A control method, device and vehicle for a new energy vehicle with energy recovery function

Abstract

This application relates to the field of new energy vehicle technology and provides a control method, device, and vehicle for a new energy vehicle with energy recovery. The method comprises: identifying the road surface on which the vehicle is traveling and generating a corresponding road surface identification mark based on the identification result; when the vehicle is recovering energy, monitoring whether the vehicle's electronic brake control system is activated; if the electronic brake control system is activated, determining whether the electronic brake control system is falsely activated based on the road surface identification mark; if the electronic brake control system is falsely activated, not responding to the electronic brake control system's control of the motor output torque. This application can effectively solve the problem of a forward rushing feeling during driving and riding caused by the false activation of the electronic brake control system during energy recovery.

Description

Technical Field

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

[0002] Some new energy vehicles currently on the market have energy recovery features. This function relies on applying negative torque to the vehicle during coasting or braking, which the generator converts into electrical energy, which is then stored in the battery for energy reuse. Therefore, during the energy recovery process, the vehicle will output negative torque.

[0003] Furthermore, if the vehicle's electronic brake control system (EBCS) is activated during driving, it will control the vehicle's output torque to minimize driving stability risks. For example, if the EBCS is an anti-lock braking system (ABS), to prevent the brakes from locking, the vehicle controller must immediately clear the torque request and execute zero vehicle torque output. This operation must be performed extremely quickly to meet control requirements. During this short operating period, if the vehicle is also in a regenerative mode, the ABS's activation will reset the output torque to zero, and the negative output torque will suddenly disappear. This sudden change in torque can cause a rapid release of vehicle deceleration, resulting in a perceived lurching sensation. However, if the EBCS is mistakenly activated during regenerative mode—for example, when the vehicle is driving over a speed bump or other road surface, triggering the ABS's activation due to wheel lift—this mistaken activation can cause a perceived lurching sensation, impacting both driving comfort and safety.

[0004] Therefore, how to avoid the forward rushing feeling caused by the electronic brake control system being mistakenly activated during energy recovery is a technical problem encountered in the use of new energy vehicles. Summary of the Invention

[0005] In view of this, the embodiments of the present application provide a control method, device and vehicle for a new energy vehicle with energy recovery function to solve the problem in the prior art of a forward rushing feeling caused by the electronic brake control system being mistakenly activated during energy recovery of the vehicle.

[0006] A first aspect of an embodiment of the present application provides a control method for a new energy vehicle with an energy recovery function, which includes: identifying the road surface on which the vehicle is traveling and generating a corresponding road surface identification mark based on the identification result; when the vehicle is recovering energy, monitoring whether the electronic braking control system of the vehicle is activated; if the electronic braking control system is activated, judging whether the electronic braking control system is mistakenly activated based on the road surface identification mark; if the electronic braking control system is mistakenly activated, not responding to the electronic braking control system's control of the motor output torque.

[0007] According to a second aspect of an embodiment of the present application, a control device for a new energy vehicle with an energy recovery function is provided, comprising: an identification module configured to identify the road surface on which the vehicle is traveling and to generate a corresponding road surface identification mark based on the identification result; a monitoring module configured to monitor whether the electronic braking control system of the vehicle is activated when the vehicle is recovering energy; a judgment module configured to determine whether the electronic braking control system is falsely activated based on the road surface identification mark if the electronic braking control system is activated; and a control module configured not to respond to the electronic braking control system's control of the motor output torque if the electronic braking control system is falsely activated.

[0008] According to a third aspect of an embodiment of the present application, a vehicle is provided, which is a new energy vehicle and has an energy recovery function. The vehicle includes a vehicle controller and an electronic brake control system. The vehicle controller includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the above method are implemented.

[0009] Compared with the prior art, the beneficial effects of the embodiments of the present application are as follows: the control method of the new energy vehicle with energy recovery function identifies the road surface on which the vehicle is traveling and generates corresponding road surface identification marks, wherein different road surface identification marks correspond to different road surfaces, thereby understanding the conditions of the road surface on which the vehicle is traveling based on the road surface identification marks. When the vehicle is recovering energy, if an electronic braking control system is activated, the road surface identification mark is queried to determine the conditions of the road surface on which the vehicle is traveling. If the electronic braking control system is mistakenly triggered when the vehicle passes through a specific road surface, the electronic braking control system will not be responded to in controlling the motor output torque, so as to avoid the electronic braking control system forcibly clearing the motor output torque in the event of mistaken activation, resulting in a sudden change in the motor output torque, causing a rapid release of the vehicle's deceleration, thereby causing a forward rushing feeling when driving and riding, thereby improving driving comfort; at the same time, it can also effectively avoid driving hazards that may be caused by the rapid release of the vehicle's deceleration, thereby improving the safety of vehicle driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the embodiments or descriptions of the prior art. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0011] Figure 1 This is a flow chart of a control method for a new energy vehicle with energy recovery function provided by an embodiment of the present application;

[0012] Figure 2 This is a structural diagram of a control device for a new energy vehicle with an energy recovery function provided in an embodiment of the present application;

[0013] Figure 3 This is a structural diagram of a car provided by an embodiment of the present application;

[0014] Figure 4 This is a schematic diagram of a vehicle controller provided in an embodiment of the present application. DETAILED DESCRIPTION

[0015] In the following description, specific details such as specific system structures and techniques are provided for purposes of illustration rather than limitation to facilitate a thorough understanding of the embodiments of the present application. However, it will be apparent to those skilled in the art that the present application may be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to avoid obscuring the description of the present application with unnecessary detail.

