Method and apparatus for determining energy recovery strength

Abstract

The application provides a method and device for determining energy recovery strength, obtaining a first vehicle speed, an initial energy recovery strength and road condition information of a road to which a first position belongs when the vehicle is at the first position; calculating required torque of a whole vehicle wheel end for adjusting the vehicle from the first vehicle speed to a maximum vehicle speed within a target distance between the first position and a target speed measuring point according to the first vehicle speed, the maximum vehicle speed and the target distance; determining a target energy recovery strength according to the required torque and the initial energy recovery strength, so as to control the energy recovery strength of the vehicle to be the target energy recovery strength. The application can realize different energy recovery strengths under a current energy recovery level according to the road condition information of a road where the vehicle is located and real-time vehicle speed, and can realize real-time and intelligent adjustment of the energy recovery strength without manual selection by a driver, so that the vehicle can pass the target speed measuring point more energy-efficiently, the fuel consumption of the hybrid vehicle can be reduced, the energy utilization rate can be improved, and the user experience can be improved.

Description

Technical Field

[0001] This application relates to the automotive field, and in particular to a method and apparatus for determining energy recovery intensity. Background Technology

[0002] In the field of new energy vehicles, hybrid vehicles serve as a transition from traditional cars to pure electric vehicles, and their promising development prospects are due to their excellent fuel efficiency. Hybrid vehicles typically consist of two power sources: an engine and an electric motor, enabling various driving modes such as pure electric, series, and parallel operation.

[0003] Moreover, unlike traditional cars, hybrid vehicles have an energy management control system. By adjusting the energy recovery level, they can recover energy according to different energy recovery intensities, saving fuel. For example, the electric motor recovers energy after releasing the accelerator, which is a unique fuel-saving method for hybrid / electric vehicles. The recovered energy can extend the vehicle's driving range and improve energy efficiency.

[0004] In existing plug-in hybrid electric vehicle (PHEV) energy management control systems, energy recovery intensity largely relies on the State of Charge (SOC) and the driver's manual selection of energy recovery levels and driving modes to achieve overall vehicle energy management. For example, when the SOC value is low, the engine is requested to start for parallel drive and intelligent, efficient charging; at low speeds, pure electric drive is used as much as possible to avoid the poor efficiency of the engine at low speeds and under low loads; when the accelerator is released, the engine stops, and the electric motor recovers energy. However, current energy recovery intensity can only be controlled by the driver manually selecting the energy recovery level and does not adjust in real time and intelligently based on actual external road information. Summary of the Invention

[0005] In view of this, the purpose of this application is to provide a method and apparatus for determining the energy recovery intensity, enabling real-time and intelligent adjustment of the energy recovery intensity. The specific solution is as follows:

[0006] In a first aspect, this application provides a method for determining energy recovery intensity, comprising:

[0007] The vehicle acquires its first speed, initial energy recovery intensity, and road condition information of the road to which the first location is located when it is at the first location. The road condition information includes the maximum speed of the road to which the first location is located and the location of the target speed measuring point. The target speed measuring point is the speed measuring point located in front of the vehicle and closest to the first location.

[0008] Based on the first vehicle speed, the maximum vehicle speed, and the target distance between the first position and the target speed measuring point, calculate the required torque at the wheel end of the vehicle to adjust from the first vehicle speed to the maximum vehicle speed within the target distance.

[0009] The target energy recovery intensity is determined based on the required torque and the initial energy recovery intensity, so as to control the energy recovery intensity of the vehicle to the target energy recovery intensity.

[0010] Optionally, determining the target energy recovery intensity based on the required torque and the initial energy recovery intensity includes:

[0011] Based on the required torque and the initial energy recovery intensity, determine the coasting energy recovery coefficient; based on the initial energy recovery intensity and the coasting energy recovery coefficient, determine the target energy recovery intensity; or,

[0012] The braking energy recovery coefficient is determined based on the braking force; the coasting energy recovery coefficient is determined based on the required torque and the initial energy recovery intensity.

[0013] The coasting energy recovery coefficient and the braking energy recovery coefficient are superimposed to form the target recovery coefficient, and the target energy recovery intensity is determined based on the initial energy recovery intensity and the target recovery coefficient.

