Energy recovery method, device, storage medium and vehicle

Abstract

The present disclosure relates to an energy recovery method, device, storage medium and vehicle, which is applied to a pure electric vehicle, can improve the accuracy of slope estimation in the energy recovery strategy, thereby improving the energy utilization rate of the vehicle, and guaranteeing the braking safety and driving comfort of the vehicle. The energy recovery method comprises the following steps: obtaining a first slope value of a position where a vehicle is located from a gyroscope; obtaining a second slope value of the position where the vehicle is located and a third slope value of a road section in front of the vehicle from a high-precision map module; when the driving road condition of the vehicle is a slope road condition, determining a target slope value of the position where the vehicle is located according to the first slope value, the second slope value and the third slope value; and performing energy recovery on the vehicle according to the target slope value.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, and more specifically, to an energy recovery method, apparatus, storage medium, and vehicle. Background Technology

[0002] In the energy utilization of pure electric vehicles, energy recovery is considered a very effective method and has become a hallmark feature of pure electric vehicles. Slope estimation in energy recovery strategies helps the vehicle system accurately obtain the current slope information of the vehicle, and then adjust the vehicle's operating mode accordingly, effectively controlling the energy recovery system and achieving more efficient energy utilization.

[0003] However, the relevant technologies have significant errors in slope estimation, making it difficult to identify small slope conditions. This can lead to reduced braking force when braking, thus reducing vehicle driving safety and comfort. Summary of the Invention

[0004] The purpose of this disclosure is to provide an energy recovery method, apparatus, storage medium, and vehicle to solve the problems in related technologies where there are large errors in slope estimation, difficulty in identifying small slope conditions, or inability to correct slope calculation errors.

[0005] To achieve the above objectives, in a first aspect, this disclosure provides an energy recovery method applied to a pure electric vehicle, the method comprising:

[0006] Obtain the first slope value of the vehicle's position from the gyroscope;

[0007] The second slope value of the vehicle's location and the third slope value of the road segment ahead of the vehicle are obtained from the high-precision map module.

[0008] When the vehicle is traveling on a slope, the target slope value of the vehicle's location is determined based on the first slope value, the second slope value, and the third slope value.

[0009] Energy recovery is performed on the vehicle based on the target slope value.

[0010] Optionally, determining the target slope value of the vehicle's location based on the first slope value, the second slope value, and the third slope value includes:

[0011] Determine the difference between the first slope value and the second slope value, and compare the difference with a preset slope value;

[0012] If the difference is less than or equal to the preset slope value, then the slope value that is closest to the third slope value among the first slope value and the second slope value shall be taken as the target slope value of the vehicle's location.

[0013] If the difference is greater than the preset slope value, then the average slope value of the first slope value and the second slope value is taken as the target slope value of the vehicle's location.

[0014] Optionally, the method further includes:

[0015] The target energy recovery mode of the vehicle is determined based on the brake pedal opening and accelerator pedal opening.

[0016] The step of recovering energy from the vehicle based on the target slope value includes:

[0017] When the target energy recovery mode includes a braking energy recovery mode, a first deceleration is determined based on the target slope value and the first correspondence between the slope value and the braking energy recovery deceleration, and braking energy recovery is performed on the vehicle based on the first deceleration.

[0018] When the target energy recovery mode includes a coasting energy recovery mode, a second deceleration is determined based on the target slope value and the second correspondence between the slope value and the coasting energy recovery deceleration, and coasting energy recovery is performed on the vehicle based on the second deceleration.

[0019] Optionally, the method further includes:

[0020] The third deceleration is determined based on the third slope value and the first correspondence.

[0021] The regenerative braking of the vehicle based on the first deceleration includes:

[0022] When the vehicle is traveling on a continuous uphill road, the regenerative braking torque is determined based on the first deceleration. When the difference between the first deceleration and the third deceleration is greater than the first preset deceleration value, the regenerative braking torque is controlled to decrease in a gradient according to the first preset torque adjustment value to obtain the target regenerative braking torque.

[0023] When the vehicle is traveling on a continuous downhill road, the regenerative braking torque is determined based on the first deceleration. When the difference between the first deceleration and the third deceleration is greater than the first preset deceleration value, the regenerative braking torque is controlled to increase in a gradient according to the first preset torque adjustment value to obtain the target regenerative braking torque.

[0024] The vehicle performs brake energy recovery based on the target brake energy recovery torque.

[0025] Optionally, the method further includes:

[0026] Based on the third slope value and the second correspondence, the fourth deceleration is determined;

[0027] The step of recovering coasting energy from the vehicle based on the second deceleration includes:

[0028] When the vehicle is traveling on a continuous uphill road, the coasting energy recovery torque is determined based on the second deceleration. When the difference between the second deceleration and the fourth deceleration is greater than the second preset deceleration value, the coasting energy recovery torque is controlled to decrease in a gradient according to the second preset torque adjustment value to obtain the target coasting energy recovery torque.

[0029] When the vehicle is traveling on a continuous downhill road, the coasting energy recovery torque is determined based on the second deceleration. When the difference between the second deceleration and the fourth deceleration is greater than the second preset deceleration value, the coasting energy recovery torque is controlled to increase in a gradient according to the second preset torque adjustment value to obtain the target coasting energy recovery torque.