[0016] Figure 1 This is a flow chart of a control method for a new energy vehicle with energy recovery function provided in an embodiment of the present application. Figure 2 The control method of a new energy vehicle with energy recovery function can be applied to a vehicle with energy recovery function, which is preferably a new energy vehicle and has a vehicle controller, and the method is executed by the vehicle controller.

[0017] like Figure 1 As shown, the control method of the new energy vehicle with energy recovery function includes:

[0018] S101, identifying the road surface on which the vehicle is traveling and generating a corresponding road surface identification mark according to the identification result;

[0019] S102, when the vehicle is performing energy recovery, monitoring whether the vehicle's electronic brake control system is activated;

[0020] S103, if an electronic brake control system is activated, determining whether the electronic brake control system is activated by mistake based on the road surface recognition mark;

[0021] S104: If the electronic brake control system is activated by mistake, the control of the motor output torque by the electronic brake control system is not responded to.

[0022] According to the technical solution provided in the embodiment of the present application, the road surface on which the car is traveling is identified and corresponding road surface identification marks are generated, wherein different road surface identification marks correspond to different road surfaces. Thus, the condition of the road surface on which the car is traveling can be understood based on the road surface identification marks. When the car is recovering energy, if an electronic braking control system is activated, the road surface identification mark is queried to determine the condition of the road surface on which the car is traveling. If the car passes through a specific road surface and the electronic braking control system is mistakenly triggered, the electronic braking control system will not respond to the control of the motor output torque, so as to avoid the electronic braking control system forcibly clearing the motor output torque in the event of mistaken activation, resulting in a sudden change in the motor output torque, causing a rapid release of the vehicle's deceleration, thereby causing a forward rushing feeling when driving and riding, thereby improving driving comfort; at the same time, it can also effectively avoid driving hazards that may be caused by the rapid release of the vehicle's deceleration, thereby improving the safety of the car's driving.

[0023] In the above step S101, the road surface on which the car is traveling is identified, which can be the identification of the road surface in front of the car, that is, the road surface that the car is about to pass; or it can be the identification of the road surface that the car is passing. This embodiment of the present application does not limit this.

[0024] The specific implementation method for identifying the road surface on which the vehicle is traveling is not unique. This embodiment provides the following several implementation examples for reference.

[0025] In one embodiment, in step S101, the road surface on which the car is traveling is identified, and a corresponding road surface identification mark is generated according to the identification result, including: using the automatic driving system of the car to identify the road surface characteristics of the road surface on which the car is traveling, and generating a corresponding road surface identification mark, different road surface identification marks correspond to different road surface characteristics, and each road surface identification mark corresponds to at least one road surface characteristic, and the road surface characteristics include speed bumps, manhole covers, bridge joints, potholes, ice and snow, mud, and accumulated water; when the road surface on which the car is traveling is identified as a normal road surface, a first road surface identification mark is generated; when the road surface characteristics of the road surface on which the car is traveling are identified as speed bumps, manhole covers, bridge joints or potholes, a second road surface identification mark is generated; when the road surface characteristics of the road surface on which the car is traveling are identified as speed bumps, manhole covers, bridge joints or potholes, a third road surface identification mark is generated.

[0026] This embodiment utilizes an autonomous driving system to automatically identify the road surface features of the road ahead of the vehicle, and generates corresponding road surface identification signs based on the identified road surface features, thereby being able to obtain the road surface conditions ahead of the vehicle through road sign identification signs. Since the autonomous driving system has powerful computing power, it is able to quickly identify the road surface conditions ahead, which is very intelligent.

[0027] Specifically, the autonomous driving systems used by different vehicles may vary, but what these autonomous driving systems have in common is that they all have a visual system, that is, they can obtain road surface information through cameras or laser radars, and then analyze the road surface information to determine the road surface features. For example, the autonomous driving system includes a laser radar and a camera, which uses the camera to capture images of the road ahead of the vehicle, or / and uses the laser radar to collect point clouds of the road surface on which the vehicle is traveling. Based on the point clouds, images of the corresponding road surface are generated. The road surface features in these images are then annotated to obtain sample images. The sample images are then used to train a machine learning model to obtain a target model that can automatically identify road surface features. The target model is then deployed in the vehicle or a cloud server connected to the vehicle. When the vehicle is driving, the camera, laser radar, and other devices are used to obtain real-time images of the road surface on which the vehicle is traveling. This real-time image is input into the target model, and corresponding recognition results are obtained at the output of the target model, including but not limited to the road surface features of the road surface on which the vehicle is traveling. Corresponding road surface identification marks are generated based on the recognition results. Of course, other means can also be used for road surface recognition in actual applications, and the embodiments of this application do not limit the specific means for achieving road surface feature recognition.

[0028] For example, some cars' autonomous driving systems have a radar- and camera-based road preview function. This road preview function can be used to identify road conditions in advance. Identifiable road conditions include, but are not limited to, normal roads, roads with speed bumps, roads with manhole covers, bridge joints, potholes, icy roads, muddy roads, and flooded roads. When the road preview function identifies a normal road surface, a first road surface identification mark N is generated. When the road preview function identifies at least one of the following road features: speed bumps, manhole covers, bridge joints, and potholes, a second road surface identification mark M is generated. When the road preview function identifies at least one of the following road features: ice, snow, mud, and flooded roads, a third road surface identification mark P is generated. N, M, and P are flags. Of course, other letters can also be used as corresponding flags, and this application does not limit this. Thus, when the car needs to understand the road conditions ahead, it only needs to read the road surface identification mark to determine the road condition ahead.