[0014] Optional, also includes:

[0015] A first correction coefficient is determined based on the braking force, the slope of the road to which the first position is located, the first vehicle speed, and the initial energy recovery intensity;

[0016] The braking energy recovery coefficient is adjusted using the first correction coefficient.

[0017] Optional, also includes:

[0018] The coasting energy recovery coefficient and the braking energy recovery coefficient are filtered so that the rate of change of the actual torque at the wheel end of the vehicle is lower than a preset value during the process of adjusting the vehicle from the initial energy recovery intensity to the target energy recovery intensity.

[0019] Optional, also includes:

[0020] A second correction coefficient is determined based on the slope of the road to the first location, the first vehicle speed, and the initial energy recovery intensity.

[0021] The gliding energy recovery coefficient is adjusted using the second correction coefficient.

[0022] Optionally, before acquiring the vehicle's first speed at the first location, the initial energy recovery intensity, and the road condition information of the road to which the first location belongs, the method further includes:

[0023] Obtain the vehicle's second speed when it is in the second position;

[0024] If the second vehicle speed is greater than the maximum vehicle speed, the user is prompted to release the accelerator.

[0025] If the second vehicle speed is less than or equal to the maximum vehicle speed, and it is determined that the vehicle will exceed the speed limit when passing the target speed measuring point based on the second vehicle speed, the acceleration of the throttle, the distance between the second position and the target speed measuring point, then the user is prompted to release the throttle.

[0026] Secondly, embodiments of this application also provide an apparatus for determining energy recovery intensity, comprising:

[0027] The acquisition unit is used to acquire the vehicle's first speed, initial energy recovery intensity, and road condition information of the road to which the first position is located when the vehicle is at the first position. The road condition information includes the maximum speed of the road to which the first position is located and the location of the target speed measuring point. The target speed measuring point is the speed measuring point located in front of the vehicle and closest to the first position.

[0028] The calculation unit is used to calculate the required torque at the wheel end of the vehicle within the target distance to adjust the vehicle from the first vehicle speed to the maximum vehicle speed, based on the first vehicle speed, the maximum vehicle speed, and the target distance between the first position and the target speed measuring point.

[0029] A determining unit is configured to determine a target energy recovery intensity based on the required torque and the initial energy recovery intensity, so as to control the energy recovery intensity of the vehicle to the target energy recovery intensity.

[0030] Optionally, the determining unit is further configured to:

[0031] Based on the required torque and the initial energy recovery intensity, determine the coasting energy recovery coefficient; based on the initial energy recovery intensity and the coasting energy recovery coefficient, determine the target energy recovery intensity; or,

[0032] The braking energy recovery coefficient is determined based on the braking force; the coasting energy recovery coefficient is determined based on the required torque and the initial energy recovery intensity.

[0033] The coasting energy recovery coefficient and the braking energy recovery coefficient are superimposed to form the target recovery coefficient, and the target energy recovery intensity is determined based on the initial energy recovery intensity and the target recovery coefficient.

[0034] Optionally, it can also be used for:

[0035] A first correction coefficient is determined based on the braking force, the slope of the road to which the first position is located, the first vehicle speed, and the initial energy recovery intensity;

[0036] The braking energy recovery coefficient is adjusted using the first correction coefficient.

[0037] Optionally, it can also be used for:

[0038] The coasting energy recovery coefficient and the braking energy recovery coefficient are filtered so that the rate of change of the actual torque at the wheel end of the vehicle is lower than a preset value during the process of adjusting the vehicle from the initial energy recovery intensity to the target energy recovery intensity.

[0039] This application provides a method and apparatus for determining energy recovery intensity. It acquires the vehicle's first speed, initial energy recovery intensity, and road condition information of the road where the first position is located at a first position. The road condition information includes the maximum speed on the road where the first position is located and the location of a target speed measuring point, which is the speed measuring point located in front of the vehicle and closest to the first position. Based on the first speed, maximum speed, and target distance between the first position and the target speed measuring point, it calculates the required torque at the vehicle's wheels to adjust from the first speed to the maximum speed within the target distance. Based on the required torque and the initial energy recovery intensity, it determines the target energy recovery intensity to control the vehicle's energy recovery intensity as the target energy recovery intensity. This application can achieve different energy recovery intensities based on the road condition information and real-time vehicle speed at the current energy recovery level. It can automatically provide a suitable energy recovery intensity for the road where the vehicle is located, performing real-time and intelligent adjustment of the energy recovery intensity without requiring manual selection by the driver. This allows for more energy-efficient passage through target speed measuring points, reducing fuel consumption of hybrid vehicles, improving energy utilization, and enhancing the user experience. Attached Figure Description

