Energy recovery intensity control method, device, equipment and storage medium

Abstract

The present invention relates to the technical field of vehicle energy recovery, and discloses an energy recovery intensity control method, device, equipment and storage medium, the method comprising: obtaining a planned path from the current position of the vehicle to the destination, and determining multiple target positions on the planned path; determining a corresponding energy recovery intensity threshold according to the current speed of the vehicle and the multiple target positions; and controlling the braking force according to the energy recovery intensity threshold to achieve vehicle energy recovery. The present invention determines a corresponding energy recovery intensity threshold according to the current speed of the vehicle and the multiple target positions determined on the planned path, thereby controlling the braking force to achieve vehicle energy recovery, thereby solving the problem of being unable to automatically adjust the energy recovery intensity according to actual road conditions, adjusting the energy recovery intensity in real time, improving the accuracy of energy recovery intensity control, and optimizing vehicle driving energy consumption.

Description

Technical Field

[0001] The present invention relates to the field of vehicle energy recovery technology, and in particular to an energy recovery intensity control method, device, equipment and storage medium. Background Art

[0002] During the braking process of electric vehicles, the VCU controls the motor to provide reverse torque, providing part of the braking force for the vehicle. The magnitude of the reverse torque provided by the motor determines the magnitude of the vehicle's braking force. When the driver releases the accelerator, the energy recovery technology recovers the vehicle's kinetic energy while providing braking force, which can reduce the energy consumption of the entire vehicle. The current vehicle energy recovery intensity is mainly divided into three levels: weak, standard, and strong. After selecting a fixed energy recovery intensity, when the driver releases the accelerator, the motor provides a directional braking force. When the selected energy recovery intensity is too large, the vehicle will stop before the target position, and the driver needs to add additional power to make the vehicle travel a distance to reach the target position, consuming additional energy. When the selected energy recovery intensity is weak, the vehicle cannot stop at the target position, and additional braking force is required to stop the vehicle, wasting part of the energy that can be recovered. There is no method to automatically adjust the energy recovery intensity according to the actual road conditions. The user adds additional braking force or power to enable the vehicle to reach the target position. Summary of the invention

[0003] The main purpose of the present invention is to provide an energy recovery intensity control method, device, equipment and storage medium, aiming to solve the technical problem that the prior art cannot automatically adjust the energy recovery intensity according to actual road conditions.

[0004] To achieve the above object, the present invention provides an energy recovery intensity control method, the method comprising the following steps:

[0005] Obtaining a planned path from the current position of the vehicle to the destination, and determining multiple target positions on the planned path;

[0006] Determining a corresponding energy recovery intensity threshold according to the current vehicle speed and the multiple target positions;

[0007] The braking force is controlled according to the energy recovery intensity threshold to achieve vehicle energy recovery.

[0008] Optionally, acquiring a planned path from the current position of the vehicle to the destination, and determining multiple target positions on the planned path, includes:

[0009] Get the planned path from the vehicle's current location to the destination;

[0010] Obtain obstacle information, traffic light status, and vehicle current speed;

[0011] A plurality of target positions are determined on the planned path according to the obstacle information, the state of the traffic light and the current speed of the vehicle.

[0012] Optionally, the target position includes at least a first target position and a second target position, and the determining of multiple target positions on the planned path according to the obstacle information, the state of the traffic light and the current speed of the vehicle includes:

[0013] Determining a first target position on the planned path according to the obstacle information and the current speed of the vehicle;

[0014] A second target position on the planned path is determined according to the traffic light state and the current speed of the vehicle.

[0015] Optionally, determining the second target position on the planned path according to the traffic light state and the current speed of the vehicle includes:

[0016] Determining a first traffic state according to the traffic light state;

[0017] When the first traffic state is that traffic is not allowed, determining countdown information according to the traffic light;

[0018] A second target position on the planned path is determined according to the countdown information and the current speed of the vehicle.

