Energy recovery control method of vehicle, device thereof, vehicle and storage medium

Abstract

The application discloses a kind of energy recovery control method of vehicle and its device, vehicle and storage medium.The method comprises: obtaining the running data of vehicle in preset mode in real time, and obtaining the first working efficiency when the motor of vehicle is in the first working mode, obtain the maximum charging power of the battery of vehicle and the preset load power of battery;Driver expected feedback power is calculated based on running data and first working efficiency;The first battery feedback limiting power of battery is calculated based on the maximum charging power of battery and preset load power;According to driver expected feedback power and first battery feedback limiting power, control the motor of vehicle to enter different working mode;According to different working mode, control the adjustment of the recovery energy of vehicle.The application controls the motor to enter different working mode to adjust the target recovery torque of motor under the premise of meeting the maximum allowable charging power of battery, realizes the control of recovery energy adjustment of vehicle, and improves the deceleration feeling of vehicle.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle technology, and in particular to a method and apparatus for controlling energy recovery in a vehicle, as well as the vehicle and storage medium thereon. Background Technology

[0002] In related technologies, when the remaining charge of the electric vehicle's power battery is high or the battery temperature is low, resulting in low battery regenerative power, the motor efficiency is adjusted to the desired efficiency by calculating the vehicle's expected regenerative torque, the battery's expected regenerative power, and the motor's expected efficiency. This ensures that the motor's regenerative torque matches the vehicle's expected regenerative torque, guaranteeing smooth driving performance.

[0003] This approach requires stepless adjustment of motor efficiency, which is difficult in practical applications. It is also difficult to guarantee the noise, vibration, harshness (NVH) performance and thermal stability of the motor at different efficiency points, whether it is highly efficient or inefficient. Summary of the Invention

[0004] Based on the above technical problems, the present invention provides a vehicle energy recovery control method and device, vehicle and storage medium.

[0005] This invention provides a vehicle energy recovery control method. The vehicle energy recovery control method includes: acquiring vehicle operating data in a preset mode, wherein the operating data includes at least a brake pedal position signal, vehicle speed, energy recovery intensity, motor speed, and motor temperature; acquiring a first operating efficiency of the vehicle's motor in a first operating mode, wherein the first operating efficiency is higher than a first operating efficiency threshold; acquiring the maximum charging power of the vehicle's battery and a preset load power of the battery, wherein the preset load power is the load power corresponding to the battery operating at a preset voltage; calculating the driver's desired feedback power based on the operating data and the first operating efficiency; calculating a first battery feedback limit power of the battery based on the maximum charging power of the battery and the load power; controlling the vehicle's motor to enter different operating modes according to the driver's desired feedback power and the first battery feedback limit power; and controlling the adjustment of the vehicle's recovered energy according to the different operating modes.

[0006] The vehicle includes multiple motors. Controlling the vehicle's motors to enter different operating modes based on the driver's desired feedback power and the first battery feedback limit power includes: comparing the driver's desired feedback power with the first battery feedback limit power; if the driver's desired feedback power is less than or equal to the first battery feedback limit power, then controlling the multiple motors to maintain a first operating mode; if the driver's desired feedback power is greater than the first battery feedback limit power, then assigning the operating modes of the multiple motors to either the first operating mode or a second operating mode based on the difference between the driver's desired feedback power and the first battery feedback limit power and the motor temperature, wherein the second operating mode has a second operating efficiency lower than a second operating efficiency threshold.

[0007] After controlling the multiple motors to maintain a first operating mode if the driver's desired feedback power is less than or equal to the first battery feedback limit power, the adjustment of the vehicle's regenerated energy according to different operating modes includes: obtaining the current load power of the battery; calculating the target load power of the battery based on the first operating efficiency and the current load power; calculating the first target regenerated torque of the multiple motors based on the target load power of the battery, the motor speed, and the first operating efficiency; and adjusting the vehicle's regenerated energy based on the first target regenerated torque of the multiple motors.

[0008] If the driver's desired feedback power is greater than the first battery feedback limit power, then allocating the operating modes of the multiple motors to the first operating mode or the second operating mode based on the difference between the driver's desired feedback power and the first battery feedback limit power and the motor temperature includes: calculating the total feedback power of the multiple motors; determining the maximum value of the total feedback power when the total feedback power is less than the first battery feedback limit power; allocating the operating modes of the multiple motors based on the maximum value of the total feedback power; and adjusting the operating mode of the motors to the first operating mode or the second operating mode based on the difference between the driver's desired feedback power and the first battery feedback limit power and the motor temperature.

[0009] After adjusting the motor's operating mode to either a first or second operating mode based on the difference between the driver's desired power feedback and the first battery power feedback limit, and the motor temperature, the step of controlling the vehicle's energy recovery adjustment according to the different operating modes includes: determining whether the current operating mode of the plurality of motors is the second operating mode; if the current operating mode of the plurality of motors is the first operating mode, calculating a first target recovery torque for the plurality of motors based on the first operating efficiency, and adjusting the vehicle's energy recovery based on the first target recovery torque of the plurality of motors; if the current operating mode of at least one motor is the second operating mode, compensating the first battery power feedback limit based on the power loss corresponding to the second operating efficiency, determining a second target recovery torque for the plurality of motors, and adjusting the vehicle's energy recovery based on the second target recovery torque of the plurality of motors.

[0010] If the current operating mode of at least one of the motors is the second operating mode, the first battery regenerative braking limit power is compensated according to the power loss corresponding to the second operating efficiency, and a second target recovery torque of the plurality of motors is determined, so as to adjust the energy recovered by the vehicle according to the second target recovery torque of at least one motor: a compensation coefficient is determined according to the power loss of at least one motor; a second battery regenerative braking limit power is calculated according to the compensation coefficient and the first battery regenerative braking limit power; a second target recovery torque of the plurality of motors is determined according to the second battery regenerative braking limit power and the driver's desired recovery torque; and the energy recovered by the vehicle is adjusted according to the second target recovery torque of the plurality of motors.

[0011] The method of controlling the adjustment of the vehicle's energy recovery according to different operating modes includes: when the current operating mode of at least one motor is the second operating mode, acquiring the motor temperature and temperature rise rate of at least one motor; and adjusting the operating mode of at least one motor in real time according to the motor temperature and temperature rise rate of at least one motor.