[0040] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0041] Figure 1 A flowchart illustrating a method for determining energy recovery intensity according to an embodiment of this application is shown;

[0042] Figure 2 A flowchart illustrating another method for determining energy recovery intensity provided in an embodiment of this application is shown;

[0043] Figure 3 A flowchart illustrating another method for determining energy recovery intensity provided in an embodiment of this application is shown;

[0044] Figure 4 A flowchart illustrating another method for determining energy recovery intensity provided in an embodiment of this application is shown;

[0045] Figure 5 A structural diagram of another energy recovery intensity determination device provided in an embodiment of this application is shown. Detailed Implementation

[0046] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, the specific embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0047] Many specific details are set forth in the following description in order to provide a full understanding of this application. However, this application may also be implemented in other ways different from those described herein. Those skilled in the art can make similar extensions without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0048] As described in the background section, existing energy recovery intensities can only be achieved by the driver manually selecting different energy recovery levels. Based on the above technical problems, this application provides a method for determining energy recovery intensity. The method involves acquiring the vehicle's first speed at a first position, the initial energy recovery intensity, and road condition information of the road where the first position is located. The road condition information includes the maximum speed on the road where the first position is located and the location of a target speed measuring point, which is the speed measuring point located in front of the vehicle and closest to the first position. Based on the first speed, the maximum speed, and the target distance between the first position and the target speed measuring point, the required torque at the vehicle's wheels within the target distance to adjust the vehicle from the first speed to the maximum speed is calculated. The target energy recovery intensity is determined based on the required torque and the initial energy recovery intensity, thereby controlling the vehicle's energy recovery intensity as the target energy recovery intensity. This application can achieve different energy recovery intensities at the current energy recovery level based on the road condition information and real-time vehicle speed. It can automatically provide a suitable energy recovery intensity for the road where the vehicle is located, performing real-time and intelligent adjustment of the energy recovery intensity without requiring manual selection by the driver, thus improving energy utilization and enhancing the user experience.

[0049] For ease of understanding, the following detailed description, in conjunction with the accompanying drawings, provides a method and apparatus for determining energy recovery intensity according to an embodiment of this application.

[0050] refer to Figure 1 The diagram shown is a flowchart illustrating a method for determining energy recovery intensity according to an embodiment of this application. The method may include the following steps.

[0051] S101, acquire the vehicle's first speed, initial energy recovery intensity, and road condition information of the road to which the first position is located when the vehicle is at the first position. The road condition information includes the maximum speed of the road to which the first position is located and the location of the target speed measuring point. The target speed measuring point is the speed measuring point located in front of the vehicle and closest to the first position.

[0052] In this embodiment, the Vehicle Control Unit (VCU) obtains traffic information stored in the navigation system via the CAN network. This traffic information includes the maximum speed on the road where the vehicle is located when it is at a first location, and the location of a target speed camera, which is the closest speed camera to the vehicle in front of it. Examples of traffic information include distance, gradient, road congestion status, and speed limits.

[0053] S102, based on the first vehicle speed, the maximum vehicle speed, and the target distance between the first position and the target speed measuring point, calculate the required torque at the wheel end of the vehicle to adjust from the first vehicle speed to the maximum vehicle speed within the target distance.

[0054] In this embodiment, the VCU comprehensively considers the difference between the maximum vehicle speed and the first vehicle speed, the target distance between the first position and the target speed measuring point, calculates the vehicle deceleration required when passing through at a speed lower than the maximum vehicle speed by a certain value, and then calculates the required torque at the wheel end of the whole vehicle by using the vehicle deceleration, the overall vehicle resistance, the overall vehicle weight, and the vehicle wheel radius.

[0055] This step can be expressed by the formula:

[0056]

[0057] Among them, T qReq V is the required torque at the wheel end of the entire vehicle. act For the first vehicle speed, V tgt ΔS is the maximum vehicle speed, M is the target distance between the first position and the target speed measuring point, V is the vehicle weight, a, b, and c are the vehicle drag coefficients, and r is the vehicle wheel radius. To decelerate a vehicle, A can be used. dec It means that a + bV + cV 2 This represents the overall vehicle resistance.