[0030] The vehicle performs coasting energy recovery based on the target coasting energy recovery torque.

[0031] Optionally, the method further includes:

[0032] When the vehicle is traveling on flat ground, the target energy recovery mode of the vehicle is determined based on the opening of the brake pedal and the opening of the accelerator pedal.

[0033] When the target energy recovery mode includes a braking energy recovery mode, braking energy recovery is performed on the vehicle according to a preset braking energy recovery deceleration.

[0034] When the target energy recovery mode includes a coasting energy recovery mode, the vehicle performs coasting energy recovery according to a preset coasting energy recovery deceleration.

[0035] Secondly, this disclosure also provides an energy recovery device, the device comprising:

[0036] The first acquisition module is used to acquire the first slope value of the vehicle's position from the gyroscope;

[0037] The second acquisition module is used to acquire the second slope value of the vehicle's location and the third slope value of the road segment ahead of the vehicle from the high-precision map module.

[0038] The determination module is used to determine the target slope value of the vehicle's location based on the first slope value, the second slope value, and the third slope value when the vehicle is traveling on a sloped road.

[0039] The first energy recovery module is used to recover energy from the vehicle based on the target slope value.

[0040] Optionally, the determining module is used to:

[0041] Determine the difference between the first slope value and the second slope value, and compare the difference with a preset slope value;

[0042] If the difference is less than or equal to the preset slope value, then the slope value that is closest to the third slope value among the first slope value and the second slope value shall be taken as the target slope value of the vehicle's location.

[0043] If the difference is greater than the preset slope value, then the average slope value of the first slope value and the second slope value is taken as the target slope value of the vehicle's location.

[0044] Optionally, the energy recovery device further includes a mode determination module, the mode determination module being used for:

[0045] The target energy recovery mode of the vehicle is determined based on the brake pedal opening and accelerator pedal opening.

[0046] The first energy recovery module is used for:

[0047] When the target energy recovery mode includes a braking energy recovery mode, a first deceleration is determined based on the target slope value and the first correspondence between the slope value and the braking energy recovery deceleration, and braking energy recovery is performed on the vehicle based on the first deceleration.

[0048] When the target energy recovery mode includes a coasting energy recovery mode, a second deceleration is determined based on the target slope value and the second correspondence between the slope value and the coasting energy recovery deceleration, and coasting energy recovery is performed on the vehicle based on the second deceleration.

[0049] Optionally, the energy recovery device further includes a first deceleration determination module, used for:

[0050] The third deceleration is determined based on the third slope value and the first correspondence.

[0051] The first energy recovery module is used for:

[0052] When the vehicle is traveling on a continuous uphill road, the regenerative braking torque is determined based on the first deceleration. When the difference between the first deceleration and the third deceleration is greater than the first preset deceleration value, the regenerative braking torque is controlled to decrease in a gradient according to the first preset torque adjustment value to obtain the target regenerative braking torque.

[0053] When the vehicle is traveling on a continuous downhill road, the regenerative braking torque is determined based on the first deceleration. When the difference between the first deceleration and the third deceleration is greater than the first preset deceleration value, the regenerative braking torque is controlled to increase in a gradient according to the first preset torque adjustment value to obtain the target regenerative braking torque.

[0054] The vehicle performs brake energy recovery based on the target brake energy recovery torque.

[0055] Optionally, the energy recovery device further includes a second deceleration determination module, used for:

[0056] Based on the third slope value and the second correspondence, the fourth deceleration is determined;

[0057] The first energy recovery module is used for:

[0058] When the vehicle is traveling on a continuous uphill road, the coasting energy recovery torque is determined based on the second deceleration. When the difference between the second deceleration and the fourth deceleration is greater than the second preset deceleration value, the coasting energy recovery torque is controlled to decrease in a gradient according to the second preset torque adjustment value to obtain the target coasting energy recovery torque.

[0059] When the vehicle is traveling on a continuous downhill road, the coasting energy recovery torque is determined based on the second deceleration. When the difference between the second deceleration and the fourth deceleration is greater than the second preset deceleration value, the coasting energy recovery torque is controlled to increase in a gradient according to the second preset torque adjustment value to obtain the target coasting energy recovery torque.

[0060] The vehicle performs coasting energy recovery based on the target coasting energy recovery torque.

[0061] Optionally, the energy recovery device further includes a second energy recovery module for:

[0062] When the vehicle is traveling on flat ground, the target energy recovery mode of the vehicle is determined based on the opening of the brake pedal and the opening of the accelerator pedal.

[0063] When the target energy recovery mode includes a braking energy recovery mode, braking energy recovery is performed on the vehicle according to a preset braking energy recovery deceleration.

[0064] When the target energy recovery mode includes a coasting energy recovery mode, the vehicle performs coasting energy recovery according to a preset coasting energy recovery deceleration.

[0065] Thirdly, this disclosure also provides a computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the steps of the method described in any of the first aspects.

[0066] Fourthly, this disclosure also provides a vehicle, including a gyroscope, a high-precision map module, and a vehicle controller;

[0067] The gyroscope is used to obtain the first slope value of the vehicle's location;

[0068] The high-precision map module is used to obtain the second slope value of the vehicle's location and the third slope value of the road segment ahead of the vehicle.

[0069] The vehicle controller is used to perform the energy recovery method described in any one of the first aspects.