[0012] The present invention also provides a vehicle energy recovery control device. The vehicle energy recovery control device includes: an acquisition module, a first calculation module, a second calculation module, a third calculation module, a mode control module, and an energy control module. The acquisition module is used to acquire in real time the vehicle's operating data in a preset mode, wherein the operating data includes at least brake pedal position signal, vehicle speed, energy recovery intensity, motor speed, and motor temperature; and to acquire the first operating efficiency of the vehicle's motor when it is in a first operating mode, wherein the first operating efficiency is higher than a first operating efficiency threshold; and to acquire the maximum charging power of the vehicle's battery and the preset load power of the battery, wherein the preset load power is the load power corresponding to the battery being in a circuit with a preset voltage; the first calculation module is used to calculate the driver's desired feedback power based on the operating data and the first operating efficiency; the second calculation module is used to calculate the first battery feedback limit power of the battery based on the maximum charging power of the battery and the preset load power; the mode control module is used to control the vehicle's motor to enter different operating modes according to the driver's desired feedback power and the first battery feedback limit power; the energy control module is used to control the adjustment of the vehicle's recovered energy according to the different operating modes.

[0013] The present invention also provides a vehicle. The vehicle includes the energy recovery control device described in the above embodiments.

[0014] The present invention also provides a non-volatile computer-readable storage medium containing a computer program. When the computer program is executed by one or more processors, it implements the energy recovery control method for a vehicle as described in any of the above embodiments.

[0015] Thus, the energy recovery control method for vehicles provided by this invention can, under the premise of meeting the maximum allowable charging power of the battery, adjust the target recovery torque of the motor by controlling the motor to enter different working modes, thereby achieving control over the energy recovery of the vehicle, improving the deceleration feel of the vehicle, ensuring the smoothness of vehicle driving, and improving the driving experience.

[0016] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0017] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, wherein:

[0018] Figure 1 This is one of the flowcharts illustrating the energy recovery control method for vehicles according to the present invention;

[0019] Figure 2 This is a schematic diagram of the energy recovery control device for vehicles according to the present invention;

[0020] Figure 3 This is a second schematic flowchart of the energy recovery control method for vehicles according to the present invention;

[0021] Figure 4 This is a schematic diagram of the overall process of the vehicle energy recovery control method of the present invention;

[0022] Figure 5 This is the third flowchart of the energy recovery control method for vehicles of the present invention;

[0023] Figure 6 This is the fourth flowchart of the energy recovery control method for vehicles according to the present invention;

[0024] Figure 7 This is the fifth flowchart illustrating the energy recovery control method for vehicles according to the present invention;

[0025] Figure 8 This is the sixth flowchart of the energy recovery control method for vehicles according to the present invention;

[0026] Figure 9 This is the seventh flowchart of the energy recovery control method for vehicles according to the present invention. Detailed Implementation

[0027] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the embodiments of the present invention, and should not be construed as limiting the embodiments of the present invention.

[0028] Please see Figure 1 This invention provides a vehicle energy recovery control method. The vehicle energy recovery control method includes:

[0029] 01: Obtain vehicle operating data in a preset mode, wherein the operating data includes at least brake pedal position signal, vehicle speed, energy recovery intensity, motor speed and motor temperature; and obtain the first working efficiency of the vehicle's motor when it is in a first working mode, wherein the first working efficiency is higher than the first working efficiency threshold; obtain the maximum charging power of the vehicle's battery and the preset load power of the battery, wherein the preset load power is the load power corresponding to the battery being in a preset voltage circuit;

[0030] 02: Based on operational data and initial working efficiency, the driver's expected feedback power is calculated;

[0031] 03: Based on the battery's maximum charging power and preset load power, the battery's first battery feedback limit power is calculated;

[0032] 04: Based on the driver's desired feedback power and the first battery feedback limit power, control the vehicle's motor to enter different working modes;

[0033] 05: Adjust the vehicle's energy recovery according to different working modes.

[0034] Please see Figure 2 The present invention also provides an energy recovery control device 10 for a vehicle. The energy recovery control device 10 includes an acquisition module 11, a first calculation module 12, a second calculation module 13, a mode control module 14, and an energy control module 15.

[0035] Step 01 can be implemented by the acquisition module 11, step 02 can be implemented by the first calculation module 12, step 03 can be implemented by the second calculation module 13, step 04 can be implemented by the mode control module 14, and step 05 can be implemented by the energy control module 15. The acquisition module 11 is used to acquire vehicle operating data in a preset mode, wherein the operating data includes at least brake pedal position signal, vehicle speed, energy recovery intensity, motor speed and motor temperature; and to acquire the first operating efficiency of the vehicle's motor when it is in a first operating mode, wherein the first operating efficiency is higher than a first operating efficiency threshold; and to acquire the maximum charging power of the vehicle's battery and the preset load power of the battery, wherein the preset load power is the load power corresponding to the battery being in a preset voltage circuit; the first calculation module 12 is used to calculate the driver's expected feedback power based on the operating data and the first operating efficiency; the second calculation module 13 is used to calculate the first battery feedback limit power of the battery based on the maximum charging power of the battery and the preset load power; the mode control module 14 is used to control the vehicle's motor to enter different operating modes according to the driver's expected feedback power and the first battery feedback limit power; and the energy control module 15 is used to control the adjustment of the vehicle's recovered energy according to different operating modes.

[0036] Specifically, the preset mode is a mode where the battery capacity is greater than a preset charge threshold. The preset charge threshold for the battery capacity needs to be set according to different vehicle models and battery types. The preset charge threshold can be 80%, 81%, 82%, 83%, 84%, 85%, 86%, 87%, 90%, or 92%, and there is no restriction here.

[0037] For example, when the remaining charge of the vehicle's power battery exceeds a preset charge threshold of 90%, the vehicle enters a high-charge state (SOC) mode. That is, this invention allows for the acquisition of operational data such as the vehicle's brake pedal position signal, vehicle speed, energy recovery intensity, motor speed, and motor temperature when the vehicle enters high-SOC mode. While in high-SOC mode, this data can be acquired in real-time, or it can be acquired intermittently; no limitation is made here.