[0058] S103, determine the target energy recovery intensity based on the required torque and the initial energy recovery intensity, so as to control the energy recovery intensity of the vehicle to the target energy recovery intensity.

[0059] In this embodiment, the target energy recovery intensity is determined based on the required torque and the initial energy recovery intensity, and the vehicle's energy recovery intensity is controlled as the target energy recovery intensity. Specifically, the energy recovery level corresponds to a certain range of energy recovery intensities; different energy recovery levels result in different ranges of energy recovery intensities.

[0060] In this embodiment, the energy recovery intensity can be directly adjusted across different levels, eliminating the need for the driver to manually adjust the energy recovery level. The driver can also be informed that the energy recovery intensity is being adjusted, improving user perception. (Reference) Figure 2 This is a flowchart illustrating another method for determining energy recovery intensity provided in an embodiment of this application.

[0061] S1031, determine the coasting energy recovery coefficient based on the required torque and the initial energy recovery intensity; determine the target energy recovery intensity based on the initial energy recovery intensity and the coasting energy recovery coefficient.

[0062] In this embodiment, the coasting energy recovery coefficient is calculated based on the required torque at the wheel end and the initial energy recovery level. The initial energy recovery level is determined by determining the wheel end energy recovery torque based on the vehicle speed.

[0063] This step can be expressed by the formula:

[0064] rat = T qReq / M regen

[0065] Where, rat is the gliding energy recovery coefficient, T qReq M is the required torque at the wheel end of the entire vehicle. regen This represents the initial energy recovery level.

[0066] In this embodiment of the application, the target energy recovery intensity is determined based on the initial energy recovery intensity and the gliding energy recovery coefficient.

[0067] S1032, determine the braking energy recovery coefficient based on the braking force; determine the coasting energy recovery coefficient based on the required torque and the initial energy recovery intensity; superimpose the coasting energy recovery coefficient and the braking energy recovery coefficient as the target recovery coefficient, and determine the target energy recovery intensity based on the initial energy recovery intensity and the target recovery coefficient.

[0068] In this embodiment, if the driver applies the brakes, in addition to adjusting the coasting energy recovery coefficient, the braking energy recovery coefficient can also be intelligently adjusted according to the braking force. The coasting energy recovery coefficient is determined according to the required torque and the initial energy recovery intensity. The coasting energy recovery coefficient and the braking energy recovery coefficient are superimposed as the target recovery coefficient. The target energy recovery intensity is determined according to the initial energy recovery intensity and the target recovery coefficient.

[0069] In this embodiment, besides intelligently adjusting the energy recovery coefficient at speed limit points, if the navigation system sends information indicating a downhill road ahead, the VCU will intelligently adjust the energy recovery coefficient and inform the driver that the energy recovery intensity is being adjusted, improving user perception. (Reference) Figure 3A flowchart illustrating another method for determining energy recovery intensity provided in this application embodiment. Specifically, it may further include:

[0070] S201, determine a second correction coefficient based on the slope of the road to the first location, the first vehicle speed, and the initial energy recovery intensity; adjust the coasting energy recovery coefficient using the second correction coefficient.

[0071] In this embodiment of the application, when the road information sent by the navigation is downhill, the VCU determines a second correction coefficient based on the gradient of the road, the first vehicle speed and the energy recovery level, and superimposes the second correction coefficient and the coasting energy recovery coefficient to update the coasting energy recovery coefficient.

[0072] The second correction factor can be expressed by the formula:

[0073]

[0074] Among them, rat slope V is the second correction factor. act For the first vehicle speed, V tgt The maximum vehicle speed is given by ΔS, the target distance between the first position and the target speed measuring point is given by M, the vehicle weight is given by V, the real-time vehicle speed is given by a, b, and c are the vehicle drag coefficients, and r is the vehicle wheel radius. regen V is the initial energy recovery level. SEacc It is the longitudinal acceleration measured by the vehicle's own acceleration sensor, V ehacc It is the acceleration calculated based on the non-driving wheels over a period of time, such as 0.1s, where g is the acceleration due to gravity.

[0075] S202, determine a first correction coefficient based on the braking force, the slope of the road to the first position, the first vehicle speed, and the initial energy recovery intensity; adjust the braking energy recovery coefficient using the first correction coefficient.