[0029] Among them, the road surface identification mark can specifically be a mark position used to indicate road surface characteristics. In this embodiment, different road surface identification marks can represent different road surface characteristics, and each road surface identification mark can be used to mark at least one road surface characteristic, that is, one road surface identification mark can be used to mark a category or road surface characteristic of concern.

[0030] In another embodiment, in step S101, the road surface on which the vehicle is traveling is identified, and a corresponding road surface identification mark is generated based on the identification result, including: obtaining the wheel speed signal of each wheel of the vehicle, which is a periodically collected signal; determining the wheel speed change rate of each wheel based on the wheel speed signal of each wheel; within a first preset period, judging whether the wheel speed change rate of any wheel exceeds a first preset threshold, and the number of times the wheel speed change rate of any wheel exceeds the first preset threshold is greater than or equal to the first preset number, wherein the duration of the first preset period is greater than the collection period of the wheel speed signal; if not, judging that the road surface currently being traveled by the vehicle is a normal road surface, and generating a first road surface identification mark; if so, judging that the road surface currently being traveled by the vehicle is a target road surface, and generating a second road surface identification mark.

[0031] Specifically, the target road surface in this embodiment includes but is not limited to road surfaces having the above-mentioned road surface features such as speed bumps, manhole covers, bridge joints, and potholes.

[0032] For example, the wheel speed signal of the ESC (Electronic Stability Program) system of a car is obtained, that is, the wheel speed of each wheel is obtained, and then the first-order derivative of the wheel speed is obtained:

[0033]

[0034] The speed change rate of each wheel can be calculated separately, namely:

[0035]

[0036]

[0037]

[0038]

[0039] In the above formula: V wheelFL 、V wheelFR 、V wheelRL 、V wheelRR are the wheel speeds of the left front, right front, left rear and right rear wheels of the car (in km / h), a wheelFL 、a wheelFR 、a wheelRL 、a wheelRRThey are the speed change rates of the left front, right front, left rear and right rear wheels of the car (in m / s 2 ).

[0040] In the first preset period T1, when the wheel speed change rate of any wheel exceeds the first preset threshold a th1 , and the speed change rate of any wheel exceeds the first preset threshold a th1 The condition is satisfied n1 times continuously within the first preset judgment period T1, where n1 is the change rate of the wheel speed of any wheel exceeding the first preset threshold a. th1 The first preset number of consecutive occurrences, where n1 is a positive integer and is related to the road surface characteristics. Different road surface characteristics may correspond to different n1s. Taking the road surface characteristic of a speed bump as an example, the preferred range of n1 is 2-3. In addition, in this embodiment, the first preset judgment period T can be the collection period of the road surface characteristics ahead, or it can be a user-defined period, where the first preset judgment period T is preferably 80 to 200 ms. In addition, the wheel speed change rate judgment threshold can be determined based on the characteristic value of the actual vehicle collected data, and is generally preferably 10 to 30 m / s. 2 .

[0041] This embodiment calculates the wheel speed change rate through the wheel speed signal. If the wheel speed change rate exceeds a first preset threshold value and exceeds the number of times within a first preset period, it may trigger the activation of the vehicle's electronic brake control system. Since the road surface features that cause the electronic brake control system to be activated may not be limited to the speed bumps, manhole covers, bridge joints and potholes in the above embodiment, this embodiment uses the wheel speed signal to identify the current road surface conditions of the vehicle, which is more comprehensive and accurate than using the automatic driving system to identify the road surface.

[0042] In another embodiment, in step S101, the road surface on which the vehicle is traveling is identified, and a corresponding road surface identification mark is generated based on the identification result, including: obtaining the motor speed signal of each motor of the vehicle, which is a periodic acquisition signal; determining the motor speed change rate of each motor based on the motor speed signal; within a second preset period, judging whether any motor speed change rate is greater than a second preset threshold, and the number of times the motor speed change rate is greater than the second preset threshold is greater than or equal to the second preset number, wherein the duration of the second preset period is greater than the acquisition period of the motor speed signal; if not, judging that the road surface currently being traveled by the vehicle is a normal road surface, and generating a first road surface identification mark; if so, judging that the road surface currently being traveled by the vehicle is a target road surface, and generating a second road surface identification mark.

[0043] Specifically, the number of motors on different vehicles may vary. The number of motors may be one, two, three, or four, and this is not limited in the present embodiment. Each motor has a control unit, or two or more motors may share a control unit. The control unit is used to control the motors. For example, the control unit can obtain motor speed signals.

[0044] For example, a car has two motors, one of which drives the front wheels and the other drives the rear wheels. First, obtain the motor speed signals of each motor to obtain the motor speed. Then, take the first-order derivative of the motor speed according to the following formula, that is:

[0045]

[0046] The speed change rates of the front and rear motors can be calculated separately, namely:

[0047]

[0048]

[0049] Where: V mf 、V mr Respectively, the front and rear motor speeds (in r / min), a mf and a mr The speed change rate of the front and rear motors (in rad / s 2 ).

[0050] Then, within the second preset period T2, when the speed change rate of any motor is greater than the second preset threshold a th2 , and exceeds the second preset number n2, it is determined that the vehicle is passing through the target road surface and a second road surface identification mark is generated, wherein the target road surface also includes but is not limited to roads with the above-mentioned speed bumps, manhole covers, bridge joints and potholes and other road surface features.