[0019] Optionally, after determining the first traffic state according to the traffic light, the method further includes:

[0020] When the first traffic state is that traffic is allowed, determining an adjacent traffic light of the traffic light according to the planned path;

[0021] Determining a second traffic state according to the state of the adjacent traffic light;

[0022] A second target position on the planned path is determined according to the second traffic state.

[0023] Optionally, determining the corresponding energy recovery intensity threshold according to the current vehicle speed and the multiple target positions includes:

[0024] Get the distance from the vehicle's current position to each target position;

[0025] The corresponding energy recovery intensity threshold is determined according to the current speed of the vehicle and the distance from the current position of the vehicle to each target position.

[0026] Optionally, controlling the braking force according to the energy recovery intensity threshold to achieve vehicle energy recovery includes:

[0027] Determining a corresponding motor braking torque according to the energy recovery intensity threshold;

[0028] The braking force is controlled according to the motor braking torque to achieve vehicle energy recovery.

[0029] In addition, to achieve the above object, the present invention further proposes an energy recovery intensity control device, the energy recovery intensity control device comprising:

[0030] An acquisition module is used to acquire a planned path from the current position of the vehicle to the destination, and determine multiple target positions on the planned path;

[0031] A determination module, used to determine a corresponding energy recovery intensity threshold value according to a current vehicle speed and a distance from a current position of the vehicle to each target position;

[0032] The control module is used to control the motor braking torque according to the energy recovery intensity threshold to achieve vehicle energy recovery.

[0033] In addition, to achieve the above-mentioned purpose, the present invention also proposes an energy recovery intensity control device, which includes: a memory, a processor, and an energy recovery intensity control program stored in the memory and executable on the processor, and the energy recovery intensity control program is configured to implement the steps of the energy recovery intensity control method described above.

[0034] In addition, to achieve the above-mentioned purpose, the present invention also proposes a storage medium, on which an energy recovery intensity control program is stored, and when the energy recovery intensity control program is executed by a processor, the steps of the energy recovery intensity control method described above are implemented.

[0035] The present invention obtains a planned path from the current position of the vehicle to the destination, and determines multiple target positions on the planned path; determines a corresponding energy recovery intensity threshold according to the current speed of the vehicle and the multiple target positions; and controls the braking force according to the energy recovery intensity threshold to achieve vehicle energy recovery. In the above manner, by determining a corresponding energy recovery intensity threshold according to the current speed of the vehicle and the multiple target positions determined on the planned path, the braking force is controlled to achieve vehicle energy recovery, which solves the problem of being unable to automatically adjust the energy recovery intensity according to the actual road conditions, adjusts the energy recovery intensity in real time, improves the accuracy of energy recovery intensity control, and optimizes the vehicle's driving energy consumption. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 It is a structural schematic diagram of an energy recovery intensity control device of a hardware operating environment involved in an embodiment of the present invention;

[0037] Figure 2 It is a schematic flow chart of the first embodiment of the energy recovery intensity control method of the present invention;

[0038] Figure 3 It is a flow chart of the second embodiment of the energy recovery intensity control method of the present invention;

[0039] Figure 4 A schematic diagram of a planning path of an embodiment of an energy recovery intensity control method of the present invention;

[0040] Figure 5 It is a structural block diagram of the first embodiment of the energy recovery intensity control device of the present invention.

[0041] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0042] It should be understood that the specific embodiments described herein are only used to explain the present invention, and are not used to limit the present invention.

[0043] Reference Figure 1 , Figure 1 It is a schematic diagram of the structure of an energy recovery intensity control device of a hardware operating environment involved in an embodiment of the present invention.

