providing a basis for subsequent identification of the current road conditions of the vehicle.

[0039] In actual implementation, there are multiple ways to obtain the current front wheel speed and current wheel acceleration of a vehicle. The embodiments of this application can be obtained by collecting data through the vehicle's own sensors, which can effectively reduce the cost of the vehicle and make the entire recognition process more economical.

[0040] In step S102, the current road conditions of the vehicle are identified based on the current front wheel speed and the current wheel acceleration. The current road conditions include bumpy road conditions that will not cause the vehicle to become unstable.

[0041] The bumpy road conditions include a first road condition and a second road condition. The first road condition is a road condition that is raised relative to the ground, and the second road condition is a road condition that is sunken relative to the ground.

[0042] For ease of understanding, the embodiments of this application can be described in the following text using the first road condition as a speed bump and the second road condition as a pothole.

[0043] like Figure 2The diagram shown illustrates a vehicle traversing potholes and speed bumps. If speed bumps and potholes are not distinguished from normal road surfaces, and since wheel slippage is used as the adjustment threshold, the time spent traversing speed bumps or potholes is extremely short, the vehicle body will not show any tendency to become unstable. However, the wheel impact slippage rate is very high, which can lead to false triggering of the energy recovery function, a reduction in negative torque, and consequently, a loss of deceleration. Figure 3 As shown. This application embodiment can separate conventional road surfaces and special road surfaces (such as potholes and speed bumps) based on the current front wheel speed and current wheel acceleration.

[0044] In this embodiment of the application, identifying the current road conditions of the vehicle based on the current front wheel speed and front wheel acceleration includes: calculating a speed fluctuation value based on the current front wheel speed and the current vehicle speed; calculating an acceleration fluctuation value based on the current wheel acceleration and the wheel acceleration at the previous moment; if the speed fluctuation value is within a first fluctuation range and the acceleration fluctuation value is within a second fluctuation range, then the current road conditions are determined to be bumpy road conditions that will not cause vehicle instability.

[0045] This application embodiment can identify the current road conditions by introducing fluctuations in the front wheel speed relative to the vehicle speed and fluctuations in the front wheel acceleration, thus ensuring the accuracy of bumpy road surface identification. In actual implementation, this application embodiment can identify a situation where the front wheel speed relative to the vehicle speed fluctuates within a first fluctuation range, and the fluctuations in the current wheel acceleration and the wheel acceleration at the previous moment both reach a second fluctuation range. When both conditions are met simultaneously, it can be identified as the front wheels passing over potholes or speed bumps.

[0046] Furthermore, before identifying the vehicle's current road condition based on the current front wheel speed and acceleration, the process includes: acquiring height data for the first road condition; using the height data to calibrate a first fluctuation range and a second fluctuation range; acquiring depth data for the second road condition; and using the depth data to calibrate the first fluctuation range and the second fluctuation range.

[0047] In the embodiments of this application, the first fluctuation range and the second fluctuation range can be calibrated. The wheel speed relative to the vehicle speed fluctuation k and the wheel acceleration a can be used as calibration values. By using protruding obstacles of different heights and indented obstacles of different depths, a range value that can identify different bumpy road conditions is calibrated. This is used to subsequently determine whether the current road condition is a bumpy road condition that will not cause vehicle instability. By calibrating through multiple obstacles, the accuracy of the range value is improved, thereby greatly improving the problem of vehicle deceleration loss when passing through bumpy roads.

[0048] In step S103, if the current road condition is a bumpy road condition that will not cause vehicle instability, the vehicle's deceleration is maintained within a second preset range by maintaining the vehicle's energy recovery torque within a first preset range.

[0049] The first and second preset ranges can be calibrated according to the actual situation, without specific limitations.

[0050] like Figure 4 As shown, this embodiment of the application adds bumpy road condition recognition logic. When it is determined that the current road condition of the vehicle is a bumpy road condition that will not cause vehicle instability, the electric braking energy recovery of the rear-wheel drive model is realized through the rear wheels. This embodiment of the application can keep the energy recovery of the rear wheels from decreasing or disengaging, avoid loss of deceleration, and improve the efficiency of energy recovery while ensuring vehicle stability.