[0051] This embodiment is similar to the above-mentioned method of using wheel speed to identify the road surface. When the vehicle is within the second preset period T2, when the rate of change of any motor speed is greater than the second preset threshold value a th2 , and exceeds the second preset number n2, it is considered that the probability of triggering the activation of the vehicle's electronic brake control system is relatively high, or in other words, the probability of the vehicle passing through the target road surface is relatively high at this time. Therefore, it is determined that the vehicle is currently passing through the target road surface. Since the road surface features that cause the activation of the electronic brake control system may not be limited to the speed bumps, manhole covers, bridge joints and potholes in the above embodiment, this embodiment uses the motor speed signal to identify the situation of the road surface that the vehicle is currently passing through, which is more comprehensive and accurate than using the automatic driving system to identify the road surface.

[0052] It is understandable that in actual applications, the road surface recognition method in any of the above embodiments can be adopted to identify the road surface on which the car is traveling and generate corresponding road sign recognition signs, or the road surface recognition methods in at least two of the above embodiments can be adopted to jointly identify the road surface on which the car is traveling and generate corresponding road sign recognition signs. This application does not impose any restrictions on this.

[0053] Preferably, in the above-mentioned step S101, the road surface on which the vehicle is traveling is identified, and a corresponding road surface identification mark is generated according to the identification result, including: using the automatic driving system of the vehicle to identify the road surface features of the road surface on which the vehicle is traveling, and when it is identified that the road surface ahead includes at least one road surface feature of speed bumps, manhole covers, bridge joints and potholes, calculating a first time when the vehicle wheels reach the identified road surface feature and a second time when the vehicle passes the road surface feature; when the first time is arrived at, obtaining the wheel speed signal and the motor speed signal of the vehicle, and based on the wheel speed signal and the motor speed signal, respectively calculating the wheel speed change rate and the motor speed change rate; within a preset period, determining whether any wheel speed change rate or motor speed change rate is greater than a corresponding preset threshold, and the number of times any wheel speed change rate or motor speed change rate is greater than the corresponding preset threshold is greater than or equal to the corresponding preset number; if not, determining that the road surface currently being passed by the vehicle is a normal road surface, and generating a first road surface identification mark; if so, determining that the road surface currently being passed by the vehicle is a target road surface, and generating a second road surface identification mark.

[0054] Specifically, the preset thresholds in this embodiment include a first preset threshold corresponding to the wheel speed change rate and a second preset threshold corresponding to the motor speed change rate. Furthermore, the preset number of times includes a first preset number of times corresponding to the wheel speed change rate and a second preset number of times corresponding to the motor speed change rate.

[0055] In this embodiment, the calculation method of the first time and the second time is not unique.

[0056] For example, when the car's road preview function identifies a road feature such as a speed bump, manhole cover, bridge joint, or pothole on the road ahead, the first time the front and rear wheels of the car reach this road feature is calculated based on the distance to the road feature and the car's current speed, that is:

[0057]

[0058]

[0059] Where t1 is the estimated time for the front wheel to pass the road feature, t2 is the estimated time for the rear wheel to pass the road feature, v is the current speed of the car (in km / h), L f is the distance between the road feature and the front wheel, L vThe wheelbase of the vehicle.

[0060] In addition, a second time at which the vehicle passes the road feature can be further calculated based on the length of the identified road feature and the vehicle's speed. It should be noted that the road preview function can identify the shape of the road feature. The range of the road feature can be limited, meaning its area is fixed, or it can be unlimited, meaning its area is uncertain. Regardless of the road feature, the road feature displayed in the image captured by the radar or camera has boundaries. Therefore, the second time at which the vehicle passes the road feature can be estimated based on the vehicle's driving history. If the area of ​​the road feature is uncertain, the second time calculated when the vehicle recognizes the road feature can be used as a period for determination. If the vehicle fails to recognize the same road feature within one of these periods, the acquisition of wheel speed signals and motor speed signals ceases. It should be noted that the aforementioned first time, second time, and distance between the vehicle and the identified road feature can all be acquired or automatically calculated by the vehicle's autonomous driving system. The specific calculation or acquisition methods do not contribute to the prior art and are not described in detail here.

[0061] According to the technical solution provided in this embodiment, the road surface ahead of the car is first identified to determine the first time and second time when the car reaches and passes through the target road surface features. Then, when the first time is reached, the wheel speed signal and the motor speed signal are used to continuously perform road surface identification for the second time to determine whether the road surface the car is currently passing through is the target road surface. This use of different identification methods to coordinate and identify the road surface in advance can avoid unnecessary calculations under normal road conditions, thereby saving computing power resources.

[0062] In the above step S102, the energy recovery of the vehicle includes braking energy recovery and coasting energy recovery. The difference between the two lies in whether the vehicle is in a braking state when recovering energy. The embodiment of the present application does not limit the method of vehicle energy recovery.

[0063] During the energy recovery process of the vehicle, the activation of the vehicle's electronic brake control system is monitored. For example, the vehicle may have a preset signal flag for the electronic brake control system. By acquiring and monitoring the signal flag, the activation of the electronic brake control system can be determined. Of course, in actual applications, other methods can also be used to monitor the activation of the electronic brake control system, and the embodiments of the present application are not limited thereto.

[0064] In the above step S103 , the specific implementation method of determining whether the electronic brake control system is activated by mistake is not unique.