[0044] like Figure 1 As shown, the energy recovery intensity control device may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. Among them, the communication bus 1002 is used to realize the connection and communication between these components. The user interface 1003 may include a display screen (Display), an input unit such as a keyboard (Keyboard), and the optional user interface 1003 may also include a standard wired interface and a wireless interface. The network interface 1004 may optionally include a standard wired interface and a wireless interface (such as a wireless fidelity (Wireless-Fidelity, Wi-Fi) interface). The memory 1005 may be a high-speed random access memory (Random Access Memory, RAM), or a stable non-volatile memory (Non-Volatile Memory, NVM), such as a disk storage. The memory 1005 may also be a storage device independent of the aforementioned processor 1001.

[0045] Those skilled in the art will understand that Figure 1 The structure shown in the figure does not constitute a limitation on the energy recovery intensity control device, and may include more or less components than shown in the figure, or combine certain components, or arrange the components differently.

[0046] like Figure 1 As shown, the memory 1005 as a storage medium may include an operating system, a network communication module, a user interface module, and an energy recovery intensity control program.

[0047] exist Figure 1 In the energy recovery intensity control device shown, the network interface 1004 is mainly used for data communication with the network server; the user interface 1003 is mainly used for data interaction with the user; the processor 1001 and the memory 1005 in the energy recovery intensity control device of the present invention can be set in the energy recovery intensity control device, and the energy recovery intensity control device calls the energy recovery intensity control program stored in the memory 1005 through the processor 1001, and executes the energy recovery intensity control method provided by the embodiment of the present invention.

[0048] The embodiment of the present invention provides an energy recovery intensity control method, referring to Figure 2 , Figure 2 It is a flow chart of the first embodiment of the energy recovery intensity control method of the present invention.

[0049] In this embodiment, the energy recovery intensity control method includes the following steps:

[0050] Step S10: obtaining a planned path from the current position of the vehicle to the destination, and determining a plurality of target positions on the planned path.

[0051] It should be noted that the executor of this embodiment is an energy recovery intensity control device, and may also be other devices that achieve the same or similar functions. This embodiment is not limited to this. This embodiment is described using the energy recovery intensity control device as an example.

[0052] It is understandable that the vehicle's current location information is acquired using a vehicle-mounted sensor, wherein the vehicle-mounted sensor may be a GPS, an IMU, an encoder, etc., and this embodiment does not impose any specific limitation on this.

[0053] In the specific implementation, the destination coordinates are obtained, and a planned path from the vehicle's current position to the destination is generated based on the vehicle's current position information and the destination coordinates. Multiple target positions are determined on the planned path, and the vehicle's energy recovery intensity is controlled in sections to improve the accuracy of control.

[0054] Step S20: determining a corresponding energy recovery intensity threshold according to the current vehicle speed and the multiple target positions.

[0055] It should be noted that the energy recovery intensity threshold refers to the maximum value of energy that can be recovered theoretically.

[0056] It can be understood that the energy recovery intensity threshold of the corresponding road section is determined by the vehicle's current speed and multiple target positions, and the energy recovery intensity of each road section is controlled according to the energy recovery intensity threshold, so as to automatically adjust the energy recovery intensity according to the actual road conditions and improve the accuracy of energy recovery intensity control.

[0057] Furthermore, determining the corresponding energy recovery intensity threshold according to the current speed of the vehicle and the multiple target positions includes: obtaining the distance from the current position of the vehicle to each target position; and determining the corresponding energy recovery intensity threshold according to the current speed of the vehicle and the distance from the current position of the vehicle to each target position.

[0058] It should be noted that the vehicle calculates the distance between the current position and each target position, and the VCU calculates the maximum value of energy that can be recovered theoretically based on the current vehicle speed, that is, the energy recovery intensity threshold.

[0059] It can be understood that VCU, or vehicle control unit, is a key component in the vehicle's electronic system, responsible for managing and coordinating various control functions of the vehicle. It usually serves as the vehicle's central controller and communicates with multiple subsystems and sensors to ensure the safety, performance and efficiency of the vehicle.

[0060] Step S30: Controlling the braking force according to the energy recovery intensity threshold to achieve vehicle energy recovery.

[0061] It should be noted that, in this embodiment, the braking force refers to the braking force provided by the motor.