[0038] In this embodiment, the brake pedal position signal represents the brake pedal opening degree and is acquired by the vehicle controller via hard wiring. Other relevant parameters, such as vehicle speed, energy recovery intensity, motor speed, and motor temperature, are preferably obtained via the Controller Area Network (CAN) bus, but can also be obtained through other methods, which will not be elaborated here. Among these, the energy recovery intensity reflects the vehicle's energy recovery capability; it determines the amount of energy that can be recovered during braking or deceleration. The higher the energy recovery intensity, the more energy can be recovered.

[0039] The maximum charging power of a battery refers to the safe charging power limit set by the Battery Management System (BMS). This maximum charging power is used to protect the battery from overcharging or overheating. The maximum charging power can also be called the battery's maximum allowable charging power, and it is a pre-set, known value.

[0040] The battery's preset load power is also a pre-set, known value. The preset load power is the load power corresponding to the battery when it is in a circuit with a preset voltage. The preset voltage can be, for example, 1000V, 1100V, 1200V, 1300V, 1400V, 1500V, 1600V, 1700V, 1800V, or 1900V, and is not limited here. In other words, the load power corresponding to the battery in a circuit with a preset voltage can also be called high-voltage load power, referring to the power consumed by a load connected in a specific high-voltage circuit.

[0041] This invention calculates the input power and output power of the motor in a first operating mode, and then calculates the first operating efficiency of the vehicle's motor in the first operating mode based on the ratio of output power to input power. This first operating efficiency is higher than a first operating efficiency threshold. The first operating efficiency threshold can be, for example, 90%, 91%, 91.5%, 92%, 92.5%, 93%, 93.5%, 94%, 94.5%, or 95%, and is not limited thereto.

[0042] The input power of the motor in the first operating mode can be obtained by measuring the torque and speed on the motor drive shaft. Specifically, the torque can be measured using a torque sensor, and the speed can be measured using a speed sensor or an encoder. The output power of the motor in the first operating mode can be obtained by measuring the current and voltage supplied to the motor. Finally, the first operating efficiency is calculated using the formula: First operating efficiency = Output power / Input power × 100%.

[0043] Then, based on the operating data and the first working efficiency, the driver's expected feedback power is calculated.

[0044] In detail, firstly, the driver's desired regenerative torque is calculated based on the brake pedal position signal, vehicle speed, and regenerative braking intensity. Specifically, the pedal opening signal is sent to the Vehicle Control Unit (VCU) via the CAN bus, where it is received and processed. The VCU calculates the desired regenerative torque using a preset algorithm based on the received pedal opening signal, current vehicle speed, and regenerative braking intensity. This preset algorithm can be, for example, a proportional control algorithm, a fuzzy control algorithm, or a neural network algorithm; no specific limitation is made here. The proportional control algorithm calculates the driver's desired regenerative torque by proportionally calculating the pedal opening signal with parameters such as vehicle speed and regenerative braking intensity. The fuzzy control algorithm takes parameters such as pedal opening, vehicle speed, and regenerative braking intensity as input and calculates the driver's desired regenerative torque through fuzzy inference and rules. The neural network algorithm learns the relationship between parameters such as pedal opening, vehicle speed, and regenerative braking intensity and the desired regenerative torque using training sample data and performs regression prediction using a neural network.

[0045] Then, based on the driver's desired recovery torque, motor speed, and initial operating efficiency, the driver's desired feedback power is calculated. For example, the driver's desired feedback power can be calculated using the following formula (1):

[0046] P1=(T1*N / 9550)*η……..(1)

[0047] Where P1 is the driver's desired power feedback, T1 is the driver's desired torque recovery, N is the motor speed, and η is the vehicle's motor efficiency when in the first operating mode.

[0048] Next, based on the battery's maximum charging power and the preset load power, the battery's first battery feedback limit power is calculated. The preset load power is the load power corresponding to the battery operating at a preset voltage; the preset voltage is a higher voltage, meaning the preset load power is the high-voltage load power. The battery's first battery feedback limit power can be calculated by adding the high-voltage load power to the battery's maximum charging power. For example, if the battery's maximum charging power is 100kW and the high-voltage load power is 50kW, then the battery's first battery feedback limit power is 150kW. Thus, by calculating the first battery feedback limit power, this invention can understand the current battery's feedback capability, thereby rationally allocating energy during energy recovery and ensuring the battery's safe operation.

[0049] After calculating the driver's desired feedback power and the first battery feedback limit power, the vehicle's motor can be controlled to enter different working modes based on the driver's desired feedback power and the first battery feedback limit power, and then the vehicle's energy recovery can be adjusted according to the different working modes.

[0050] The different working modes include a first working mode and a second working mode. The efficiency of the first working mode is higher than a first working efficiency threshold. The efficiency of the second working mode is lower than a second working efficiency threshold. The first and second working efficiency thresholds can be the same value or different values. For example, the first working efficiency threshold can be 0.8, 0.81, 0.82, 0.83, 0.84, 0.85, 0.86, 0.87, 0.88, or 0.89, etc., without restriction. The second working efficiency threshold can be 0.8, 0.79, 0.78, 0.77, 0.76, 0.75, 0.72, 0.71, 0.7, or 0.69, etc., without restriction.

[0051] Specifically, the present invention can control the vehicle's motor to enter a first operating mode or a second operating mode by comparing the magnitude of the driver's desired feedback power and the first battery feedback limit power. When the motor enters the first operating mode, the target recovery torque of the motor can be calculated, and the energy recovered by the vehicle can be adjusted according to the target recovery torque of the motor. When the motor enters the second operating mode, the target recovery torque of the motor can be calculated, and the energy recovered by the vehicle can be adjusted according to the target recovery torque of the motor.

[0052] Thus, this invention can control the energy recovery of the vehicle by adjusting the target recovery torque of the motor by controlling the motor to enter different working modes, while meeting the maximum allowable charging power of the battery. This improves the deceleration feel of the vehicle, ensures the smoothness of driving, and enhances the driving experience.

[0053] Please see Figure 3 In some embodiments, the vehicle includes multiple motors, and step 04 includes:

[0054] 041: Compare the driver's expected power feedback with the first battery power feedback limit;

[0055] 042: If the driver expects the feedback power to be less than or equal to the first battery feedback limit power, then control multiple motors to maintain the first operating mode;

[0056] 043: If the driver expects the feedback power to be greater than the first battery feedback limit power, then the operating modes of multiple motors are allocated to either the first operating mode or the second operating mode based on the difference between the driver's expected power and the first battery feedback limit power and the motor temperature. The second operating efficiency of the second operating mode is lower than the second operating efficiency threshold.