[0065] For example, in combination with the above-mentioned embodiment of using the automobile automatic driving system to identify the road surface on which the automobile is traveling, step S101 identifies the road surface on which the automobile is traveling, and generates a corresponding road surface identification mark based on the identification result, and also includes: using the automobile's automatic driving system to identify the road surface characteristics of the road surface on which the automobile is traveling, and when the road surface characteristics of the road surface on which the automobile is traveling are identified to include ice, snow, mud, and accumulated water, a third road surface identification mark is generated; therefore, in step S103, based on the road surface identification mark, it is determined whether the electronic brake control system is mistakenly activated, including: obtaining the road surface identification mark; first determining whether the road surface identification mark is the third road surface identification mark; if the road surface identification mark is the third road surface identification mark, If the road surface recognition mark is not the third road surface recognition mark, it is determined that the electronic brake control system is not mistakenly activated; if the road surface recognition mark is not the third road surface recognition mark, it is then determined whether the pressure of the brake master cylinder of the vehicle is greater than a preset pressure threshold or the brake pedal opening is greater than a preset opening threshold; if so, respond to the relevant control of the activated electronic brake control system, wherein the electronic brake control system includes an anti-lock braking system; if not, it is then determined whether the road surface recognition mark is the first road surface recognition mark or the second road surface recognition mark; if the road surface recognition mark is the first road surface recognition mark, it is determined that the electronic brake control system is not mistakenly activated; if the road surface recognition mark is the second road surface recognition mark, it is determined that the electronic brake control system is mistakenly activated.

[0066] Specifically, the system first determines whether the road surface identification mark is the third road surface identification mark to determine whether the road ahead is icy, muddy, or flooded. If so, the system does not interfere with the relevant control of the electronic brake control system to avoid safety issues caused by misidentification of functions under special operating conditions. Furthermore, if the vehicle's anti-lock braking system is activated, since energy recovery also includes brake energy recovery, meaning both functions involve braking, if the vehicle's master cylinder pressure exceeds a preset pressure threshold or the brake pedal opening exceeds a preset opening threshold, this indicates that the anti-lock braking system has been triggered for emergency braking. To avoid safety issues caused by misidentification of functions under emergency conditions, the system does not interfere with the vehicle's safety control. Therefore, this embodiment eliminates emergency and special operating conditions when determining whether the electronic brake control system has been misactivated, thereby avoiding safety issues caused by misidentification of functions under emergency conditions and further improving vehicle driving safety.

[0067] In some embodiments, in the above step S103, before determining whether the electronic brake control system is mistakenly activated based on the road surface identification mark, it also includes: using the automatic driving system of the vehicle to identify the road surface characteristics of the road surface on which the vehicle is traveling, and determining whether the road surface on which the vehicle is traveling has the road surface characteristics of ice, snow, mud or water; if so, responding to the relevant control of the activated electronic brake control system; if not, determining whether the brake master cylinder pressure of the vehicle is greater than a preset pressure threshold or the brake pedal opening is greater than a preset opening threshold; if so, responding to the relevant control of the activated electronic brake control system, wherein the electronic brake control system includes an anti-lock braking system.

[0068] The difference from the above embodiment is that: before using the road surface recognition mark to determine whether the electronic brake control system is mistakenly activated, this embodiment first eliminates emergency and special operating conditions to avoid a series of safety problems caused by misidentification of functions under emergency conditions, thereby further improving the safety of vehicle driving; and, eliminating emergency and special operating conditions does not require reading the road surface recognition mark, and emergency and special operating conditions can be eliminated without relying on the road surface recognition mark.

[0069] Preferably, after the emergency and special operating conditions are eliminated, in the above step S103, based on the road surface recognition mark, it is determined whether the electronic brake control system is mistakenly activated, including: obtaining the road surface recognition mark; if the road surface recognition mark is the second road surface recognition mark, determining that the electronic brake control system is mistakenly activated; if the road surface recognition mark is the first road surface recognition mark, determining that the electronic brake control system is not mistakenly activated.

[0070] Specifically, the electronic brake control system in this embodiment includes, but is not limited to, a vehicle stability control system, a hill descent control system, a hill start assist system, an emergency brake assist device, an anti-lock braking system (ABS), an electronic brake-force distribution system, a traction control system, an electronic rollover mitigation system, and a dynamic traction control system (DTC). While the electronic brake control systems used by different vehicles may vary, in this embodiment, the electronic brake control system preferably includes an anti-lock braking system and a dynamic traction control system. When activated, the anti-lock braking system and the dynamic traction control system forcibly intervene in the control of the motor's output torque to ensure vehicle safety.

[0071] In step S104, different types of electronic brake control systems of vehicles may control the vehicle output torque differently. Therefore, the corresponding control methods may also be different for mis-activation of different electronic brake control systems.

[0072] In some embodiments, when the electronic brake control system includes an anti-lock brake system, and the anti-lock brake system is determined to be falsely activated, then in step S104, if the electronic brake control system is falsely activated, the electronic brake control system's control of the motor output torque is not responded to, including: when the vehicle's anti-lock brake system is determined to be falsely activated, the negative torque output by the motor is controlled to be the torque required for energy recovery, and no torque clearing processing is performed.

[0073] In some embodiments, when the electronic brake control system includes a dynamic traction control system, and the dynamic traction control system is determined to be erroneously activated, then in step S104, if the electronic brake control system is erroneously activated, the electronic brake control system's control of the motor output torque is not responded to, including: when the dynamic traction control system of the vehicle is determined to be erroneously activated, controlling the negative torque gradient output by the motor to change to the rising torque required by the dynamic traction control system, i.e., not interfering with the negative torque output of the motor.