[0062] In the specific implementation, when the vehicle is moving from the current position to the target position, the VCU automatically adjusts the energy recovery intensity and rate according to the deceleration requirement, and controls the braking force provided by the motor according to the energy recovery intensity, so as to reach the target position without the need for additional power and braking force, thereby achieving the minimum energy consumption of the whole vehicle and the maximum energy recovery from the current position to the target position, thereby optimizing the vehicle's driving energy consumption.

[0063] Furthermore, controlling the braking force according to the energy recovery intensity threshold to achieve vehicle energy recovery includes: determining a corresponding motor braking torque according to the energy recovery intensity threshold; and controlling the braking force according to the motor braking torque to achieve vehicle energy recovery.

[0064] It should be noted that motor braking torque refers to the torque generated by the reverse operation of the electric motor in an electric vehicle, which is used to slow down or stop the movement of the vehicle. This method is called electric braking or electric braking. In an electric vehicle, the motor can convert the kinetic energy of the wheels into electrical energy by working in reverse, while producing a braking effect. This is achieved by changing the working mode of the motor and converting it into a generator. In the generating mode, the motor will generate a torque in the opposite direction of the motor rotation, which will offset the movement of the wheels and cause the vehicle to slow down.

[0065] It is understandable that the magnitude of the motor braking torque is also related to the motor's operating mode, motor speed, vehicle speed, battery status and braking system settings.

[0066] In the specific implementation, there is a corresponding relationship between the energy recovery intensity and the motor braking torque. According to the corresponding relationship between the energy recovery intensity and the motor braking torque, the motor braking torque corresponding to each energy recovery intensity threshold is determined, thereby controlling the braking force provided by the motor to achieve vehicle energy recovery.

[0067] This embodiment obtains the planned path from the current position of the vehicle to the destination, and determines multiple target positions on the planned path; determines the corresponding energy recovery intensity threshold according to the current speed of the vehicle and the multiple target positions; and controls the braking force according to the energy recovery intensity threshold to achieve vehicle energy recovery. In the above manner, by determining the corresponding energy recovery intensity threshold according to the current speed of the vehicle and the multiple target positions determined on the planned path, the braking force is controlled to achieve vehicle energy recovery, which solves the problem of being unable to automatically adjust the energy recovery intensity according to the actual road conditions, adjusts the energy recovery intensity in real time, improves the accuracy of energy recovery intensity control, and optimizes the vehicle's driving energy consumption.

[0068] refer to Figure 3 , Figure 3 It is a flow chart of the second embodiment of the energy recovery intensity control method of the present invention.

[0069] Based on the above first embodiment, step S10 in the energy recovery intensity control method of this embodiment includes:

[0070] Step S101: Obtain the planned path from the current position of the vehicle to the destination.

[0071] It should be noted that a path planning algorithm (such as A*, Dijkstra, RRT, etc.) is used to generate an initial path from the current location to the destination; the generated initial path is optimized to ensure the smoothness, safety and efficiency of the path. The optimization may include path smoothing, speed planning, etc., which is not specifically limited in this embodiment; and the final planned path is generated.

[0072] In the specific implementation, the vehicle's central processor obtains the path planning from the vehicle's current position to the destination from the high-precision map.

[0073] It is understood that the vehicle CPU receives data from various sensors, such as cameras, radars, lidars, inertial measurement units (IMUs), GPS, etc., processes, analyzes and fuses these sensor data to obtain detailed information about the vehicle's surroundings. The vehicle CPU can communicate with other control units, cloud services, vehicle-to-vehicle communications, etc. through the vehicle network. This enables the vehicle to exchange information with other vehicles and transportation infrastructure to achieve intelligent transportation systems and vehicle interconnection.

[0074] Step S102: Obtain obstacle information, traffic light status and current vehicle speed.