[0076] In this embodiment of the application, when the road information sent by the navigation is downhill, the VCU determines a first correction coefficient based on the braking force, the gradient of the road, the first vehicle speed and the energy recovery level, and superimposes the first correction coefficient and the braking energy recovery coefficient to update the braking energy recovery coefficient.

[0077] In this embodiment of the application, in order to prevent the wheel-end torque from changing too quickly and affecting the drivability of the vehicle, the VCU can filter the coasting energy recovery coefficient and the braking energy recovery coefficient so that the actual rate of change of the wheel-end torque of the vehicle is lower than a preset value during the process of adjusting the vehicle from the initial energy recovery intensity to the target energy recovery intensity.

[0078] In this embodiment of the application, in order to meet the requirements of the regulatory point brake light, the adjusted coasting energy recovery coefficient should not exceed a certain value c2, which can be calibrated and displayed; in order to ensure the drivability of the vehicle, the adjusted braking energy recovery coefficient should also not exceed a certain value c3, which can be calibrated and displayed.

[0079] In the embodiments of this application, reference is made to Figure 4 A flowchart illustrating another method for determining energy recovery intensity provided in this application embodiment, further comprising the following steps before step S101:

[0080] S301, obtain the second vehicle speed when the vehicle is in the second position.

[0081] In this embodiment, the vehicle's second speed at the second location is obtained. The VCU determines whether speeding is occurring based on the current second speed and the speed limit information of the road sent by the navigation system. If speeding is detected, the driver is prompted to release the accelerator. The driver can choose the number of prompts (c1), the prompt duration (t1), and the prompt method, such as displaying on the dashboard or giving a voice announcement.

[0082] S302, if the second vehicle speed is greater than the maximum vehicle speed, the user is prompted to release the accelerator.

[0083] In this embodiment, if the second vehicle speed is greater than the maximum vehicle speed, the vehicle is speeding. The distance between the second position and the target speed measuring point is L1. When the accelerator pedal is greater than a certain value a2, the VCU will prompt the driver to release the accelerator at an appropriate distance L2. L1 is dynamically adjusted based on information such as the current vehicle speed and the speed limit point speed. a2 can be marked and displayed. L2 is dynamically adjusted based on information such as the current vehicle speed and the maximum vehicle speed.

[0084] In this embodiment of the application, in order to prevent the vehicle from decelerating erroneously due to receiving an unreasonable maximum speed, the VCU will first make a reasonable judgment on the received maximum speed. If there is still an accelerator pedal opening of greater than or equal to a1 within the t3 time period after the prompt to release the accelerator, it means that the driver has ignored the prompt to release the accelerator. The VCU will not actively decelerate, and after the c1 prompts, it will no longer prompt for the maximum speed.

[0085] S303, if the second vehicle speed is less than or equal to the maximum vehicle speed, and it is determined based on the second vehicle speed, the acceleration of the throttle, the distance between the second position and the target speed measuring point that the vehicle will exceed the speed limit when passing the target speed measuring point, then the user is prompted to release the throttle.

[0086] In this embodiment, if the second vehicle speed is less than or equal to the maximum vehicle speed, the vehicle is not speeding. When the distance between the second position and the target speed measuring point is L3, the VCU determines that the vehicle will speed through the target speed measuring point based on information such as the current throttle acceleration, the second vehicle speed, and the distance between the second position and the target speed measuring point. Then, at an appropriate distance L4, the driver is prompted to release the throttle, but the VCU will not actively reduce the throttle.

[0087] In this embodiment of the application, the specific algorithm for determining that a vehicle will exceed the speed limit when passing the target speed measurement point is as follows: V2 = V1 + at, where V1 is the current vehicle speed, a is the current vehicle acceleration, t is the time sent by the navigation to the target speed measurement point, and V2 is the predicted vehicle speed to the target speed measurement point. If V2 is greater than the maximum speed of the target speed measurement point, then it is determined that the vehicle will exceed the speed limit when passing the target speed measurement point.

[0088] Based on the above authentication methods, this application embodiment also provides a device for determining energy recovery intensity, referring to... Figure 5 The diagram shown is a structural diagram of an energy recovery intensity determination device provided in an embodiment of this application, comprising:

[0089] The acquisition unit 100 is used to acquire the vehicle's first speed, initial energy recovery intensity, and road condition information of the road to which the first position is located when the vehicle is at the first position. The road condition information includes the maximum speed of the road to which the first position is located and the location of the target speed measuring point. The target speed measuring point is the speed measuring point located in front of the vehicle and closest to the first position.