[0074] Of course, if the car has other electronic brake control systems, when the other electronic brake control systems are judged to be falsely activated, they will not respond to the control of the motor output torque by the other electronic brake control systems to ensure the normal energy recovery of the car. This application does not limit the response control of various electronic brake control systems in the case of false activation.

[0075] All of the above optional technical solutions can be combined in any way to form optional embodiments of the present application, and will not be described in detail here.

[0076] The following are device embodiments of the present application, which can be used to implement the method embodiments of the present application. For details not disclosed in the device embodiments of the present application, please refer to the method embodiments of the present application.

[0077] Figure 2 This is a schematic diagram of a control device for a new energy vehicle with energy recovery function provided by an embodiment of the present application. Figure 2 As shown, the control device of the new energy vehicle with energy recovery function includes:

[0078] The recognition module 201 is configured to recognize the road surface on which the vehicle is traveling and generate a corresponding road surface recognition mark according to the recognition result;

[0079] The monitoring module 202 is configured to monitor whether the electronic brake control system of the vehicle is activated when the vehicle performs energy recovery;

[0080] The judgment module 203 is configured to judge whether the electronic brake control system is mistakenly activated based on the road surface recognition mark if the electronic brake control system is activated;

[0081] The control module 204 is configured to not respond to the electronic brake control system's control of the motor output torque if the electronic brake control system is falsely activated.

[0082] According to the technical solution provided in the embodiment of the present application, the road surface on which the car is traveling is identified and corresponding road surface identification marks are generated, wherein different road surface identification marks correspond to different road surfaces. Thus, the condition of the road surface on which the car is traveling can be understood based on the road surface identification marks. When the car is recovering energy, if an electronic braking control system is activated, the road surface identification mark is queried to determine the condition of the road surface on which the car is traveling. If the car passes through a specific road surface and the electronic braking control system is mistakenly triggered, the electronic braking control system will not respond to the control of the motor output torque, so as to avoid the electronic braking control system forcibly clearing the motor output torque in the event of mistaken activation, resulting in a sudden change in the motor output torque, causing a rapid release of the vehicle's deceleration, thereby causing a forward rushing feeling when driving and riding, thereby improving driving comfort; at the same time, it can also effectively avoid driving hazards that may be caused by the rapid release of the vehicle's deceleration, thereby improving the safety of the car's driving.

[0083] In some embodiments, the above Figure 2 The recognition module 201 is specifically configured to use the automatic driving system of the car to identify the road surface features of the road surface on which the car is traveling and generate corresponding road surface identification marks, where different road surface identification marks correspond to different road surface features, and each road surface identification mark corresponds to at least one road surface feature, which includes speed bumps, manhole covers, bridge joints, potholes, ice and snow, mud, and accumulated water; when the road surface on which the car is traveling is identified as a normal road surface, a first road surface identification mark is generated; when the road surface features of the road surface on which the car is traveling are identified as speed bumps, manhole covers, bridge joints, or potholes, a second road surface identification mark is generated.

[0084] In some embodiments, the above Figure 2 The identification module 201 is specifically configured to obtain the wheel speed signal of each wheel of the vehicle, which is a periodically collected signal; based on the wheel speed signal of each wheel, determine the wheel speed change rate of each wheel; within a first preset period, determine whether the wheel speed change rate of any wheel exceeds a first preset threshold, and the number of times the wheel speed change rate of any wheel exceeds the first preset threshold is greater than or equal to the first preset number, wherein the duration of the first preset period is greater than the collection period of the wheel speed signal; if not, determine that the road surface currently being passed by the vehicle is a normal road surface, and generate a first road surface recognition mark; if so, determine that the road surface currently being passed by the vehicle is a target road surface, and generate a second road surface recognition mark.

[0085] In some embodiments, the above Figure 2The identification module 201 is specifically configured to obtain the motor speed signal of each motor of the vehicle, which is a periodic acquisition signal; based on the motor speed signal, determine the motor speed change rate of each motor; within a second preset period, determine whether any motor speed change rate is greater than a second preset threshold, and the number of times the motor speed change rate is greater than the second preset threshold is greater than or equal to the second preset number, wherein the duration of the second preset period is greater than the acquisition period of the motor speed signal; if not, determine that the road surface currently being passed by the vehicle is a normal road surface, and generate a first road surface identification mark; if so, determine that the road surface currently being passed by the vehicle is a target road surface, and generate a second road surface identification mark.

[0086] In some embodiments, the above Figure 2 The recognition module 201 is specifically configured to use the automatic driving system of the car to identify the road surface features of the road surface on which the car is traveling, and when the road surface features of the road surface on which the car is traveling are identified to include ice, snow, mud, and accumulated water, a third road surface recognition mark is generated.

[0087] Correspondingly, the above Figure 2 The judgment module 203 in is specifically configured to obtain a surface recognition mark; first determine whether the road surface recognition mark is a third road surface recognition mark; if the road surface recognition mark is the third road surface recognition mark, determine that the electronic brake control system is not mistakenly activated; if the road surface recognition mark is not the third road surface recognition mark, then determine whether the brake master cylinder pressure of the vehicle is greater than a preset pressure threshold or the brake pedal opening is greater than a preset opening threshold; if so, respond to the relevant control of the activated electronic brake control system, wherein the electronic brake control system includes an anti-lock braking system; if not, then determine whether the road surface recognition mark is the first road surface recognition mark or the second road surface recognition mark; if the road surface recognition mark is the first road surface recognition mark, determine that the electronic brake control system is not mistakenly activated; if the road surface recognition mark is the second road surface recognition mark, determine that the electronic brake control system is mistakenly activated.