[0075] It should be noted that obstacles usually refer to obstructing objects that a vehicle may encounter during driving, which may affect the vehicle's driving path, speed or cause a collision. Obstacles can be static, such as buildings, trees, rocks, etc., or dynamic, such as the vehicle in front.

[0076] It is understandable that the vehicle needs to perceive the surrounding environment through sensors to detect and identify possible obstacles. The sensors transmit the acquired information to the central control unit of the vehicle, so that the vehicle can make intelligent decisions, avoid obstacles, and maintain safe driving. The sensors may be radars, lidars, cameras, etc. This embodiment does not impose specific restrictions on this. This embodiment is illustrated by taking the vehicle-mounted radar as an example.

[0077] It is worth noting that when the obstacle is a front vehicle, the obstacle information may be information such as the position and moving speed of the front vehicle, and this embodiment does not impose any specific limitation on this.

[0078] It is worth mentioning that traffic lights, also known as traffic lights, are a type of equipment in traffic management systems. They are usually used to direct traffic flow at intersections, ensuring that vehicles and pedestrians in different directions can pass through intersections in an orderly manner, and improving the efficiency and safety of traffic flow. Traffic lights usually include three colors: red, yellow, and green. Each color corresponds to a different indication: red means stop, that is, vehicles and pedestrians need to stop when the red light is on and wait for the green light to turn on; green means go, vehicles and pedestrians can go when the green light is on, and the green light time is usually the time for vehicles and pedestrians to pass through the intersection; yellow means ready to stop, and before the green light turns red, the yellow light turns on to indicate that it is about to turn red, and drivers and pedestrians should prepare to stop. The status of traffic lights includes the color status and the countdown time of the corresponding status.

[0079] Step S103: determining a plurality of target positions on the planned path according to the obstacle information, the state of the traffic light and the current speed of the vehicle.

[0080] It should be noted that the planned path is divided into multiple road sections according to obstacle information and traffic light status, so as to determine multiple target positions, and the target positions include at least a first target position and a second target position.

[0081] Furthermore, determining multiple target positions on the planned path according to the obstacle information, traffic light status and current speed of the vehicle includes: determining a first target position on the planned path according to the obstacle information and current speed of the vehicle; determining a second target position on the planned path according to the traffic light status and current speed of the vehicle.

[0082] It should be noted that according to the planned path, if there are other vehicles or obstacles in front of the vehicle during driving, the expected safe target position -1, that is, the first target position, is calculated based on the obstacle information and the current speed of the vehicle.

[0083] In the specific implementation, when the vehicle moves from the current position -A to the target position -1, the VCU automatically adjusts the energy recovery intensity and rate according to the deceleration requirement. The energy recovery intensity will correspond to the relevant motor braking torque, and automatically control the braking force provided by the motor. The target position -1 is reached without the need for additional power and braking force, thereby achieving the minimum energy consumption of the whole vehicle and the maximum energy recovery when moving from the current position -A to the target position -1.

[0084] It is understandable that, if there is a traffic light in front of the vehicle during driving, the second target position is determined according to the state of the traffic light and the current speed of the vehicle.

[0085] Furthermore, determining the second target position on the planned path based on the traffic light status and the current speed of the vehicle includes: determining a first traffic status based on the traffic light status; when the first traffic status is that traffic is not allowed, determining countdown information based on the traffic light; and determining the second target position on the planned path based on the countdown information and the current speed of the vehicle.

[0086] It should be noted that the traffic light status includes the color status and the countdown time of the corresponding status. The color status includes three colors: red, yellow and green. If the traffic light is in the red or yellow light state, it is a state of not allowing passage; if the traffic light is in the green light state, it is a state of allowing passage.

[0087] In the specific implementation, when the vehicle is at position-B, the vehicle obtains the status information of traffic lights-i and j from the navigation information. If i is in red or yellow light state, the vehicle obtains the countdown time t of the red light, and calculates the target position-2, i.e. the second target position, based on the current vehicle speed v and the red light countdown t and the minimum energy consumption as the objective function. The energy recovery intensity and rate are automatically adjusted according to the current vehicle speed, position-B and target position-2, and the target position-2 is reached without the need for additional power and braking force.