[0090] The calculation unit 200 is used to calculate the required torque at the wheel end of the vehicle within the target distance to adjust the vehicle from the first vehicle speed to the maximum vehicle speed, based on the first vehicle speed, the maximum vehicle speed, and the target distance between the first position and the target speed measuring point.

[0091] The determining unit 300 is used to determine the target energy recovery intensity based on the required torque and the initial energy recovery intensity, so as to control the energy recovery intensity of the vehicle to the target energy recovery intensity.

[0092] Optionally, the determining unit is further configured to:

[0093] Based on the required torque and the initial energy recovery intensity, determine the coasting energy recovery coefficient; based on the initial energy recovery intensity and the coasting energy recovery coefficient, determine the target energy recovery intensity; or,

[0094] The braking energy recovery coefficient is determined based on the braking force; the coasting energy recovery coefficient is determined based on the required torque and the initial energy recovery intensity.

[0095] The coasting energy recovery coefficient and the braking energy recovery coefficient are superimposed to form the target recovery coefficient, and the target energy recovery intensity is determined based on the initial energy recovery intensity and the target recovery coefficient.

[0096] Optionally, it can also be used for:

[0097] A first correction coefficient is determined based on the braking force, the slope of the road to which the first position is located, the first vehicle speed, and the initial energy recovery intensity;

[0098] The braking energy recovery coefficient is adjusted using the first correction coefficient.

[0099] Optionally, it can also be used for:

[0100] The coasting energy recovery coefficient and the braking energy recovery coefficient are filtered so that the rate of change of the actual torque at the wheel end of the vehicle is lower than a preset value during the process of adjusting the vehicle from the initial energy recovery intensity to the target energy recovery intensity.

[0101] This application provides an energy recovery intensity determination device. An acquisition unit acquires the vehicle's first speed, initial energy recovery intensity, and road condition information of the road where the first position is located. The road condition information includes the maximum speed on the road where the first position is located and the location of a target speed measuring point, which is the speed measuring point located in front of the vehicle and closest to the first position. A calculation unit calculates the required torque at the wheel end of the vehicle to adjust from the first speed to the maximum speed within the target distance, based on the first speed, the maximum speed, and the target distance between the first position and the target speed measuring point. A determination unit determines the target energy recovery intensity based on the required torque and the initial energy recovery intensity, thereby controlling the vehicle's energy recovery intensity to the target energy recovery intensity. This application can achieve different energy recovery intensities at the current energy recovery level based on the road condition information and real-time vehicle speed of the road where the vehicle is located. It can automatically provide a suitable energy recovery intensity for the road where the vehicle is located, and perform real-time intelligent adjustment of the energy recovery intensity without requiring manual selection by the driver. This allows for more energy-efficient passage through the target speed measuring point, reduces fuel consumption of hybrid vehicles, improves energy utilization, and enhances the user experience.

[0102] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on its differences from other embodiments. In particular, the apparatus embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

[0103] The above description is merely a preferred embodiment of this application. Although this application has disclosed preferred embodiments above, it is not intended to limit this application. Any person skilled in the art can make many possible variations and modifications to the technical solutions of this application using the methods and techniques disclosed above, or modify them into equivalent embodiments with equivalent changes, without departing from the scope of the technical solutions of this application. Therefore, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of this application without departing from the content of the technical solutions of this application shall still fall within the protection scope of the technical solutions of this application.

