Method, device and equipment for determining energy recovery parameters

Abstract

The invention discloses an energy recovery parameter determination method, device and equipment, and relates to the technical field of vehicle management, and the method comprises the following steps: obtaining a parameter calibration file; performing calibration test on the energy recovery effect based on multiple groups of calibration data in the parameter calibration file; in the ith calibration test performed by using the ith group of calibration data, determining the ith first deceleration when the first vehicle performs energy recovery based on the first energy recovery mode and the ith second deceleration when the first vehicle performs energy recovery based on the second energy recovery mode; and determining the ith first deceleration, the ith second deceleration and the ith group of calibration data as target values of the energy recovery parameters in response to the situation that the ith first deceleration and the ith second deceleration meet preset parameter requirements. The energy recovery effect and the safety of the vehicle in the running process can be both considered when the vehicle is subjected to energy recovery.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of vehicle management technology, and in particular to a method, device, and equipment for determining energy recovery parameters. Background Art

[0002] In order to improve the endurance of electric vehicles, the energy recovery system of electric vehicles can convert the kinetic energy generated during the vehicle's coasting and braking into electrical energy and store it in the vehicle's battery. The vehicle's energy recovery system involves multiple parameters, such as the speed of the motor and the charging power of the battery, which determine the effect of the vehicle's energy recovery.

[0003] In the related art, technicians manually analyze each parameter and set a fixed value, and determine the parameter value with the best vehicle energy recovery effect as the target value to calibrate the vehicle.

[0004] However, the above method only recovers energy from the vehicle's coasting and braking states based on the vehicle's energy recovery effect, without considering the speed change during the energy recovery process, which poses a safety hazard. Summary of the invention

[0005] The embodiment of the present application provides a method, device, and apparatus for determining energy recovery parameters, which can take into account both the energy recovery effect and the safety of vehicle driving when the vehicle performs energy recovery. The technical solution is as follows:

[0006] In one aspect, a method for determining an energy recovery parameter is provided, the method comprising:

[0007] Obtaining a parameter calibration file, wherein the parameter calibration file includes a plurality of sets of calibration data corresponding to energy recovery parameters, wherein the energy recovery parameters are used to control an effect of energy recovery by the first vehicle;

[0008] Based on the multiple groups of calibration data in the parameter calibration file, respectively calibrate the energy recovery effect;

[0009] In the i-th calibration test performed using the i-th group of calibration data, determining an i-th first deceleration when the first vehicle performs energy recovery based on a first energy recovery mode, and an i-th second deceleration when the first vehicle performs energy recovery based on a second energy recovery mode; wherein the first energy recovery mode refers to a working mode for recovering energy when the first vehicle is in a coasting state, and the second energy recovery mode refers to a working mode for recovering energy when the first vehicle switches from a coasting state to a braking state, and i is a positive integer;

[0010] In response to the i-th first deceleration and the i-th second deceleration meeting preset parameter requirements, the i-th first deceleration, the i-th second deceleration and the i-th group of calibration data are determined as target values ​​of the energy recovery parameters.

[0011] In another aspect, a device for determining an energy recovery parameter is provided, the device comprising:

[0012] An acquisition module, used for acquiring a parameter calibration file, wherein the parameter calibration file includes a plurality of sets of calibration data corresponding to energy recovery parameters, wherein the energy recovery parameters are used for controlling the effect of energy recovery of the first vehicle;

[0013] A calibration test module, used for performing calibration tests on the energy recovery effect based on multiple groups of calibration data in the parameter calibration file;

[0014] a deceleration determination module, configured to determine, in an i-th calibration test performed using an i-th group of calibration data, an i-th first deceleration when the first vehicle performs energy recovery based on a first energy recovery mode, and an i-th second deceleration when the first vehicle performs energy recovery based on a second energy recovery mode; wherein the first energy recovery mode refers to a working mode for recovering energy when the first vehicle is in a coasting state, and the second energy recovery mode refers to a working mode for recovering energy when the first vehicle switches from a coasting state to a braking state, and i is a positive integer;

[0015] A parameter determination module is used to determine the i-th first deceleration, the i-th second deceleration and the i-th group of calibration data as target values ​​of the energy recovery parameters in response to the i-th first deceleration and the i-th second deceleration meeting preset parameter requirements.