[0057] Please combine Figure 2 Steps 041, 042, and 043 can be implemented by the mode control module 14. The mode control module 14 is used to compare the driver's expected feedback power with the first battery feedback limit power; if the driver's expected feedback power is less than or equal to the first battery feedback limit power, then the multiple motors are controlled to maintain the first working mode; if the driver's expected feedback power is greater than the first battery feedback limit power, then the working mode of the multiple motors is assigned to either the first working mode or the second working mode according to the difference between the driver's expected power and the first battery feedback limit power and the motor temperature, wherein the second working efficiency of the second working mode is lower than the second working efficiency threshold.

[0058] In other words, please combine Figure 4 This invention adjusts the operating modes of multiple motors by comparing the values ​​of the driver's expected feedback power and the first battery feedback limit power. This allows for the effective allocation of motors to enter the corresponding efficiency modes based on factors such as the driver's expected feedback power and the first battery feedback limit power.

[0059] Specifically, if the driver expects the feedback power to be less than or equal to the first battery feedback limit power, then the multiple motors are controlled to maintain the first operating mode.

[0060] Understandably, energy recovery is a crucial technology in electric vehicles and other new energy vehicles. It recovers and stores the energy lost during deceleration or braking, thereby improving energy efficiency. However, the maximum regenerative braking capacity of a battery is limited. If the driver's desired regenerative power is too high, it may damage the battery. In other words, energy recovery can improve energy efficiency during braking or deceleration. However, the power of the recovered energy cannot exceed the battery's maximum capacity; otherwise, it may damage the battery. Specifically, under normal operating conditions, the driver's desired regenerative power will be less than or equal to the battery's regenerative braking limit.

[0061] Therefore, if the driver expects the regenerative power to be less than or equal to the first battery regenerative power limit, it means that the driver hopes the vehicle's regenerative power will not exceed the maximum regenerative power that the vehicle's battery pack can withstand. In other words, if the vehicle's energy recovery power is less than or equal to the battery's maximum regenerative power, it indicates that the battery pack is operating normally. Therefore, multiple motors can maintain a high-efficiency operating mode, improving motor efficiency.

[0062] If the driver expects the feedback power to be greater than the first battery feedback limit power, then the operating modes of multiple motors are assigned as either the first operating mode or the second operating mode based on the difference between the driver's expected feedback power and the first battery feedback limit power and the motor temperature. The second operating efficiency of the second operating mode is lower than the second operating efficiency threshold.

[0063] The second work efficiency threshold can be the same as or different from the first work efficiency threshold. For example, the second work efficiency threshold can be 80%, 81%, 82%, 83%, 84%, 85%, 86%, 87%, 88%, or 90%, and there is no restriction here.

[0064] The driver's desired regenerative power exceeds the first battery regenerative power limit, meaning the driver wants the vehicle to recover more energy during braking or deceleration, but this desired power exceeds the battery's maximum capacity. In other words, due to the battery's limited regenerative capacity, the vehicle cannot convert all the desired regenerative power into battery charging power. Actual energy recovery is limited by battery performance and current conditions. When the battery cannot absorb all the desired regenerative power, the vehicle's braking feel may worsen because some braking energy cannot be recovered. Therefore, this invention improves energy efficiency by adjusting the motor's operating mode when the driver's desired regenerative power exceeds the first battery regenerative power limit, thereby meeting the vehicle's deceleration needs and enhancing the deceleration feel.

[0065] In detail, when the driver's expected feedback power is greater than the first battery feedback limit power, the present invention allocates the operating modes of multiple motors as a first operating mode or a second operating mode based on the difference between the driver's expected feedback power and the first battery feedback limit power and the motor temperature. That is, the motors can be adjusted to a high-efficiency operating mode or a low-efficiency operating mode according to the actual situation to adapt to different working conditions and needs.

[0066] Understandably, in high-efficiency operating mode, the motor's regenerative torque is relatively small, while its charging power is high, resulting in faster acceleration and more efficient energy recovery. This helps improve vehicle energy efficiency and reduce energy consumption. In low-efficiency operating mode, the motor's regenerative torque is relatively large, while its charging power is lower, making it suitable for scenarios where efficiency requirements are not high. In this low-efficiency operating mode, the motor's energy consumption increases, but it can provide better vehicle operating performance and improve the feeling of vehicle deceleration.

[0067] Thus, the present invention can adjust the motor's operating mode by comparing the driver's desired feedback power with the first battery feedback limit power, thereby achieving higher energy utilization efficiency and better vehicle performance. By rationally selecting the motor's operating mode, the energy efficiency and performance requirements of the vehicle can be better balanced.

[0068] The following section details how to control the adjustment of vehicle energy recovery based on the first operating mode when the motor is in the first operating mode.

[0069] Specifically, please refer to Figure 5 In some embodiments, after step 042, step 05 includes:

[0070] 051: Obtain the current load power of the battery;

[0071] 052: The target load power of the battery is calculated based on the first working efficiency and the current load power;

[0072] 053: Calculate the first target recovery torque of multiple motors based on the battery's target load power, motor speed, and first operating efficiency;

[0073] 054: Adjust the energy recovered by the vehicle based on the first target recovery torque of multiple motors.

[0074] Please combine Figure 2Steps 051, 052, 053, and 054 can be implemented by the energy control module 15. That is, the energy control module 15 is used to obtain the current load power of the battery; calculate the target load power of the battery based on the first operating efficiency and the current load power; calculate the first target recovery torque of multiple motors based on the target load power of the battery, the motor speed, and the first operating efficiency; and adjust the energy recovered by the vehicle based on the first target recovery torque of the multiple motors.

[0075] Specifically, firstly, the current load power of the battery is obtained. This current load power can be known data determined based on the vehicle's actual needs or system performance standards; for example, it could be the preset load power corresponding to the battery operating at a preset voltage, as mentioned earlier. Secondly, the first operating efficiency of the motor in its first operating mode can be obtained through experiments or simulations, i.e., data based on experience.