[0051] The method for improving deceleration loss proposed in this application identifies the vehicle's current road conditions by measuring the current front wheel speed and current wheel acceleration. When the current road conditions are bumpy and will not cause vehicle instability, the energy recovery torque is maintained constant. This ensures vehicle stability in energy recovery mode while preventing deceleration loss when traversing bumpy roads. Therefore, it solves the problem in existing technologies where the function is mistakenly triggered when the vehicle travels over potholes and speed bumps in energy recovery mode, leading to deceleration loss.

[0052] Next, with reference to the accompanying drawings, an apparatus for improving deceleration loss according to an embodiment of this application is described.

[0053] Figure 5 This is a block diagram of an apparatus for improving deceleration loss according to an embodiment of this application.

[0054] like Figure 5 As shown, the device 10 for improving deceleration loss includes: a first acquisition module 100, an identification module 200, and a control module 300.

[0055] The first acquisition module 100 is used to acquire the current front wheel speed and current wheel acceleration of the vehicle; the identification module 200 is used to identify the current road conditions of the vehicle based on the current front wheel speed and current wheel acceleration, wherein the current road conditions include bumpy road conditions that will not cause vehicle instability; the control module 300 is used to maintain the vehicle's deceleration within a second preset range by maintaining the vehicle's energy recovery torque within a first preset range when the current road conditions are bumpy road conditions that will not cause vehicle instability.

[0056] In this embodiment of the application, the identification module 200 is further configured to: calculate the speed fluctuation value based on the current front wheel speed and the current vehicle speed; calculate the acceleration fluctuation value based on the current wheel acceleration and the wheel acceleration at the previous moment; if the speed fluctuation value is within the first fluctuation range and the acceleration fluctuation value is within the second fluctuation range, then determine that the current road condition is a bumpy road condition that will not cause the vehicle to become unstable.

[0057] In this embodiment of the application, the bumpy road condition includes a first road condition and a second road condition, wherein the first road condition is a road condition that is raised relative to the ground, and the second road condition is a road condition that is depressed relative to the ground.

[0058] In this embodiment of the application, the device 10 for improving deceleration loss further includes a second acquisition module and a first calibration module.

[0059] The second acquisition module is used to acquire the height data of the first road condition before identifying the current road condition of the vehicle based on the current front wheel speed and front wheel acceleration; the first calibration module is used to calibrate the first fluctuation range and the second fluctuation range using the height data.

[0060] In this embodiment of the application, the apparatus for improving deceleration loss further includes: a third acquisition module and a second calibration module.

[0061] The third acquisition module is used to acquire depth data of the second road condition before identifying the current road condition of the vehicle based on the current front wheel speed and front wheel acceleration; the second calibration module is used to calibrate the first fluctuation range and the second fluctuation range using the depth data.

[0062] It should be noted that the foregoing explanation of the method embodiment for improving deceleration loss also applies to the apparatus for improving deceleration loss in this embodiment, and will not be repeated here.

[0063] The device for improving deceleration loss according to the embodiments of this application identifies the current road conditions of the vehicle by measuring the current front wheel speed and current wheel acceleration. When the current road conditions are bumpy and will not cause vehicle instability, the device maintains the vehicle's energy recovery torque constant to avoid deceleration loss. This improves the efficiency of energy recovery while ensuring vehicle stability in energy recovery mode. Therefore, it solves the problem in existing technologies where the function is mistakenly triggered when the vehicle travels over potholes and speed bumps in energy recovery mode, leading to deceleration loss.

[0064] Figure 6 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include:

[0065] The memory 601, the processor 602, and the computer program stored on the memory 601 and capable of running on the processor 602.

[0066] When the processor 602 executes the program, it implements the method for improving deceleration loss provided in the above embodiments.

[0067] Furthermore, the vehicle also includes:

[0068] Communication interface 603 is used for communication between memory 601 and processor 602.

[0069] The memory 601 is used to store computer programs that can run on the processor 602.