[0088] Furthermore, after determining the first traffic state according to the traffic light, it also includes: when the first traffic state is allowing passage, determining the adjacent traffic lights of the traffic light according to the planned path; determining the second traffic state according to the state of the adjacent traffic lights; and determining the second target position on the planned path according to the second traffic state.

[0089] It should be noted that when traffic light-i is green, the speed of passing through traffic light-i is recalculated according to the state of traffic light-j, so as to determine target position-2, that is, the second target position on the planned path.

[0090] It can be understood that the VCU confirms the local optimal energy recovery intensity of each road section based on the calculated target position, and makes multi-variable optimization decisions on the coasting energy recovery intervention intensity / rate, ultimately achieving optimal efficiency and reducing energy consumption.

[0091] like Figure 4 As shown, Figure 4 This is a schematic diagram of the planned path. In the planned path from the current position-A of the vehicle to the destination-D, the vehicle obtains the position, moving speed and other information of the vehicle-m in front according to the on-board radar, and calculates the expected safe target position-1 based on the current vehicle speed. During the process of the vehicle from the current position-A to the target position-1, the braking force provided by the motor is controlled, and the target position-1 is reached without the need for additional power and braking force, thereby achieving the minimum energy consumption of the whole vehicle from the current position-A to the target position-1 and the maximum energy recovery. When the vehicle is at position-B, the vehicle obtains the status information of traffic lights-i and j from the navigation information. If i is in the red or yellow light state, the vehicle obtains the countdown time t of the red light, and calculates the target position-2 according to the current vehicle speed v and the countdown time t of the red light, based on the minimum energy consumption as the objective function, and automatically adjusts the energy recovery intensity and rate according to the current vehicle speed, position-B and target position-2, and reaches the target position-2 without the need for additional power and braking force. The segmented control is performed on the planned path until the destination is finally reached.

[0092] This embodiment obtains the planned path from the current position of the vehicle to the destination; obtains obstacle information, traffic light status and the current speed of the vehicle; and determines multiple target positions on the planned path according to the obstacle information, traffic light status and the current speed of the vehicle. In the above manner, the planned path is divided into multiple sections according to the obstacle information, traffic light status and the current speed of the vehicle, thereby determining multiple target positions, performing energy recovery intensity in sections, and improving the efficiency and accuracy of energy recovery intensity control.

[0093] Reference Figure 5 , Figure 5 It is a structural block diagram of the first embodiment of the energy recovery intensity control device of the present invention.

[0094] like Figure 5 As shown, the energy recovery intensity control device proposed in the embodiment of the present invention includes:

[0095] The acquisition module 10 is used to acquire a planned path from the current position of the vehicle to the destination, and determine multiple target positions on the planned path.

[0096] The determination module 20 is used to determine the corresponding energy recovery intensity threshold according to the current vehicle speed and the distance from the current position of the vehicle to each target position.

[0097] The control module 30 is used to control the motor braking torque according to the energy recovery intensity threshold to achieve vehicle energy recovery.

[0098] This embodiment obtains the planned path from the current position of the vehicle to the destination, and determines multiple target positions on the planned path; determines the corresponding energy recovery intensity threshold according to the current speed of the vehicle and the multiple target positions; and controls the braking force according to the energy recovery intensity threshold to achieve vehicle energy recovery. In the above manner, by determining the corresponding energy recovery intensity threshold according to the current speed of the vehicle and the multiple target positions determined on the planned path, the braking force is controlled to achieve vehicle energy recovery, which solves the problem of being unable to automatically adjust the energy recovery intensity according to the actual road conditions, adjusts the energy recovery intensity in real time, improves the accuracy of energy recovery intensity control, and optimizes the vehicle's driving energy consumption.