[0076] Then, the target load power of the battery is calculated based on the first operating efficiency and the current load power. Specifically, according to the efficiency formula (2):

[0077] η=Pout / Pin…...(2)

[0078] Where Pout is the output power (i.e., the current load power), and Pin is the input power (i.e., the target load power). To obtain the input power, we need to divide the output power by the efficiency. That is:

[0079] Pin = Pout / η……(3)

[0080] The first target recovery torque of multiple motors is calculated based on the target load power of the battery, the motor speed, and the first operating efficiency. The battery can power multiple motors; for example, in a four-wheel drive vehicle, two motors correspond to one battery, and one battery powers both motors. Understandably, once the input power is obtained, the target recovery torque of the motor can be calculated based on the motor's conversion equation. The conversion equation is typically based on the relationship between the motor's input / output power, torque, and speed. For example, for a DC motor, the conversion equation can be expressed as the following formula (4):

[0081] Pin=Tm×Nm / 9550……(4)

[0082] Where Tm is the motor torque (in Newton-meters) and Nm is the motor speed (in revolutions per minute). Using this conversion equation, we can calculate the target recovery torque of the motor under a given target load power.

[0083] Finally, after calculating the first target recovery torque of multiple motors, the energy recovered by the vehicle can be adjusted according to the target recovery torque of each motor, so as to better control the deceleration and braking process of the vehicle and thus achieve more efficient energy recovery.

[0084] Understandably, during vehicle operation, each motor has a different function and load, and therefore their regenerative torque requirements will also differ. Specifically, during conditions such as braking or downhill driving, the motors convert the vehicle's kinetic energy into electrical energy and store this electrical energy in the battery. In this process, adjusting the energy recovered by the vehicle based on the target regenerative torque of multiple motors allows for more precise control of the energy recovered and the vehicle's deceleration effect, thereby improving energy recovery efficiency and vehicle driving efficiency.

[0085] Therefore, the present invention can better control the deceleration and braking process of the vehicle by real-time monitoring and control of the first target recovery torque of each motor, thereby achieving more efficient energy recovery.

[0086] Please see Figure 6 In some implementations, step 043 includes:

[0087] 0431: Calculate the total feedback power of multiple motors;

[0088] 0432: Determine the maximum value of the total feedback power when the total feedback power is less than the first battery feedback limit power;

[0089] 0433: Based on the maximum total feedback power and motor temperature, the operating modes of multiple motors are allocated according to the maximum total feedback power; and

[0090] 0434: Adjust the motor's operating mode to either the first operating mode or the second operating mode based on the difference between the driver's desired feedback power and the first battery feedback limit power, and the motor temperature.

[0091] Please combine Figure 2 Steps 0431, 0432, 0433, and 0434 can be implemented by the mode control module 14. The mode control module 14 is used to calculate the total feedback power of multiple motors; determine the maximum value of the total feedback power when it is less than the first battery feedback limit power; allocate the operating modes of the multiple motors according to the maximum value of the total feedback power and the motor temperature; and adjust the motor's operating mode to either the first operating mode or the second operating mode according to the difference between the driver's desired feedback power and the first battery feedback limit power and the motor temperature.

[0092] Specifically, assume multiple motors, including a main drive motor and an auxiliary drive motor. Assume the driver's desired feedback power is P_desired, and the first battery feedback limit power is P_battery_limit. The first operating mode is a high-efficiency operating mode, and the second operating mode is a low-efficiency operating mode.

[0093] When the driver expects the regenerative power to be greater than the first battery regenerative power limit, that is, when P 期望 >P 电池限制 At this time, the two motors are in different operating modes. The total feedback power P1, P2, and P3 of the two motors in different operating modes can be calculated as follows:

[0094] P1 = P 主驱机械功率 ×η 主驱高效效率 +P 辅驱机械功率 ×η 辅驱低效效率 ;

[0095] P2 = P 主驱机械功率 ×η 主驱低效效率 +P 辅驱机械功率 ×η 辅驱高效效率 ;

[0096] P3 = P 主驱机械功率 ×η 主驱低效效率 +P 辅驱机械功率 ×η 辅驱低效效率 ;

[0097] Therefore, when the total feedback power is determined to be less than the first battery feedback limit power, the maximum value of the total feedback power can be closest to and not exceed P. 电池限制 P i The corresponding motor operating mode is the optimal operating mode, which allows the main drive motor and auxiliary drive motor to enter the corresponding operating mode.

[0098] After controlling the main drive motor and auxiliary drive motor to enter their respective operating modes based on the total feedback power of the motors, the operating modes of multiple motors can be further adjusted to either the first operating mode or the second operating mode based on the difference between the driver's desired feedback power and the first battery feedback limit power, as well as the motor temperature. The specific steps are as follows: Monitor the driver's desired feedback power and the first battery feedback limit power, and calculate the difference between the two. Monitor the temperature of each motor to understand its operating status and heat dissipation. Based on the motor temperature and the difference between the driver's desired feedback power and the first battery feedback limit power, determine the motor's recovery torque margin and operating status. Based on the determination result, assign the motor to either the first operating mode or the second operating mode.

[0099] Understandably, after the motor enters the second operating mode, i.e., the inefficient operating mode, due to P 电池限制(低效) >P 电池限制(高效) Then there exists |T 目标扭矩(低效) |>|T目标扭矩(高效) | where the target recovery torque when the motor is in an inefficient operating mode is T 目标扭矩(低效) The target recovery torque when the motor is in high-efficiency operating mode is T. 目标扭矩(高效) Therefore, when the battery's allowable charging power is low, the present invention can effectively allocate the motor to the corresponding efficiency mode based on various factors such as expected regenerative power, limited power, and motor temperature, thereby increasing the motor's target regenerative torque and achieving a consistent driving experience under different battery charge levels or battery temperatures.

[0100] From the perspective of practical adjustment mode operation, the motor is limited by the maximum operating current during steady-state operation. For any q-axis current and d-axis current, there exists a current limit circle. According to the torque equation, a set of equal torque lines can be obtained. The minimum current limit circle tangent to the equal torque lines is selected, and the point of tangency between the minimum current limit circle and the equal torque lines is taken as the high-efficiency operating point. Considering the overall thermal management system capability and motor performance, the maximum current limit circle that allows the motor to operate steadily and meets the thermal management heat dissipation requirements is selected. This ensures that the heat generated by the motor when operating at maximum current does not exceed the maximum load of the thermal management system and meets NVH performance requirements. The intersection of the maximum current limit circle and the equal torque lines is taken as the low-efficiency operating point. By adjusting the d-axis current, the motor can switch between high-efficiency and low-efficiency operating modes.