[0070] The above technical solution can determine the target slope value of the vehicle's location by combining a gyroscope and a high-precision map module when the vehicle is driving on a slope. This improves the accuracy of slope estimation in the energy recovery strategy. Compared with slope estimation methods in related technologies, it can correct the slope, reduce slope calculation errors, and more accurately identify small slope conditions. This reduces the occurrence of downhill speeding, increased energy consumption, and other issues, thereby improving the vehicle's driving safety and comfort.

[0071] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0072] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:

[0073] Figure 1 This is a flowchart illustrating an energy recovery method according to an exemplary embodiment of the present disclosure;

[0074] Figure 2 This is a schematic flowchart illustrating an energy recovery method according to an exemplary embodiment of the present disclosure;

[0075] Figure 3 This is a block diagram of an energy recovery device illustrated according to an exemplary embodiment of the present disclosure. Detailed Implementation

[0076] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure.

[0077] Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims. It should be noted that in this disclosure, the terms "S101," "S102," etc., in the specification, claims, and drawings are used to distinguish steps and are not necessarily to be construed as performing method steps in a specific order or sequence.

[0078] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0079] In related technologies, energy recovery strategies in new energy vehicles include the following: 1) ignoring slope and road conditions; 2) estimating the slope based on the current load and correcting the braking energy recovery parameters; 3) adjusting braking energy recovery based on slope sensors. Although these technologies incorporate slope into energy recovery, the road slope data is primarily obtained from load estimation or slope sensors, resulting in significant estimation errors and an inability to identify gentle slope conditions. Furthermore, incorrect slope identification can lead to reduced braking force and a poor driving experience.

[0080] In view of this, the present disclosure provides an energy recovery method applicable to pure electric vehicles to solve the problems in related technologies. It can improve the accuracy of slope estimation in energy recovery strategies, thereby improving the overall vehicle energy utilization rate and ensuring driving safety and driving comfort.

[0081] Figure 1 This is a flowchart illustrating an energy recovery method according to an exemplary embodiment of the present disclosure, with reference to... Figure 1 The method includes:

[0082] Step S101: Obtain the first slope value of the vehicle's position from the gyroscope;

[0083] It should be understood that gyroscopes can calculate a vehicle's attitude angles by measuring the angular velocities of the vehicle along its three axes, thereby obtaining the slope value of the vehicle's location. For example, during vehicle movement, by installing a three-axis gyroscope on the vehicle, the vehicle's rotational motion can be measured in real time. Then, through mathematical algorithms processing the gyroscope's output signal, the vehicle's attitude angles, including the vehicle's tilt angle, can be calculated. In other words, by monitoring changes in the vehicle's angles, the slope value of the vehicle's location can be determined.

[0084] Step S102: Obtain the second slope value of the vehicle's location and the third slope value of the road segment ahead of the vehicle from the high-precision map module;

[0085] It should be understood that high-precision map modules can obtain the slope value of the vehicle's location and the slope value of the road section ahead of the vehicle more accurately by acquiring the vehicle's GPS information and map data.

[0086] Specifically, the high-precision map module can use the vehicle's GPS information to obtain the vehicle's location and combine it with the existing altitude information in the map data to calculate the slope value of the vehicle's location by calculating the altitude difference. For the slope value of the road segment ahead of the vehicle, the high-precision map module can use the height difference information in the map data to calculate it. For example, it can use digital elevation model (DEM) data from the map. Altitude information in the real world is captured and created as a 3D digital model. By analyzing the DEM data, the altitude values ​​of various points on the map are obtained, and then the slope value of the road segment ahead is calculated by calculating the altitude change over the distance ahead.

[0087] Step S103: When the road condition for the vehicle is a sloped road condition, determine the target slope value of the vehicle's location based on the first slope value, the second slope value, and the third slope value.

[0088] It should be understood that the vehicle's driving conditions can be obtained through the combined use of a gyroscope and a high-precision map module.

[0089] For example, a gyroscope can obtain the dynamic state of a vehicle by measuring its angular velocity and acceleration on three axes, including information such as acceleration and steering. This information can be used to calculate the friction coefficient of the road surface on which the vehicle is located. Then, based on the friction coefficient, vehicle speed, and other information, the current road conditions can be determined, such as whether the road surface is slippery, whether there is standing water, or whether there are road bumps.

[0090] For example, a high-precision map module can use the vehicle's GPS information and map data to obtain road condition-related information. By analyzing the road information in the map, the road conditions of a certain road segment can be determined, such as whether it is flat, winding, or sloping. Combined with the vehicle's GPS information and gyroscope data, real-time vehicle driving road condition information can be obtained, helping the vehicle control system to perform more precise control and adjustment, thereby improving driving stability and safety.

[0091] Step S104: Perform energy recovery on the vehicle based on the target slope value.

[0092] By combining the gyroscope and high-precision map module in the above manner, the slope and road condition information during vehicle operation can be obtained more accurately, thereby improving the accuracy of slope estimation in the energy recovery strategy, reducing errors to a certain extent, and improving vehicle driving safety and comfort.

[0093] To enable those skilled in the art to better understand the energy recovery method in the embodiments of this disclosure, the above steps are illustrated below with examples.