[0070] The memory 601 may include high-speed RAM (Random Access Memory) memory, and may also include non-volatile memory, such as at least one disk storage.

[0071] If the memory 601, processor 602, and communication interface 603 are implemented independently, then the communication interface 603, memory 601, and processor 602 can be interconnected via a bus to complete communication between them. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 6 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0072] Optionally, in a specific implementation, if the memory 601, processor 602, and communication interface 603 are integrated on a single chip, then the memory 601, processor 602, and communication interface 603 can communicate with each other through an internal interface.

[0073] The processor 602 may be a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement the embodiments of this application.

[0074] This application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the above-described method for improving deceleration loss.

[0075] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0076] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0077] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0078] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (FPGAs), field-programmable gate arrays (FPGAs), etc.

[0079] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0080] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A method for improving deceleration loss, characterized in that, Includes the following steps: Obtain the current front wheel speed and current wheel acceleration of the vehicle; The current road conditions of the vehicle are identified based on the current front wheel speed and the current wheel acceleration, wherein the current road conditions include bumpy road conditions that will not cause the vehicle to lose stability; If the current road condition is a bumpy road condition that will not cause vehicle instability, then by maintaining the energy recovery torque of the vehicle within a first preset range, the deceleration of the vehicle is maintained within a second preset range. The step of identifying the current road conditions of the vehicle based on the current front wheel speed and the front wheel acceleration includes: The speed fluctuation value is calculated based on the current front wheel speed and the current vehicle speed; The acceleration fluctuation value is calculated based on the current wheel acceleration and the wheel acceleration at the previous moment; If the speed fluctuation value is within the first fluctuation range and the acceleration fluctuation value is within the second fluctuation range, then the current road condition is determined to be a bumpy road condition that will not cause vehicle instability.

2. The method for improving deceleration loss according to claim 1, characterized in that, The bumpy road conditions include a first road condition and a second road condition, wherein the first road condition is a road condition that is raised relative to the ground, and the second road condition is a road condition that is sunken relative to the ground.

3. The method for improving deceleration loss according to claim 2, characterized in that, If the bumpy road condition is the first type of road condition, before identifying the current road condition of the vehicle based on the current front wheel speed and the front wheel acceleration, the method further includes: Obtain the elevation data for the first road condition; The first fluctuation range and the second fluctuation range are calibrated using the height data.

4. The method for improving deceleration loss according to claim 2, characterized in that, If the bumpy road condition is the second type of road condition, before identifying the current road condition of the vehicle based on the current front wheel speed and the front wheel acceleration, the method further includes: Obtain depth data for the second road condition; The first fluctuation range and the second fluctuation range are calibrated using the depth data.

5. A device for improving deceleration loss, characterized in that, include: The first acquisition module is used to acquire the current front wheel speed and current wheel acceleration of the vehicle; The identification module is used to identify the current road conditions of the vehicle based on the current front wheel speed and the current wheel acceleration, wherein the current road conditions include bumpy road conditions that will not cause the vehicle to lose stability. The control module is used to maintain the vehicle's deceleration within a second preset range by maintaining the vehicle's energy recovery torque within a first preset range when the current road condition is a bumpy road condition that will not cause the vehicle to lose stability. Further use for: The speed fluctuation value is calculated based on the current front wheel speed and the current vehicle speed; The acceleration fluctuation value is calculated based on the current wheel acceleration and the wheel acceleration at the previous moment; If the speed fluctuation value is within the first fluctuation range and the acceleration fluctuation value is within the second fluctuation range, then the current road condition is determined to be a bumpy road condition that will not cause vehicle instability.

6. The apparatus for improving deceleration loss according to claim 5, characterized in that, The bumpy road conditions include a first road condition and a second road condition, wherein the first road condition is a road condition that is raised relative to the ground, and the second road condition is a road condition that is sunken relative to the ground.

7. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the computer program to implement the method for improving deceleration loss as described in any one of claims 1-4.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, The computer program is executed by a processor to implement the method for improving deceleration loss as described in any one of claims 1-4.

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