[0088] In some embodiments, the above Figure 2 The judgment module 203 is specifically configured to use the automatic driving system of the vehicle to identify the road surface characteristics of the road surface on which the vehicle is traveling, and determine whether the road surface on which the vehicle is traveling has the road surface characteristics of ice, snow, mud or water, before determining whether the electronic brake control system is mistakenly activated based on the road surface recognition mark; if so, respond to the relevant control of the activated electronic brake control system; if not, then determine whether the brake master cylinder pressure of the vehicle is greater than a preset pressure threshold or the brake pedal opening is greater than a preset opening threshold; if so, respond to the relevant control of the activated electronic brake control system, wherein the electronic brake control system includes an anti-lock braking system.

[0089] In some embodiments, the above Figure 2The judgment module 203 is specifically configured to obtain a road surface identification mark; if the road surface identification mark is the second road surface identification mark, the electronic brake control system is determined to be erroneously activated; if the road surface identification mark is the first road surface identification mark, the electronic brake control system is determined not to be erroneously activated.

[0090] In some embodiments, the above Figure 2 The control module 204 is specifically configured to, when the anti-lock braking system of the vehicle is determined to be erroneously activated, control the negative torque output by the motor to be the torque required for energy recovery, and not perform torque clearance processing; when the dynamic traction control system of the vehicle is determined to be erroneously activated, control the negative torque output by the motor to change in gradient to the rising torque required by the dynamic traction control system; wherein the electronic brake control system includes the anti-lock braking system and the dynamic traction control system.

[0091] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0092] Figure 3 This is a schematic diagram of the structure of a car provided in an embodiment of the present application. Figure 3 As shown, the car 3 at least includes a vehicle controller 31 and an electronic brake control system 32. In this embodiment, the car 3 is preferably a new energy vehicle and has an energy recovery function.

[0093] The electronic brake control system 32 includes, but is not limited to, a vehicle stability control system, a hill descent control system, a hill start assist system, an emergency brake assist device, an anti-lock braking system (ABS), an electronic brake-force distribution system, a traction control system, an electronic rollover mitigation system, and a dynamic traction control system (DTC). The electronic brake control system 32 used in different vehicles 3 may vary. In this embodiment, the electronic brake control system 32 preferably includes an anti-lock braking system and a dynamic traction control system. When activated, the anti-lock braking system and the dynamic traction control system forcibly intervene in the control of the motor's output torque to ensure vehicle safety.

[0094] Figure 4 This is a schematic diagram of a vehicle controller provided by an embodiment of the present application. Figure 4 As shown, the vehicle controller 31 includes a processor 311, a memory 312, and a computer program 313 stored in the memory 312 and executable by the processor 311. When the processor 311 executes the computer program 313, the steps of the aforementioned method embodiments are implemented. Alternatively, when the processor 311 executes the computer program 313, the functions of the modules in the aforementioned device embodiments are implemented.

[0095] The vehicle controller 31 can be an electronic device such as a desktop computer, a notebook, a PDA, or a cloud server. The vehicle controller 31 can include but is not limited to a processor 311 and a memory 312. Those skilled in the art will understand that Figure 4 The vehicle controller 31 is merely an example and does not limit the vehicle controller 31 , which may include more or fewer components than shown in the figure, or different components.

[0096] The processor 311 can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0097] The memory 312 can be an internal storage unit of the vehicle controller 31, such as the hard disk or memory of the vehicle controller 31. The memory 312 can also be an external storage device of the vehicle controller 31, such as a plug-in hard disk equipped on the vehicle controller 31, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. The memory 312 can also include both the internal storage unit of the vehicle controller 31 and an external storage device. The memory 312 is used to store computer programs and other programs and data required by electronic devices.

[0098] Those skilled in the art will clearly understand that for the sake of convenience and brevity of description, only the division of the above-mentioned functional modules is used as an example for illustration. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional modules in the embodiment can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units.

[0099] If the integrated module 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 present application implements all or part of the process in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium, and when the computer program is executed by the processor, it can implement the steps of the above-mentioned various method embodiments. The computer program may include computer program code, which may be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may include: any entity or device capable of carrying computer program code, recording medium, USB flash drive, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium. It should be noted that the content contained in the computer-readable medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable media do not include electric carrier signals and telecommunication signals.

[0100] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present application, and should all be included in the scope of protection of the present application.

Claims

1. A control method for a new energy vehicle with energy recovery function, characterized in that: include: Identify the road surface on which the vehicle is traveling and generate corresponding road surface identification marks based on the identification results; wherein, when the road surface is identified as normal, a first road surface identification mark is generated; when the road surface features include speed bumps, manhole covers, bridge joints, or potholes, a second road surface identification mark is generated; when the road surface features include ice, snow, mud, or accumulated water, a third road surface identification mark is generated; When the car is performing energy recovery, monitor whether the car's electronic brake control system is activated; If an electronic brake control system is activated, determining whether the electronic brake control system is activated by mistake based on the road surface recognition mark; If the electronic brake control system is activated by mistake, the electronic brake control system will not respond to the control of the motor output torque; Determining whether the electronic brake control system is erroneously activated based on the road surface recognition mark includes: Obtaining a road surface identification mark, and first determining whether the road surface identification mark is a third road surface identification mark; If it is the third road surface identification mark, it is determined that the electronic brake control system is not mistakenly activated; If it is not the third road surface identification mark, then determine whether the vehicle's brake master cylinder pressure is greater than a preset pressure threshold or the brake pedal opening is greater than a preset opening threshold; If so, responding to the associated control of an activated electronic brake control system, wherein the electronic brake control system includes an anti-lock brake system; If not, determining whether the road surface identification mark is the first road surface identification mark or the second road surface identification mark; If it is the first road surface identification mark, it is determined that the electronic brake control system is not mistakenly activated; If it is the second road surface recognition mark, it is determined that the electronic brake control system is erroneously activated.