[0094] In one possible approach, step S103 could be:

[0095] Determine the difference between the first slope value and the second slope value, and compare the difference with the preset slope value;

[0096] If the difference is less than or equal to the preset slope value, then the slope value that is closest to the third slope value among the first and second slope values ​​will be used as the target slope value for the vehicle's location.

[0097] If the difference is greater than the preset slope value, the average slope value of the first slope value and the second slope value will be used as the target slope value for the vehicle's location.

[0098] For example, when a vehicle enters a sloping road surface, the VCU (vehicle control unit) receives a first slope value x1 from the gyroscope indicating the vehicle's location, and a second slope value x2 from a high-precision map, as well as a third slope value x3 for the road segment ahead. In this case, if the difference between the first and second slope values ​​is less than or equal to a preset slope value, the slope value closer to x3 between x1 and x2 is taken as the target slope value for the vehicle's location. If the difference between the first and second slope values ​​is greater than the preset slope value, the target slope value for the vehicle's location can be determined using the following formula:

[0099] X = (x1 + x2) / 2

[0100] Where X represents the target slope value at the vehicle's location.

[0101] For example, the preset slope value can be obtained by calibration. For instance, the measured data can be collected and analyzed and calibrated through experimental testing according to the actual situation. This disclosure does not limit this.

[0102] By using the above method, the slope value obtained by combining the gyroscope and the high-precision map module can be used to calibrate the slope value of the vehicle's location in real time, further improving the accuracy of slope recognition.

[0103] In one possible approach, the target energy recovery mode of the vehicle can also be determined based on the opening of the brake pedal and the accelerator pedal. Accordingly, energy recovery is performed on the vehicle based on the target gradient value, including:

[0104] When the target energy recovery mode includes the braking energy recovery mode, the first deceleration is determined based on the target slope value and the first correspondence between the slope value and the braking energy recovery deceleration, and braking energy recovery is performed on the vehicle based on the first deceleration.

[0105] When the target energy recovery mode includes coasting energy recovery mode, a second deceleration is determined based on the target slope value and the second correspondence between the slope value and the coasting energy recovery deceleration, and coasting energy recovery is performed on the vehicle based on the second deceleration.

[0106] It should be understood that changes in the opening degree of the accelerator and brake pedals directly affect the selection of regenerative braking and regenerative coasting modes. For example, when the driver does not press either the accelerator or brake pedal, meaning the opening degree of both pedals is zero, the vehicle will perform regenerative coasting. Conversely, when the driver does not press the accelerator pedal but presses the brake pedal, meaning the accelerator pedal opening degree is zero while the brake pedal opening degree is not zero, the vehicle will perform regenerative braking.

[0107] For example, the first correspondence between the slope value and the braking energy recovery deceleration, and the second correspondence between the slope value and the coasting energy recovery deceleration, that is to say, for different slopes, the specific values ​​of the corresponding braking energy recovery deceleration and coasting energy recovery deceleration can be obtained by acquiring a large amount of data and calibrating them through power performance tests, real vehicle driving performance tests, etc., and this disclosure embodiment does not limit this.

[0108] For example, the first correspondence between slope value and braking energy recovery deceleration, and the second correspondence between slope value and coasting energy recovery deceleration, can be shown in the following table:

[0109] slope 0° 0.5° 1° 1.5° Braking energy recovery deceleration <![CDATA[1.1m / s 2 ]]> <![CDATA[1.15m / s 2 ]]> <![CDATA[1.2m / s 2 ]]> <![CDATA[1.25m / s 2 ]]> Gliding energy recovery deceleration <![CDATA[0.6m / s 2 ]]> <![CDATA[0.65m / s 2 ]]> <![CDATA[0.7m / s 2 ]]> <![CDATA[0.75m / s 2 ]]>

[0110] It should be understood that the values ​​in the table above are divided at 0.5° intervals. In practical applications, more detailed divisions can be made according to the needs of the vehicle and the actual situation. This disclosure does not limit this.

[0111] It should also be understood that braking energy recovery is performed on the vehicle based on the first deceleration, and coasting energy recovery is performed on the vehicle based on the second deceleration, including the calculation of energy recovery torque.

[0112] Specifically, the coefficient of energy recovery torque can be calculated first. The energy recovery torque coefficient is usually calculated based on the magnitude of the braking energy recovery deceleration and the coasting energy recovery deceleration, that is, it can be calculated based on the magnitude of the first deceleration and the second deceleration in this embodiment. The specific calculation formula and coefficient are determined by the electric vehicle manufacturer according to the vehicle model and the characteristics of the motor. Therefore, the specific coefficients are different for different models and can be calculated according to the actual situation. This disclosure embodiment does not limit this.

[0113] Then, the actual energy recovery torque is calculated based on the energy recovery torque coefficient, and adjustments need to be made according to the actual vehicle conditions. That is to say, the actual energy recovery torque is calculated based on the actual braking energy recovery deceleration and coasting energy recovery deceleration values, as well as the energy recovery torque coefficient, so that the intensity and efficiency of energy recovery can be controlled by the recovery torque.

[0114] Using the above method, the target energy recovery mode of the vehicle can be determined by the changes in the opening of the accelerator pedal and the brake pedal. Combined with the correspondence between the target slope value and the energy recovery deceleration in the gradient road condition, the corresponding energy recovery deceleration can be determined, so that energy recovery can be carried out according to the actual situation of the vehicle.