[0099] In one embodiment, the acquisition module 10 is also used to obtain a planned path from the current position of the vehicle to the destination; obtain obstacle information, traffic light status and the current speed of the vehicle; and determine multiple target positions on the planned path based on the obstacle information, traffic light status and the current speed of the vehicle.

[0100] In one embodiment, the acquisition module 10 is further used to determine the first target position on the planned path according to the obstacle information and the current speed of the vehicle; and determine the second target position on the planned path according to the traffic light status and the current speed of the vehicle.

[0101] In one embodiment, the acquisition module 10 is also used to determine a first traffic state based on the traffic light state; when the first traffic state is that traffic is not allowed, determine countdown information based on the traffic light; and determine a second target position on the planned path based on the countdown information and the current speed of the vehicle.

[0102] In one embodiment, the acquisition module 10 is also used to determine the adjacent traffic lights of the traffic light according to the planned path when the first traffic state is allowing traffic; determine the second traffic state according to the state of the adjacent traffic lights; and determine the second target position on the planned path according to the second traffic state.

[0103] In one embodiment, the distance from the current position of the vehicle to each target position is obtained; and the corresponding energy recovery intensity threshold is determined according to the current speed of the vehicle and the distance from the current position of the vehicle to each target position.

[0104] In one embodiment, the corresponding motor braking torque is determined according to the energy recovery intensity threshold; and the braking force is controlled according to the motor braking torque to achieve vehicle energy recovery.

[0105] In addition, to achieve the above-mentioned purpose, the present invention also proposes an energy recovery intensity control device, which includes: a memory, a processor, and an energy recovery intensity control program stored in the memory and executable on the processor, and the energy recovery intensity control program is configured to implement the steps of the energy recovery intensity control method described above.

[0106] Since the energy recovery intensity control device adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought by the technical solutions of the above embodiments, which will not be described one by one here.

[0107] In addition, an embodiment of the present invention further proposes a storage medium, on which an energy recovery intensity control program is stored. When the energy recovery intensity control program is executed by a processor, the steps of the energy recovery intensity control method described above are implemented.

[0108] Since the storage medium adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought by the technical solutions of the above embodiments, which will not be described one by one here.

[0109] It should be understood that the above is only an example and does not constitute any limitation on the technical solution of the present invention. In specific applications, technicians in this field can make settings as needed, and the present invention does not limit this.

[0110] It should be noted that the workflow described above is merely illustrative and does not limit the scope of protection of the present invention. In practical applications, technicians in this field can select part or all of them according to actual needs to achieve the purpose of the present embodiment, and no limitation is made here.

[0111] In addition, for technical details that are not described in detail in this embodiment, reference can be made to the energy recovery intensity control method provided in any embodiment of the present invention, and will not be repeated here.

[0112] In addition, it should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or system including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or system. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or system including the element.

[0113] It should be understood that, although the various steps in the flowchart in the embodiment of the present application are displayed in sequence according to the indication of the arrows, these steps are not necessarily performed in sequence according to the order indicated by the arrows. Unless there is a clear explanation in this article, the execution of these steps does not have a strict order restriction, and it can be performed in other orders. Moreover, at least a portion of the steps in the figure may include a plurality of sub-steps or a plurality of stages, and these sub-steps or stages are not necessarily performed at the same time, but can be performed at different times, and their execution order is not necessarily performed in sequence, but can be performed in turn or alternately with other steps or at least a portion of the sub-steps or stages of other steps.

[0114] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.

[0115] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product, which is stored in a storage medium (such as a read-only memory (ROM) / RAM, a magnetic disk, or an optical disk), and includes a number of instructions for a terminal device (which can be a mobile phone, a computer, a server, or a network device, etc.) to execute the methods described in each embodiment of the present invention.