[0016] In an optional embodiment, the deceleration determination module is further used to, in response to the first vehicle being in the first energy recovery mode, obtain the i-th first deceleration when the first vehicle meets the preset energy recovery requirement during the i-th calibration test using the i-th group of calibration data; in response to the first vehicle being in the second energy recovery mode, obtain the i-th second deceleration when the first vehicle meets the preset energy recovery requirement during the i-th calibration test using the i-th group of calibration data; in response to the difference between the i-th first deceleration and the i-th second deceleration meeting the preset vehicle adjustment requirement, adjust the chassis control unit of the first vehicle and obtain the adjusted i-th second deceleration, the chassis control unit being used to control the stability of the first vehicle when recovering energy; in response to the i-th first deceleration and the adjusted i-th second deceleration meeting the preset parameter requirements, determine the i-th first deceleration, the adjusted i-th second deceleration and the i-th group of calibration data as the target values ​​of the energy recovery parameters.

[0017] In an optional embodiment, the deceleration determination module is also used to obtain a first deceleration profile, which includes multiple first values ​​of the first deceleration; adjust the deceleration of the first vehicle in the first energy recovery mode based on the multiple first values; obtain first change amplitudes corresponding to the battery power of the first vehicle before and after energy recovery based on the multiple first values; and determine the i-th first deceleration based on the first change amplitudes corresponding to the multiple first values.

[0018] In an optional embodiment, the deceleration determination module is also used to obtain a second deceleration profile, which includes multiple second values ​​of the second deceleration; adjust the deceleration of the first vehicle in the second energy recovery mode based on the multiple second values; obtain second change amplitudes corresponding to the battery power of the first vehicle before and after energy recovery based on the multiple second values; and determine the i-th second deceleration based on the second change amplitudes corresponding to the multiple second values.

[0019] In an optional embodiment, the deceleration determination module is also used to adjust the chassis control unit of the first vehicle in response to the difference between the i-th first deceleration and the i-th second deceleration not falling within a preset deceleration range, wherein the adjusted chassis control unit enables the first vehicle during the energy recovery process to meet preset driving experience requirements; based on the adjusted chassis control unit, the first vehicle is controlled to be in the second energy recovery mode for energy recovery, and the adjusted i-th second deceleration is obtained to enable the first vehicle to meet the preset energy recovery requirements.

[0020] In an optional embodiment, the parameter determination module is further used to obtain multiple groups of vehicle decelerations corresponding to the multiple groups of calibration data, wherein the i-th group of vehicle decelerations includes the i-th first deceleration and the i-th second deceleration; obtain multiple groups of change amplitudes of battery power corresponding to the multiple groups of vehicle decelerations, wherein the i-th group of change amplitudes includes a first change amplitude of the battery power of the first vehicle before and after energy recovery based on the i-th first deceleration, and a second change amplitude of the battery power of the first vehicle before and after energy recovery based on the i-th second deceleration; in response to the change amplitude of the battery power corresponding to the i-th group of vehicle deceleration meeting a preset amplitude requirement, determine the i-th first deceleration, the i-th second deceleration and the i-th group of calibration data as target values ​​of the energy recovery parameters.

[0021] In an optional embodiment, the acquisition module is further used to acquire road condition data of the road on which the first vehicle is located, and the road condition data includes a slope of the road on which the first vehicle is located;

[0022] The parameter determination module is also used to, in response to the i-th first deceleration and the i-th second deceleration meeting the preset parameter requirements, perform weighted operations based on the slope and the i-th first deceleration and the i-th second deceleration, respectively, to obtain the i-th weighted first deceleration and the i-th weighted second deceleration; and determine the i-th weighted first deceleration, the i-th weighted second deceleration and the i-th group of calibration data as the target values ​​of the energy recovery parameters.