[0115] In one possible approach, the third deceleration can also be determined based on the third slope value and the first correspondence. Accordingly, based on the first deceleration, regenerative braking of the vehicle is performed, including:

[0116] When the vehicle is traveling on a continuous uphill road, the regenerative braking torque is determined based on the first deceleration. When the difference between the first deceleration and the third deceleration is greater than the first preset deceleration value, the regenerative braking torque is controlled to decrease in a gradient according to the first preset torque adjustment value to obtain the target regenerative braking torque.

[0117] When the vehicle is traveling on a continuous downhill road, the regenerative braking torque is determined based on the first deceleration. When the difference between the first deceleration and the third deceleration is greater than the first preset deceleration value, the regenerative braking torque is controlled to increase in a gradient according to the first preset torque adjustment value to obtain the target regenerative braking torque.

[0118] The vehicle performs brake energy recovery based on the target brake energy recovery torque.

[0119] It should be understood that high-precision map modules can provide road elevation data, thereby detecting continuous uphill and downhill road conditions. Furthermore, based on the elevation data and the vehicle's current location, it can calculate whether the current driving direction is uphill or downhill.

[0120] It should also be understood that the purpose of the first preset deceleration value is to prevent the difference between the first deceleration and the third deceleration from being too large, which would cause drastic changes in the regenerative braking torque. When the difference between the first deceleration and the third deceleration is greater than the first preset deceleration value, the regenerative braking torque is controlled to decrease or increase gradually according to the first preset torque adjustment value to obtain the target regenerative braking torque.

[0121] For example, a first preset deceleration signal can be fed into a negative torque filter for filtering, thereby controlling the torque fluctuation of regenerative braking and reducing torque ripple. Simultaneously, the negative torque filter output value can be calculated using a first-order filtering formula and used as the first preset torque adjustment value, thus controlling the regenerative braking torque to decrease or increase gradually to obtain the target regenerative braking torque. The purpose of the negative torque filter is to ensure that the regenerative braking torque changes gradually according to the expected target when there are drastic changes. Without a gradual change, it may lead to a driving experience of sudden braking or acceleration.

[0122] It should be understood that when a vehicle is driving on a continuous uphill road, it needs to consume a lot of energy to overcome the effect of gravity. Therefore, the regenerative braking torque needs to be gradually reduced to ensure that the vehicle can smoothly go uphill. In other words, when a vehicle is driving on a continuous uphill road, the regenerative braking torque can be controlled to decrease in a gradient according to the first preset torque adjustment value to obtain the target regenerative braking torque.

[0123] In addition, when a vehicle is driving on a continuous downhill road, in order to prevent speeding downhill, it is necessary to gradually increase the regenerative braking torque to achieve more effective energy recovery and thus reduce the vehicle speed. That is to say, when a vehicle is driving on a continuous downhill road, the regenerative braking torque can be controlled to increase in a gradient according to the first preset torque adjustment value to obtain the target regenerative braking torque.

[0124] For example, the first preset deceleration value can be obtained by calibration. For instance, the measured data can be collected and analyzed through experimental testing and calibration can be performed according to the actual situation. This disclosure does not limit this.

[0125] The above method allows for appropriate processing of regenerative braking when a vehicle is driving on a continuous uphill road. When the road is continuously uphill, the regenerative braking torque can be gradually reduced according to a first preset torque adjustment value to ensure smooth uphill driving and stable operation. Conversely, when the road is continuously downhill, the regenerative braking torque can be gradually increased according to the first preset torque adjustment value to prevent speeding on downhill sections and ensure stable driving.

[0126] In one possible approach, the fourth deceleration can also be determined based on the third slope value and the second correspondence. Accordingly, based on the second deceleration, the vehicle's coasting energy is recovered, including:

[0127] When the vehicle is traveling on a continuous uphill road, the coasting energy recovery torque is determined based on the second deceleration. When the difference between the second deceleration and the fourth deceleration is greater than the second preset deceleration value, the coasting energy recovery torque is controlled to decrease in a gradient according to the second preset torque adjustment value to obtain the target coasting energy recovery torque.

[0128] When the vehicle is traveling on a continuous downhill road, the coasting energy recovery torque is determined based on the second deceleration. When the difference between the second deceleration and the fourth deceleration is greater than the second preset deceleration value, the coasting energy recovery torque is controlled to increase in a gradient according to the second preset torque adjustment value to obtain the target coasting energy recovery torque.

[0129] The vehicle recovers coasting energy based on the target coasting energy recovery torque.

[0130] It should be understood that high-precision map modules can provide road elevation data, thereby detecting continuous uphill and downhill road conditions. Furthermore, based on the elevation data and the vehicle's current location, it can calculate whether the current driving direction is uphill or downhill.

[0131] It should also be understood that the purpose of the second preset deceleration value is to prevent the difference between the second and fourth decelerations from being too large, which could lead to drastic changes in the coasting energy recovery torque. When the difference between the second and fourth decelerations is greater than the second preset deceleration value, the coasting energy recovery torque is controlled to decrease or increase gradually according to the second preset torque adjustment value to obtain the target coasting energy recovery torque.