[0101] In summary, this invention can achieve real-time monitoring and adjustment of the motor's operating mode by calculating the total feedback power of multiple motors, the difference between the driver's desired feedback power and the first battery feedback limit power, and by real-time detection of motor temperature, thereby achieving better energy utilization efficiency and vehicle performance.

[0102] Please see Figure 7 After step 0434, step 05 further includes:

[0103] 055: Determine whether the current operating mode of multiple motors is the second operating mode;

[0104] 056: If the current operating mode of multiple motors is the first operating mode, calculate the first target recovery torque of the multiple motors based on the first operating efficiency, and adjust the energy recovered by the vehicle according to the first target recovery torque of the multiple motors.

[0105] 057: If the current operating mode of at least one motor is the second operating mode, the first battery feedback limit power is compensated according to the power loss corresponding to the second operating efficiency, and the second target recovery torque of multiple motors is determined so as to adjust the energy recovered by the vehicle according to the second target recovery torque of multiple motors.

[0106] Please combine Figure 2Steps 055, 056, and 057 can be implemented by the energy control module 15. That is, the energy control module 15 is used to determine whether the current operating mode of the multiple motors is the second operating mode; if the current operating mode of the multiple motors is the first operating mode, it calculates the first target recovery torque of the multiple motors based on the first operating efficiency, and adjusts the energy recovered by the vehicle according to the first target recovery torque of the multiple motors; if the current operating mode of at least one motor is the second operating mode, it compensates the first battery feedback limit power based on the power loss corresponding to the second operating efficiency, determines the second target recovery torque of the multiple motors, and adjusts the energy recovered by the vehicle according to the second target recovery torque of the multiple motors.

[0107] Specifically, please combine Figure 4 After adjusting the motor's operating mode to either the first or second operating mode based on the difference between the driver's desired feedback power and the first battery feedback limit power, and the motor temperature, it is possible to determine whether the current operating mode of each motor is the second operating mode, i.e., whether at least one motor has entered the second operating mode.

[0108] If multiple motors are currently operating in the first operating mode, then the first target recovery torque for each motor is calculated based on the first operating efficiency of that first operating mode. The energy recovered by the vehicle is then adjusted according to this first target recovery torque. In other words, if multiple motors are operating in a high-efficiency mode (e.g., if there are two motors), then both motors are operating in high-efficiency mode. Therefore, the first target recovery torque corresponding to this high-efficiency operating mode can be calculated, and the energy recovered by the vehicle can be adjusted accordingly.

[0109] If at least one motor is currently operating in the second operating mode, the first battery regenerative braking limit power is compensated based on the power loss corresponding to the second operating efficiency of the second operating mode. This determines the second target recovery torque for multiple motors, and the energy recovered by the vehicle is adjusted according to the second target recovery torque of the multiple motors. That is, at this time, at least one motor is in an inefficient operating mode. For example, if there are two motors in total, one motor may be in an inefficient operating mode, or both motors may be in an inefficient operating mode. Therefore, the second target recovery torque corresponding to the multiple motors when at least one motor is in an inefficient operating mode can be calculated, and the energy recovered by the vehicle can be adjusted according to the second target recovery torque.

[0110] Understandably, after multiple motors enter their respective operating modes, if at least one motor is in an inefficient operating mode, the first battery regenerative power limit can be compensated based on the power loss corresponding to the second operating efficiency of at least one motor. This can, by superimposing the effects of multiple motors, increase the overall regenerative power limit of the multiple motors, or in other words, increase the usable power recovered by the motors. Here, power loss refers to the power corresponding to energy loss caused by various reasons during motor operation. Understandably, if power loss exists during motor operation, the motor will require more input power to maintain a constant output power, leading to increased motor temperature and heat dissipation.

[0111] For example, let's take a scenario with two motors. If both motors enter an inefficient operating mode, the first battery feedback power limit can be compensated based on the inefficiency of both motors. If only one motor enters an inefficient mode, the first battery feedback power limit can be compensated based on the inefficiency of that single motor. If neither motor enters an inefficient operating mode, no power compensation is performed, and the motor's output power is limited according to the battery's maximum allowable charging power and other high-voltage load power to ensure the normal operation and stability of the entire vehicle system.

[0112] Thus, when the battery's allowable charging power and regenerative torque are low, the present invention can effectively allocate each motor to enter the corresponding efficiency mode based on various factors such as expected power, limited power, motor temperature and temperature rise rate, thereby increasing the regenerative torque and achieving a consistent driving experience for the vehicle under different battery charge and battery temperature conditions.

[0113] For details, please refer to Figure 8 Step 057 includes:

[0114] 0571: Determine the compensation coefficient based on the power loss of at least one motor;

[0115] 0572: The second battery feedback limit power is calculated based on the compensation coefficient and the first battery feedback limit power.

[0116] 0573: Determine the second target recovery torque for multiple motors based on the second battery regenerative braking limit power and the driver's desired recovery torque;

[0117] 0574: Adjust the energy recovered by the vehicle based on the second target recovery torque of multiple motors.

[0118] Please combine Figure 2Steps 0571, 0572, 0573, and 0574 can be implemented by the energy control module 15. That is, the energy control module 15 is used to determine a compensation coefficient based on the power loss of at least one motor; calculate a second battery regenerative braking limit power based on the compensation coefficient and the first battery regenerative braking limit power; determine a second target recovery torque for multiple motors based on the second battery regenerative braking limit power and the driver's desired recovery torque; and adjust the energy recovered by the vehicle based on the second target recovery torque of the multiple motors.

[0119] Specifically, as mentioned above, let's take a scenario with two motors as an example. If both motors enter an inefficient operating mode, the power compensation for the first battery feedback limit can be based on the inefficiency of both motors; if only one motor enters an inefficient operating mode, the power compensation for the first battery feedback limit can be based on the inefficiency of that single motor; if neither motor enters an inefficient operating mode, no power compensation is performed.

[0120] There is a pre-defined correlation between the inefficiency and power loss in the second operating mode. This correlation can be obtained through experiments, simulations, or based on empirical data. Therefore, the corresponding power loss of the motor can be determined based on the second operating efficiency.