[0116] The above are only preferred embodiments of the present invention, and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the present invention specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A method for controlling energy recovery intensity, characterized in that: The method comprises: Obtaining a planned path from the current position of the vehicle to the destination, and determining multiple target positions on the planned path; Determining a corresponding energy recovery intensity threshold according to the current vehicle speed and the multiple target positions; Controlling the braking force according to the energy recovery intensity threshold to achieve vehicle energy recovery; The step of obtaining a planned path from the current position of the vehicle to the destination and determining multiple target positions on the planned path includes: Get the planned path from the vehicle's current location to the destination; Obtain obstacle information, traffic light status, and vehicle current speed; Determining a plurality of target positions on the planned path according to the obstacle information, the state of the traffic light, and the current speed of the vehicle; The target positions include at least a first target position and a second target position, and the determining of multiple target positions on the planned path according to the obstacle information, the state of the traffic light, and the current speed of the vehicle includes: Determining a first target position on the planned path according to the obstacle information and the current speed of the vehicle; Determine a second target position on the planned path according to the traffic light state and the current speed of the vehicle; The determining the second target position on the planned path according to the traffic light state and the current speed of the vehicle includes: Determining a first traffic state according to the traffic light state; When the first traffic state is that traffic is not allowed, determining countdown information according to the traffic light; Determine a second target position on the planned path according to the countdown information and the current speed of the vehicle; After determining the first traffic state according to the traffic light, the method further includes: When the first traffic state is that traffic is allowed, determining an adjacent traffic light of the traffic light according to the planned path; Determining a second traffic state according to the state of the adjacent traffic light; A second target position on the planned path is determined according to the second traffic state.

2. The method according to claim 1, characterized in that The determining the corresponding energy recovery intensity threshold according to the current vehicle speed and the multiple target positions includes: Get the distance from the vehicle's current position to each target position; The corresponding energy recovery intensity threshold is determined according to the current speed of the vehicle and the distance from the current position of the vehicle to each target position.

3. The method according to claim 1, characterized in that The step of controlling the braking force according to the energy recovery intensity threshold to achieve vehicle energy recovery includes: Determining a corresponding motor braking torque according to the energy recovery intensity threshold; The braking force is controlled according to the motor braking torque to achieve vehicle energy recovery.

4. An energy recovery intensity control device, characterized in that: The energy recovery intensity control device comprises: An acquisition module is used to acquire a planned path from the current position of the vehicle to the destination, and determine multiple target positions on the planned path; A determination module, used to determine a corresponding energy recovery intensity threshold value according to a current vehicle speed and a distance from a current position of the vehicle to each target position; A control module, used for controlling the motor braking torque according to the energy recovery intensity threshold value to achieve vehicle energy recovery; The acquisition module is further used to acquire a planned path from the current position of the vehicle to the destination; acquire obstacle information, traffic light status and the current speed of the vehicle; and determine multiple target positions on the planned path according to the obstacle information, traffic light status and the current speed of the vehicle; The acquisition module is further used to determine a first target position on the planned path according to the obstacle information and the current speed of the vehicle; and to determine a second target position on the planned path according to the state of the traffic light and the current speed of the vehicle; The acquisition module is further used to determine a first traffic state according to the traffic light state; When the first traffic state is that traffic is not allowed, determining countdown information according to the traffic light; Determine a second target position on the planned path according to the countdown information and the current speed of the vehicle; The acquisition module is further configured to determine, when the first traffic state is passage allowed, an adjacent traffic light of the traffic light according to the planned path; Determining a second traffic state according to the state of the adjacent traffic light; A second target position on the planned path is determined according to the second traffic state.

5. An energy recovery intensity control device, characterized in that: The energy recovery intensity control device comprises: a memory, a processor and an energy recovery intensity control program stored in the memory and executable on the processor, wherein the energy recovery intensity control program is configured to implement the energy recovery intensity control method as described in any one of claims 1 to 3.

6. A storage medium, characterized in that: An energy recovery intensity control program is stored on the storage medium, and when the energy recovery intensity control program is executed by the processor, the energy recovery intensity control method according to any one of claims 1 to 3 is implemented.

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