[0132] For example, a second preset deceleration signal can be fed into a negative torque filter for filtering, thereby controlling the torque fluctuation of coasting energy recovery and reducing torque fluctuations. Simultaneously, the negative torque filter output value can be calculated using a first-order filtering formula and used as a second preset torque adjustment value, thus controlling the coasting energy recovery torque to decrease or increase gradually to obtain the target coasting energy recovery torque. The purpose of the negative torque filter is to ensure that the coasting energy recovery torque changes gradually according to the expected target when there are drastic changes. Without a gradual change, it may lead to a driving experience of sudden braking or acceleration.

[0133] It should also be understood that when a vehicle is driving on a continuous uphill road, in order to adapt to the increased power required for the uphill and reduce the engine load, the coasting energy recovery torque needs to be gradually reduced to ensure that the vehicle can smoothly go uphill. In other words, when a vehicle is driving on a continuous uphill road, the coasting energy recovery torque can be controlled to decrease in a gradient according to the second preset torque adjustment value to obtain the target coasting energy recovery torque.

[0134] In addition, when the vehicle is driving on a continuous downhill road, in order to prevent speeding downhill, it is necessary to gradually increase the coasting energy recovery torque to achieve more effective energy recovery and thus reduce the vehicle speed. That is to say, when the vehicle is driving on a continuous downhill road, the coasting energy recovery torque can be controlled to increase in a gradient according to the second preset torque adjustment value to obtain the target coasting energy recovery torque.

[0135] For example, the second preset deceleration value can be obtained by calibration. For instance, the measured data can be collected and analyzed through experimental testing and calibration can be performed according to the actual situation. This disclosure does not limit this aspect.

[0136] The above method allows for appropriate processing of coasting energy recovery when a vehicle is traveling on a continuous uphill road. When the road condition is a continuous uphill road, the coasting energy recovery torque can be controlled to decrease gradually according to the second preset torque adjustment value, ensuring that the vehicle can smoothly ascend the slope and drive steadily. Conversely, when the road condition is a continuous downhill road, the coasting energy recovery torque can be controlled to increase gradually according to the second preset torque adjustment value, preventing speeding on the downhill slope and ensuring smooth driving.

[0137] In one possible approach, when the vehicle is traveling on a flat road, the target energy recovery mode can be determined based on the opening of the brake pedal and the accelerator pedal. If the target energy recovery mode includes a braking energy recovery mode, braking energy recovery is performed based on a preset braking energy recovery deceleration. If the target energy recovery mode includes a coasting energy recovery mode, coasting energy recovery is performed based on a preset coasting energy recovery deceleration.

[0138] It should be understood that the vehicle's driving conditions can be obtained through the combined use of a gyroscope and a high-precision map module.

[0139] It should also be understood that when driving on flat roads, the corresponding coasting energy recovery torque and braking energy recovery torque can be calculated based on the preset braking energy recovery deceleration and preset coasting energy recovery deceleration. The changes in these coasting energy recovery torque and braking energy recovery torque need to be adjusted appropriately according to the actual situation to ensure the stability and safety of the vehicle.

[0140] For example, when driving on flat roads at higher speeds, the coasting energy recovery torque can be increased to improve energy recovery efficiency. Conversely, at lower speeds, the coasting energy recovery torque can be decreased to ensure vehicle safety. Similarly, at higher speeds, the braking energy recovery torque can be increased to fully utilize the inertial energy generated during braking, thereby improving energy utilization. At lower speeds, the energy generated during braking gradually decreases, so the braking energy recovery torque can be decreased to ensure the vehicle stops safely.

[0141] It should also be understood that the preset braking energy recovery deceleration signal and the preset coasting energy recovery deceleration signal can be fed into a negative torque filter for filtering. This can control the torque fluctuations of braking energy recovery and coasting energy recovery, thereby reducing torque fluctuations. Simultaneously, the negative torque filter output values ​​for braking energy recovery and coasting energy recovery can be calculated using first-order filtering formulas. These negative torque filter output values ​​are then used as preset braking energy recovery torque adjustment values ​​and preset coasting energy recovery torque adjustment values, thereby controlling the braking energy recovery torque and coasting energy recovery torque to decrease or increase in a gradient, thus obtaining the target braking energy recovery torque and target coasting energy recovery torque.

[0142] For example, the preset braking energy recovery deceleration and the preset coasting energy recovery deceleration can both be obtained by calibration. For instance, they can be calibrated by collecting and analyzing measured data through experimental testing, based on actual conditions. This embodiment of the present disclosure does not limit this.

[0143] The above methods can be used to process the regenerative braking and coasting energy recovery of vehicles when driving on flat roads, thereby making appropriate adjustments to the changes in energy recovery torque according to the actual situation, so as to ensure the stability and safety of the vehicle.

[0144] The following reference Figure 2 The present disclosure will now describe an energy recovery method illustrated in an exemplary embodiment.

[0145] Reference Figure 2 The energy recovery method includes the following steps:

[0146] Step S201: Obtain the slope information of the vehicle's location from the gyroscope;

[0147] Step S202: Obtain information on the vehicle's location and the road conditions ahead from the high-precision map module;

[0148] Step S203: Determine the real-time road conditions of the vehicle based on the gyroscope and high-precision map module;

[0149] Step S204: Determine the vehicle's energy recovery mode based on the brake pedal opening and the accelerator pedal opening;

[0150] Step S205: Energy recovery is performed based on the vehicle's real-time road conditions and energy recovery mode.