[0023] In an optional embodiment, the acquisition module is further used to acquire road condition data of the road on which the first vehicle is located, the road condition data including the degree of bumpiness of the road on which the first vehicle is located, the degree of bumpiness being used to indicate whether there are road depressions and bumps on the surface of the road on which the first vehicle is located;

[0024] The parameter determination module is also used to, in response to the i-th first deceleration and the i-th second deceleration meeting the preset parameter requirements, convert the bumpiness degree into a bumpiness parameter when the bumpiness degree does not meet the preset road surface requirements; perform weighted operations based on the bumpiness parameters and the i-th first deceleration and the i-th second deceleration respectively to obtain the i-th weighted first deceleration and the i-th weighted second deceleration; and determine the i-th weighted first deceleration, the i-th weighted second deceleration and the i-th group of calibration data as the target values ​​of the energy recovery parameters.

[0025] On the other hand, a computer device is provided, comprising a processor and a memory, wherein the memory stores at least one instruction, at least one program, a code set or an instruction set, and the at least one instruction, the at least one program, the code set or the instruction set is loaded and executed by the processor to implement a method for determining energy recovery parameters as described in any of the above-mentioned embodiments of the present application.

[0026] On the other hand, a computer-readable storage medium is provided, wherein at least one instruction, at least one program, a code set or an instruction set is stored in the storage medium, and the at least one instruction, the at least one program, the code set or the instruction set is loaded and executed by a processor to implement a method for determining energy recovery parameters as described in any of the above-mentioned embodiments of the present application.

[0027] On the other hand, a computer program product or a computer program is provided, the computer program product or the computer program comprising computer instructions, the computer instructions being stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the method for determining the energy recovery parameter described in any of the above embodiments.

[0028] The beneficial effects brought by the technical solution provided by the embodiment of the present application include at least:

[0029] By presetting multiple sets of calibration data and performing multiple calibration tests, the energy recovery parameter values ​​that meet the energy recovery requirements are determined for the two scenarios of energy recovery in the coasting state and energy recovery in the braking state, and the energy recovery parameter calibration is achieved to ensure the efficiency of the vehicle in energy recovery in different modes. In the calibration test, the deceleration data of the vehicle when recovering energy is obtained, and the deceleration data is constrained using the preset parameter requirements to reduce the safety hazards caused by excessive deceleration of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0031] Figure 1 is a schematic diagram of a system for determining energy recovery parameters provided by an exemplary embodiment of the present application;

[0032] Figure 2 is a flow chart of a method for determining energy recovery parameters provided by an exemplary embodiment of the present application;

[0033] Figure 3 is a structural block diagram of a device for determining energy recovery parameters provided by an exemplary embodiment of the present application;

[0034] Figure 4 It is a structural block diagram of a computer device provided by an exemplary embodiment of the present application. DETAILED DESCRIPTION

[0035] In order to make the objectives, technical solutions and advantages of the present application clearer, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0036] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0037] The terms used in this application are for the purpose of describing specific embodiments only and are not intended to limit this application. The singular forms of "a", "said" and "the" used in this application and the appended claims are also intended to include plural forms unless the context clearly indicates other meanings. It should also be understood that the term "and / or" used herein refers to and includes any or all possible combinations of one or more associated listed items.

[0038] It should be noted that the information and data involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant laws, regulations and standards of relevant countries and regions.

[0039] It should be understood that, although the terms first, second, etc. may be used in the present application to describe various information, these information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of the present application, the first parameter may also be referred to as the second parameter, and similarly, the second parameter may also be referred to as the first parameter. Depending on the context, the word "if" as used herein may be interpreted as "at the time of" or "when" or "in response to determining".

[0040] First, a brief introduction is given to the terms involved in the embodiments of this application:

[0041] Vehicle Control Unit (VCU): Responsible for receiving the driver's driving intention signals, such as the accelerator pedal, gear position, brake pedal, etc., and monitoring vehicle status information, such as vehicle speed, temperature, etc. After processing the vehicle status information, the VCU sends the vehicle's operating status control instructions to the power system and power battery system, controls the working mode of the vehicle's accessory power system, and has the function of vehicle system fault diagnosis, protection and storage.