[0121] Then, calculate the compensation coefficient for the power loss. Specifically, based on the range of power loss of the motor, a compensation coefficient can be determined to adjust the input power of the motor. This compensation coefficient can be calculated using the following formula (5):

[0122] Compensation coefficient = Normal efficiency power / Loss power…….(5)

[0123] After calculating the compensation coefficient, the second battery feedback limit power is calculated based on the compensation coefficient and the first battery feedback limit power. When two or more motors enter inefficient mode, the compensation coefficient can be calculated based on the ratio of the sum of the normal efficiency power of the two or more motors to the sum of the power losses of the two or more motors.

[0124] In other words, by using the aforementioned compensation coefficient, the power limit of the battery's regenerative capability can be adjusted. That is:

[0125] Second battery feedback limit power = First battery feedback limit power × Compensation coefficient……(6)

[0126] Finally, the second target recovery torque of the multiple motors is determined based on the second battery feedback limit power and the driver's desired recovery torque, and then the energy recovered by the vehicle is adjusted according to the second target recovery torque of the multiple motors.

[0127] Understandably, after the motor enters an inefficient operating mode, due to P电池限制(低效) >P 电池限制(高效) Then there exists |T 目标扭矩(低效) |>|T 目标扭矩(高效) In other words, the absolute value of the second target recovery torque will be greater than the absolute value of the first target recovery torque. Therefore, compared to the situation where multiple motors are in the first operating mode, having at least one motor in the second operating mode can increase the target recovery torque of the motor, thereby improving the vehicle's deceleration feel and enhancing the driving experience.

[0128] Thus, when at least one motor enters an inefficient mode, the present invention can calculate a compensation coefficient based on the power loss corresponding to the inefficient efficiency of at least one motor, and compensate the initial first battery feedback limit power based on the compensation coefficient, thereby increasing the target recovery torque while meeting the maximum allowable charging power of the battery, thereby improving the deceleration feel of the vehicle and improving the driving experience.

[0129] Please see Figure 9 Step 05 also includes:

[0130] 058: When at least one motor is currently operating in the second operating mode, obtain the motor temperature and temperature rise rate of at least one motor.

[0131] 059: Adjust the operating mode of at least one motor in real time based on the motor temperature and temperature rise rate of at least one motor.

[0132] Please combine Figure 2 Steps 058 and 059 can be implemented by the energy control module 15. That is, when the current operating mode of at least one motor is the second operating mode, the energy control module 15 acquires the motor temperature and temperature rise rate of at least one motor; and adjusts the operating mode of at least one motor in real time according to the motor temperature and temperature rise rate of at least one motor.

[0133] Understandably, for a single motor, entering an inefficient operating mode may lead to overheating, so it's necessary to consider exiting the inefficient operating mode to protect the motor. Conversely, after the motor enters a high-efficiency operating mode, it can also be controlled to re-enter an inefficient operating mode based on the vehicle's actual driving needs.

[0134] The statement that at least one motor is currently operating in the second operating mode means that one or more motors are currently operating in the inefficient mode.

[0135] Specifically, when a single motor enters the second operating mode, the motor efficiency mode can be adjusted according to the motor temperature and the rate of temperature rise. Specifically, the motor efficiency mode can be adjusted according to Table 1 below.

[0136] Table 1

[0137]

[0138] Table 1 lists three temperature rise rates: high, medium, and low. These three rates correspond to three pre-defined temperature rise rate ranges. If the temperature rise rate of the motor reaches any one of these ranges at a given time, it indicates that the current temperature rise rate of the motor is at the corresponding rate level.

[0139] Table 1 also includes three levels of motor temperature: high, medium, and low. These three levels correspond to three preset temperature ranges. If the motor temperature reaches any one of these temperature ranges at a certain time, it means that the current motor temperature is at the corresponding temperature level.

[0140] Motor efficiency modes can include high-efficiency operating mode and low-efficiency operating mode, which are abbreviated as high-efficiency and low-efficiency in Table 1.

[0141] For example, if motor A is currently in the second working mode, the motor temperature and temperature rise rate of motor A can be detected in real time. When the motor temperature of motor A is at a high temperature level and the temperature rise rate of motor A is also at a high rate level, motor A can be adjusted from the low-efficiency working mode to the high-efficiency working mode.

[0142] Thus, the present invention can exit the inefficient operating mode after the motor enters the inefficient operating mode according to the motor temperature and the rate of temperature rise, thereby achieving over-temperature protection for the motor and preventing the heat generated by the motor from exceeding the heat dissipation capacity of the thermal management system.

[0143] The present invention also provides a vehicle, the vehicle including the energy recovery control device 10 described above.

[0144] The present invention also provides a non-volatile computer-readable storage medium containing a computer program. When the computer program is executed by one or more processors, it implements the vehicle energy recovery control method described in any of the above embodiments.

[0145] For example, when a computer program is executed by a processor, it implements the following steps of an energy recovery control method for a vehicle:

[0146] 01: Obtain vehicle operating data in a preset mode, wherein the operating data includes at least brake pedal position signal, vehicle speed, energy recovery intensity, motor speed and motor temperature; and obtain the first working efficiency of the vehicle's motor when it is in a first working mode, wherein the first working efficiency is higher than the first working efficiency threshold; obtain the maximum charging power of the vehicle's battery and the preset load power of the battery, wherein the preset load power is the load power corresponding to the battery being in a preset voltage circuit;

[0147] 02: Based on operational data and initial working efficiency, the driver's expected feedback power is calculated;

[0148] 03: Based on the battery's maximum charging power and preset load power, the battery's first battery feedback limit power is calculated;

[0149] 04: Based on the driver's desired feedback power and the first battery feedback limit power, control the vehicle's motor to enter different working modes;

[0150] 05: Adjust the vehicle's energy recovery according to different working modes.

[0151] It is understood that a computer program includes computer program code. Computer program code can be in the form of source code, object code, executable files, or some intermediate form. Computer-readable storage media can include: any entity or device capable of carrying computer program code, recording media, USB flash drives, external hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), and software distribution media, etc.

[0152] The computer-readable storage medium of the present invention, when applied to the above-described vehicle energy recovery control method, can, under the premise of meeting the maximum allowable charging power of the battery, adjust the target recovery torque of the motor by controlling the motor to enter different working modes, thereby achieving control over the energy recovery of the vehicle, improving the vehicle's deceleration feel, ensuring the smoothness of vehicle driving, and improving the driving experience.