[0151] The specific implementation process of each of the above steps has been explained above and will not be repeated here.

[0152] Through the above methods, the slope conditions can be analyzed and calibrated using a gyroscope and a high-precision map. The VCU adaptively adjusts the braking energy recovery and coasting energy recovery torque values ​​based on the slope conditions and braking signals, which satisfies braking safety and driving comfort under different conditions, while optimizing energy utilization, reducing energy consumption and improving range.

[0153] Based on the same inventive concept, this disclosure also provides an energy recovery device, referring to... Figure 3 The energy recovery device 300 includes:

[0154] The first acquisition module 301 is used to acquire the first slope value of the vehicle's position from the gyroscope;

[0155] The second acquisition module 302 is used to acquire the second slope value of the vehicle's location and the third slope value of the road segment ahead of the vehicle from the high-precision map module.

[0156] The determination module 303 is used to determine the target slope value of the vehicle's location based on the first slope value, the second slope value, and the third slope value when the vehicle is traveling on a sloped road.

[0157] The first energy recovery module 304 is used to recover energy from the vehicle based on the target slope value.

[0158] Optionally, the determining module 303 is used for:

[0159] Determine the difference between the first slope value and the second slope value, and compare the difference with the preset slope value;

[0160] If the difference is less than or equal to the preset slope value, then the slope value that is closest to the third slope value among the first and second slope values ​​will be used as the target slope value for the vehicle's location.

[0161] If the difference is greater than the preset slope value, the average slope value of the first slope value and the second slope value will be used as the target slope value for the vehicle's location.

[0162] Optionally, the energy recovery device further includes a mode determination module, which is used for:

[0163] The target energy recovery mode of the vehicle is determined based on the opening of the brake pedal and the opening of the accelerator pedal.

[0164] The first energy recovery module 304 is used for:

[0165] When the target energy recovery mode includes the braking energy recovery mode, the first deceleration is determined based on the target slope value and the first correspondence between the slope value and the braking energy recovery deceleration, and braking energy recovery is performed on the vehicle based on the first deceleration.

[0166] When the target energy recovery mode includes coasting energy recovery mode, a second deceleration is determined based on the target slope value and the second correspondence between the slope value and the coasting energy recovery deceleration, and coasting energy recovery is performed on the vehicle based on the second deceleration.

[0167] Optionally, the energy recovery device further includes a first deceleration determination module, used for:

[0168] The third deceleration is determined based on the third slope value and the first correspondence.

[0169] The first energy recovery module 304 is used for:

[0170] When the vehicle is traveling on a continuous uphill road, the regenerative braking torque is determined based on the first deceleration. When the difference between the first deceleration and the third deceleration is greater than the first preset deceleration value, the regenerative braking torque is controlled to decrease in a gradient according to the first preset torque adjustment value to obtain the target regenerative braking torque.

[0171] When the vehicle is traveling on a continuous downhill road, the regenerative braking torque is determined based on the first deceleration. When the difference between the first deceleration and the third deceleration is greater than the first preset deceleration value, the regenerative braking torque is controlled to increase in a gradient according to the first preset torque adjustment value to obtain the target regenerative braking torque.

[0172] The vehicle performs brake energy recovery based on the target brake energy recovery torque.

[0173] Optionally, the energy recovery device further includes a second deceleration determination module for:

[0174] The fourth deceleration is determined based on the third slope value and the second corresponding relationship;

[0175] The first energy recovery module 304 is used for:

[0176] When the vehicle is traveling on a continuous uphill road, the coasting energy recovery torque is determined based on the second deceleration. When the difference between the second deceleration and the fourth deceleration is greater than the second preset deceleration value, the coasting energy recovery torque is controlled to decrease in a gradient according to the second preset torque adjustment value to obtain the target coasting energy recovery torque.

[0177] When the vehicle is traveling on a continuous downhill road, the coasting energy recovery torque is determined based on the second deceleration. When the difference between the second deceleration and the fourth deceleration is greater than the second preset deceleration value, the coasting energy recovery torque is controlled to increase in a gradient according to the second preset torque adjustment value to obtain the target coasting energy recovery torque.

[0178] The vehicle recovers coasting energy based on the target coasting energy recovery torque.

[0179] Optionally, the energy recovery device further includes a second energy recovery module for:

[0180] When the vehicle is traveling on flat ground, the target energy recovery mode of the vehicle is determined based on the opening of the brake pedal and the opening of the accelerator pedal.

[0181] When the target energy recovery mode includes the braking energy recovery mode, the vehicle performs braking energy recovery according to the preset braking energy recovery deceleration.

[0182] When the target energy recovery mode includes coasting energy recovery mode, coasting energy is recovered from the vehicle according to the preset coasting energy recovery deceleration.

[0183] The aforementioned device can improve the accuracy of gradient estimation in the energy recovery strategy, thereby improving the overall vehicle energy utilization rate and ensuring vehicle braking safety and driving comfort.

[0184] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0185] Based on the same inventive concept, embodiments of this disclosure also provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements any of the energy recovery methods described above.