2. The control method according to claim 1, characterized in that: The identifying of the road surface on which the vehicle is traveling and generating a corresponding road surface identification mark according to the identification result include: Obtaining wheel speed signals of each wheel of the vehicle, wherein the wheel speed signals are periodically collected signals; determining a wheel speed change rate of each wheel based on the wheel speed signal of each wheel; Determining, within a first preset period, whether a wheel speed change rate of any wheel exceeds a first preset threshold, and whether the wheel speed change rate of any wheel exceeds the first preset threshold a number of times greater than or equal to a first preset number, wherein the first preset period is longer than a wheel speed signal acquisition period; If not, it is determined that the road surface the car is currently passing through is a normal road surface, and a first road surface identification mark is generated; If so, the road surface currently being passed by the vehicle is determined to be the target road surface, and a second road surface identification mark is generated.

3. The control method according to claim 1, wherein: The identifying of the road surface on which the vehicle is traveling and generating a corresponding road surface identification mark according to the identification result include: Acquire the motor speed signal of each motor of the vehicle, wherein the motor speed signal is a periodically acquired signal; determining a rate of change of motor speed of each motor based on the motor speed signal; Within a second preset period, determining whether any motor speed change rate is greater than a second preset threshold, and whether the number of times the motor speed change rate is greater than the second preset threshold is greater than or equal to a second preset number, wherein the second preset period is longer than a period for collecting the motor speed signal; If not, it is determined that the road surface the car is currently passing through is a normal road surface, and a first road surface identification mark is generated; If so, the road surface that the car is currently passing through is determined to be the target road surface, and a second road surface identification mark is generated.

4. The control method according to any one of claims 1 to 3, characterized in that: Before determining whether the electronic brake control system is erroneously activated based on the road surface recognition mark, the method further includes: Using the car's automatic driving system to identify the road surface characteristics of the car, and determine whether the road surface has the characteristics of ice, snow, mud or water; If so, responding to the relevant control of the activated electronic brake control system; If not, determine whether the vehicle's brake master cylinder pressure is greater than a preset pressure threshold or the brake pedal opening is greater than a preset opening threshold; if so, respond to the relevant control of the activated electronic brake control system, wherein the electronic brake control system includes an anti-lock braking system.

5. The control method according to claim 4, characterized in that: Determining whether the electronic brake control system is erroneously activated based on the road surface recognition mark includes: Obtain road surface identification signs; If the road surface identification mark is the second road surface identification mark, determining that the electronic brake control system is erroneously activated; If the road surface recognition mark is the first road surface recognition mark, it is determined that the electronic brake control system is not erroneously activated.

6. The control method according to claim 5, characterized in that: If the electronic brake control system is activated by mistake, the electronic brake control system will not respond to the control of the motor output torque, including: When the vehicle's anti-lock braking system is judged to be mistakenly activated, the negative torque output by the control motor is the torque required for energy recovery, and no torque clearance processing is performed; When the vehicle's dynamic traction control system is judged to be erroneously activated, the negative torque gradient output by the control motor changes to the dynamic traction control system's required rising torque; Among them, the electronic brake control system includes the anti-lock braking system and the dynamic traction control system.

7. A control device for a new energy vehicle with energy recovery function, characterized in that: include: an identification module configured to identify the road surface on which the vehicle is traveling and generate a corresponding road surface identification mark based on the identification result; wherein, when the road surface is identified as a normal road surface, a first road surface identification mark is generated; when the road surface features include speed bumps, manhole covers, bridge joints, or potholes, a second road surface identification mark is generated; and when the road surface features include ice, snow, mud, or accumulated water, a third road surface identification mark is generated; a monitoring module configured to monitor whether an electronic brake control system of the vehicle is activated when the vehicle performs energy recovery; The determination module is configured to, if an electronic brake control system is activated, determine whether the electronic brake control system is erroneously activated based on the road surface recognition mark; the determination module includes: obtaining the road surface recognition mark and first determining whether the road surface recognition mark is a third road surface recognition mark; if it is the third road surface recognition mark, determining that the electronic brake control system is not erroneously activated; if it is not the third road surface recognition mark, then determining whether the brake master cylinder pressure of the vehicle is greater than a preset pressure threshold or the brake pedal opening is greater than a preset opening threshold; if so, responding to relevant control of the activated electronic brake control system, wherein the electronic brake control system includes an anti-lock brake system; if not, then determining whether the road surface recognition mark is the first road surface recognition mark or the second road surface recognition mark; if it is the first road surface recognition mark, determining that the electronic brake control system is not erroneously activated; if it is the second road surface recognition mark, determining that the electronic brake control system is erroneously activated; The control module is configured to not respond to the electronic brake control system's control of the motor's output torque if the electronic brake control system is erroneously activated.

8. A car, being a new energy vehicle and having an energy recovery function, comprising a vehicle controller and an electronic brake control system, wherein the vehicle controller comprises a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 6 are implemented.

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