Claims

1. A method for controlling energy recovery in a vehicle, characterized in that, The energy recovery control method for the vehicle includes: The system acquires vehicle operating data in a preset mode, wherein the operating data includes at least brake pedal position signal, vehicle speed, energy recovery intensity, motor speed, and motor temperature; and acquires the first operating efficiency of the vehicle's motor when it is in a first operating mode, wherein the first operating efficiency is higher than a first operating efficiency threshold; acquires the maximum charging power of the vehicle's battery and the preset load power of the battery, wherein the preset load power is the load power corresponding to the battery being in a preset voltage circuit; Based on the operating data and the first working efficiency, the driver's expected feedback power is calculated; Based on the maximum charging power of the battery and the preset load power, the first battery feedback limit power of the battery is calculated; Based on the driver's desired feedback power and the first battery feedback limit power, the vehicle's motor is controlled to enter different operating modes; The vehicle's energy recovery is adjusted according to different operating modes.

2. The energy recovery control method for vehicles according to claim 1, characterized in that, The vehicle includes multiple motors, and controlling the vehicle's motors to enter different operating modes based on the driver's desired power feedback and the first battery power feedback limit includes: Compare the driver's desired feedback power with the magnitude of the first battery feedback limit power; If the driver expects the feedback power to be less than or equal to the first battery feedback limit power, then the multiple motors are controlled to maintain the first operating mode. If the driver's expected feedback power is greater than the first battery feedback limit power, then based on the difference between the driver's expected feedback power and the first battery feedback limit power and the motor temperature, multiple motor operating modes are assigned to either the first operating mode or the second operating mode, where the second operating efficiency of the second operating mode is lower than the second operating efficiency threshold.

3. The energy recovery control method for vehicles according to claim 2, characterized in that, After controlling the multiple motors to maintain a first operating mode if the driver's desired regenerative power is less than or equal to the first battery regenerative power limit, the adjustment of the vehicle's regenerated energy according to different operating modes includes: Obtain the current load power of the battery; The target load power of the battery is calculated based on the first working efficiency and the current load power. Calculate the first target recovery torque of the multiple motors based on the target load power of the battery, the motor speed, and the first operating efficiency; The energy recovered by the vehicle is adjusted according to the first target recovery torque of the multiple motors.

4. The energy recovery control method for vehicles according to claim 2, characterized in that, If the driver's desired feedback power is greater than the first battery feedback limit power, then based on the difference between the driver's desired feedback power and the first battery feedback limit power and the motor temperature, multiple operating modes of the motors are assigned to either the first operating mode or the second operating mode, including: Calculate the total feedback power of the multiple motors; The maximum value of the total feedback power when the total feedback power is less than the first battery feedback limit power is determined; The operating modes of the multiple motors are assigned according to the maximum value of the total feedback power; and The operating mode of the motor is adjusted to either the first operating mode or the second operating mode based on the difference between the driver's desired feedback power and the first battery feedback limit power, and the motor temperature.

5. The energy recovery control method for vehicles according to claim 4, characterized in that, After adjusting the motor's operating mode to a first operating mode or a second operating mode based on the difference between the driver's desired power feedback and the first battery power feedback limit, and the motor temperature, controlling the adjustment of the vehicle's regenerated energy according to the different operating modes includes: Determine whether the current operating mode of the multiple motors is the second operating mode; If the current operating mode of multiple motors is the first operating mode, calculate the first target recovery torque of the multiple motors based on the first operating efficiency, so as to adjust the energy recovered by the vehicle according to the first target recovery torque of the multiple motors. If at least one of the motors is currently operating in the second operating mode, the first battery feedback limit power is compensated according to the power loss corresponding to the second operating efficiency, and a second target recovery torque of the plurality of motors is determined, so as to adjust the energy recovered by the vehicle according to the second target recovery torque of the plurality of motors.

6. The energy recovery control method for a vehicle according to claim 5, characterized in that, If at least one of the motors is currently operating in the second operating mode, the first battery regenerative braking limit power is compensated based on the power loss corresponding to the second operating efficiency, and a second target recovery torque for the plurality of motors is determined, so as to adjust the energy recovered by the vehicle according to the second target recovery torque of at least one of the motors: The compensation coefficient is determined based on the power loss of at least one of the motors; The second battery feedback limit power is calculated based on the compensation coefficient and the first battery feedback limit power. A second target recovery torque for the plurality of motors is determined based on the second battery regenerative braking limit power and the driver’s desired recovery torque. The energy recovered by the vehicle is adjusted according to the second target recovery torque of the multiple motors.

7. The energy recovery control method for vehicles according to claim 5, characterized in that, The regulation of the vehicle's energy recovery based on different operating modes includes: When at least one of the motors is currently operating in the second operating mode, the motor temperature and temperature rise rate of at least one of the motors are obtained; The operating mode of at least one of the motors is adjusted in real time based on the motor temperature and the rate of temperature rise of at least one of the motors.

8. An energy recovery control device for a vehicle, characterized in that, The vehicle's energy recovery control device includes: The acquisition module is used to acquire vehicle operating data in a preset mode, wherein the operating data includes at least brake pedal position signal, vehicle speed, energy recovery intensity, motor speed and motor temperature; and to acquire the first operating efficiency of the vehicle's motor when it is in a first operating mode, wherein the first operating efficiency is higher than a first operating efficiency threshold; and to acquire the maximum charging power of the vehicle's battery and the preset load power of the battery, wherein the preset load power is the load power corresponding to the battery being in a preset voltage circuit; The first calculation module is used to calculate the driver's expected feedback power based on the operating data and the first working efficiency; The second calculation module is used to calculate the first battery feedback limit power of the battery based on the maximum charging power of the battery and the preset load power. The mode control module is used to control the vehicle's motor to enter different operating modes based on the driver's desired feedback power and the first battery feedback limit power. An energy control module is used to control the adjustment of the vehicle's recovered energy according to different operating modes.

9. A vehicle, characterized in that, The vehicle includes the energy recovery control device for the vehicle as described in claim 8.

10. A non-volatile computer-readable storage medium containing a computer program, characterized in that, When the computer program is executed by one or more processors, it implements the energy recovery control method for a vehicle according to any one of claims 1-7.

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