[0186] Based on the same inventive concept, this disclosure also provides a vehicle, including a gyroscope, a high-precision map module, and a vehicle controller;

[0187] The gyroscope is used to obtain the initial slope value of the vehicle's location.

[0188] The high-precision map module is used to obtain the second slope value of the vehicle's location and the third slope value of the road segment ahead of the vehicle.

[0189] The vehicle controller is used to execute any of the energy recovery methods described above.

[0190] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0191] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0192] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. An energy recovery method, characterized in that, Applied to pure electric vehicles, the method includes: Obtain the first slope value of the vehicle's position from the gyroscope; The second slope value of the vehicle's location and the third slope value of the road segment ahead of the vehicle are obtained from the high-precision map module. When the vehicle is traveling on a slope, the difference between the first slope value and the second slope value is determined, and the difference is compared with a preset slope value. If the difference is less than or equal to the preset slope value, then the slope value that is closest to the third slope value among the first slope value and the second slope value shall be taken as the target slope value of the vehicle's location. If the difference is greater than the preset slope value, then the average slope value of the first slope value and the second slope value is taken as the target slope value of the vehicle's location. Energy recovery is performed on the vehicle based on the target slope value.

2. The method according to claim 1, characterized in that, The method further includes: The target energy recovery mode of the vehicle is determined based on the brake pedal opening and accelerator pedal opening. The step of recovering energy from the vehicle based on the target slope value includes: When the target energy recovery mode includes a braking energy recovery mode, a first deceleration is determined based on the target slope value and the first correspondence between the slope value and the braking energy recovery deceleration, and braking energy recovery is performed on the vehicle based on the first deceleration. When the target energy recovery mode includes a coasting energy recovery mode, a second deceleration is determined based on the target slope value and the second correspondence between the slope value and the coasting energy recovery deceleration, and coasting energy recovery is performed on the vehicle based on the second deceleration.

3. The method according to claim 2, characterized in that, The method further includes: The third deceleration is determined based on the third slope value and the first correspondence. The regenerative braking of the vehicle based on the first deceleration includes: When the vehicle is traveling on a continuous uphill road, the regenerative braking torque is determined based on the first deceleration. When the difference between the first deceleration and the third deceleration is greater than the first preset deceleration value, the regenerative braking torque is controlled to decrease in a gradient according to the first preset torque adjustment value to obtain the target regenerative braking torque. When the vehicle is traveling on a continuous downhill road, the regenerative braking torque is determined based on the first deceleration. When the difference between the first deceleration and the third deceleration is greater than the first preset deceleration value, the regenerative braking torque is controlled to increase in a gradient according to the first preset torque adjustment value to obtain the target regenerative braking torque. The vehicle performs brake energy recovery based on the target brake energy recovery torque.

4. The method according to claim 2, characterized in that, The method further includes: Based on the third slope value and the second correspondence, the fourth deceleration is determined; The step of recovering coasting energy from the vehicle based on the second deceleration includes: When the vehicle is traveling on a continuous uphill road, the coasting energy recovery torque is determined based on the second deceleration. When the difference between the second deceleration and the fourth deceleration is greater than the second preset deceleration value, the coasting energy recovery torque is controlled to decrease in a gradient according to the second preset torque adjustment value to obtain the target coasting energy recovery torque. When the vehicle is traveling on a continuous downhill road, the coasting energy recovery torque is determined based on the second deceleration. When the difference between the second deceleration and the fourth deceleration is greater than the second preset deceleration value, the coasting energy recovery torque is controlled to increase in a gradient according to the second preset torque adjustment value to obtain the target coasting energy recovery torque. The vehicle performs coasting energy recovery based on the target coasting energy recovery torque.

5. The method according to claim 1, characterized in that, The method further includes: When the vehicle is traveling on flat ground, the target energy recovery mode of the vehicle is determined based on the opening of the brake pedal and the opening of the accelerator pedal. When the target energy recovery mode includes a braking energy recovery mode, braking energy recovery is performed on the vehicle according to a preset braking energy recovery deceleration. When the target energy recovery mode includes a coasting energy recovery mode, the vehicle performs coasting energy recovery according to a preset coasting energy recovery deceleration.

6. An energy recovery device, characterized in that, include: The first acquisition module is used to acquire the first slope value of the vehicle's position from the gyroscope; The second acquisition module is used to acquire the second slope value of the vehicle's location and the third slope value of the road segment ahead of the vehicle from the high-precision map module. The determination module is used to determine the difference between the first slope value and the second slope value when the vehicle is traveling on a slope, and to compare the difference with a preset slope value. If the difference is less than or equal to the preset slope value, then the slope value that is closest to the third slope value among the first slope value and the second slope value shall be taken as the target slope value of the vehicle's location. If the difference is greater than the preset slope value, then the average slope value of the first slope value and the second slope value is taken as the target slope value of the vehicle's location. The first energy recovery module is used to recover energy from the vehicle based on the target slope value.

7. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the program implements the steps of the method described in any one of claims 1-5.

8. A vehicle, characterized in that, Includes gyroscopes, high-precision map modules, and vehicle controllers; The gyroscope is used to obtain the first slope value of the vehicle's location; The high-precision map module is used to obtain the second slope value of the vehicle's location and the third slope value of the road segment ahead of the vehicle. The vehicle controller is used to execute the energy recovery method according to any one of claims 1-5.

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