Claims

1. A method for determining energy recovery intensity, characterized in that, include: The vehicle acquires its first speed, initial energy recovery intensity, and road condition information of the road to which the first location is located when it is at the first location. The road condition information includes the maximum speed of the road to which the first location is located and the location of the target speed measuring point. The target speed measuring point is the speed measuring point located in front of the vehicle and closest to the first location. Based on the first vehicle speed, the maximum vehicle speed, and the target distance between the first position and the target speed measuring point, calculate the required torque at the wheel end of the vehicle to adjust from the first vehicle speed to the maximum vehicle speed within the target distance. Based on the required torque and the initial energy recovery intensity, determine the coasting energy recovery coefficient; based on the initial energy recovery intensity and the coasting energy recovery coefficient, determine the target energy recovery intensity; or, The braking energy recovery coefficient is determined based on the braking force; the coasting energy recovery coefficient is determined based on the required torque and the initial energy recovery intensity. A second correction coefficient is determined based on the slope of the road to the first location, the first vehicle speed, and the initial energy recovery intensity. The gliding energy recovery coefficient is adjusted using the second correction coefficient. The coasting energy recovery coefficient and the braking energy recovery coefficient are superimposed to form the target recovery coefficient. The target energy recovery intensity is determined based on the initial energy recovery intensity and the target recovery coefficient, so as to control the energy recovery intensity of the vehicle to the target energy recovery intensity. If the target energy recovery intensity exceeds the intensity range of the energy recovery level corresponding to the initial energy recovery intensity, a prompt message is generated to indicate the energy recovery status of the vehicle.

2. The method according to claim 1, characterized in that, The method further includes: A first correction coefficient is determined based on the braking force, the slope of the road to which the first position is located, the first vehicle speed, and the initial energy recovery intensity; The braking energy recovery coefficient is adjusted using the first correction coefficient.

3. The method according to claim 1, characterized in that, The method further includes: The coasting energy recovery coefficient and the braking energy recovery coefficient are filtered so that the rate of change of the actual torque at the wheel end of the vehicle is lower than a preset value during the process of adjusting the vehicle from the initial energy recovery intensity to the target energy recovery intensity.

4. The method according to any one of claims 1-3, characterized in that, Before acquiring the vehicle's first speed, initial energy recovery intensity, and road condition information of the road to the first location, the method further includes: Obtain the vehicle's second speed when it is in the second position; If the second vehicle speed is greater than the maximum vehicle speed, the user is prompted to release the accelerator. If the second vehicle speed is less than or equal to the maximum vehicle speed, and it is determined that the vehicle will exceed the speed limit when passing the target speed measuring point based on the second vehicle speed, the acceleration of the throttle, the distance between the second position and the target speed measuring point, then the user is prompted to release the throttle.

5. A device for determining energy recovery intensity, characterized in that, include: The acquisition unit is used to acquire the vehicle's first speed, initial energy recovery intensity, and road condition information of the road to which the first position is located when the vehicle is at the first position. The road condition information includes the maximum speed of the road to which the first position is located and the location of the target speed measuring point. The target speed measuring point is the speed measuring point located in front of the vehicle and closest to the first position. The calculation unit is used to calculate the required torque at the wheel end of the vehicle within the target distance to adjust the vehicle from the first vehicle speed to the maximum vehicle speed, based on the first vehicle speed, the maximum vehicle speed, and the target distance between the first position and the target speed measuring point. The determining unit is used to determine the coasting energy recovery coefficient based on the required torque and the initial energy recovery intensity; The target energy recovery intensity is determined based on the initial energy recovery intensity and the gliding energy recovery coefficient; or, The braking energy recovery coefficient is determined based on the braking force; the coasting energy recovery coefficient is determined based on the required torque and the initial energy recovery intensity. A second correction coefficient is determined based on the slope of the road to the first location, the first vehicle speed, and the initial energy recovery intensity. The gliding energy recovery coefficient is adjusted using the second correction coefficient. The coasting energy recovery coefficient and the braking energy recovery coefficient are superimposed to form the target recovery coefficient. The target energy recovery intensity is determined based on the initial energy recovery intensity and the target recovery coefficient, so as to control the energy recovery intensity of the vehicle to the target energy recovery intensity. If the target energy recovery intensity exceeds the intensity range of the energy recovery level corresponding to the initial energy recovery intensity, a prompt message is generated to indicate the energy recovery status of the vehicle.

6. The apparatus according to claim 5, characterized in that, The device is also used for: A first correction coefficient is determined based on the braking force, the slope of the road to which the first position is located, the first vehicle speed, and the initial energy recovery intensity; The braking energy recovery coefficient is adjusted using the first correction coefficient.

7. The apparatus according to claim 5, characterized in that, The device is also used for: The coasting energy recovery coefficient and the braking energy recovery coefficient are filtered so that the rate of change of the actual torque at the wheel end of the vehicle is lower than a preset value during the process of adjusting the vehicle from the initial energy recovery intensity to the target energy recovery intensity.

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