[0042] Electronic Control Unit (ECU): Responsible for controlling various functions and systems of the car. ECU receives signals from various sensors, processes them using built-in control algorithms, and then outputs instructions to actuators to achieve precise control of the car.

[0043] Among them, the chassis control unit is an electronic control unit in the vehicle, which is responsible for coordinating and controlling multiple systems of the vehicle chassis, including the steering system, braking system, etc., to improve the stability and comfort of the vehicle.

[0044] The energy recovery system of an electric vehicle or hybrid vehicle is used to improve the vehicle's endurance. It can convert the kinetic energy generated during the vehicle's coasting and braking into electrical energy and store it in the vehicle's battery.

[0045] The vehicle's energy recovery system involves multiple parameters, such as the motor speed, battery charging power, battery state of charge (SOC), etc. These parameters determine the effect of vehicle energy recovery.

[0046] In the related art, technicians analyze each parameter and set fixed values, perform calibration tests, and use the parameter values ​​that enable the vehicle energy recovery effect to reach a preset standard as the calibration values.

[0047] However, the above method only recovers energy when the vehicle is coasting and braking based on the energy recovery effect of the vehicle, without taking into account the vehicle's operating state during energy recovery, possible body vibration during driving, etc., making it difficult to take into account both energy recovery efficiency and the driver's experience of driving the first vehicle.

[0048] The present application provides a method for determining energy recovery parameters, which can ensure energy recovery efficiency while constraining the deceleration of the vehicle during energy recovery, reduce turbulence, and improve the driver's driving experience and energy recovery effect. Figure 1 As shown, Figure 1 It is a schematic diagram of a system for determining energy recovery parameters, involving a first vehicle 110 and a terminal 120 (or a server), wherein the first vehicle 110 and the terminal 120 are connected via a communication network 130 .

[0049] Among them, the first vehicle 110 includes a vehicle control unit 111 and a chassis control unit 112. The vehicle control unit 111 corresponds to an energy recovery parameter. The numerical value of the energy recovery parameter calibrated into the vehicle control unit 111 can determine the efficiency of the first vehicle 110 during energy recovery. The chassis control unit 112 can maintain the stability of the vehicle when the vehicle brakes.

[0050] A parameter calibration file is obtained through the terminal 120. The parameter calibration file includes multiple groups of calibration data. Each group of calibration data includes one value of the energy recovery parameter. The multiple groups of calibration data are calibrated into the vehicle control unit 111 for testing. The energy recovery efficiency of the first vehicle 110 under different calibration data is tested. The calibration data with the highest efficiency during energy recovery is used as the target value of the energy recovery parameter.

[0051] The efficiency of the energy recovery of the first vehicle 110 is tested based on the calibration data, which is divided into two test scenarios: (1) when the first vehicle 110 is in a gliding state and recovering energy, a first deceleration of the first vehicle 110 during energy recovery is obtained. The first deceleration can reflect the speed change of the vehicle. Whether the driving experience requirement is met is determined based on whether the magnitude of the first deceleration meets the preset parameter requirements, and a set of calibration data and a final value of the first deceleration are determined as the configuration for the subsequent energy recovery of the first vehicle 110 in a gliding state; (2) when the first vehicle 110 is in a gliding state followed by braking and recovering energy, a second deceleration of the first vehicle 110 during energy recovery is obtained. The second deceleration can reflect the speed change of the vehicle. Whether the driving experience requirement is met is determined based on whether the magnitude of the second deceleration meets the preset parameter requirements, and a set of calibration data and a final value of the second deceleration are determined as the configuration for the subsequent energy recovery of the first vehicle 110 in a gliding state followed by braking and recovering energy.

[0052] Among them, during the i-th calibration test based on the i-th group of calibration data, the difference between the first deceleration and the second deceleration is compared with the preset difference threshold. If the difference exceeds the preset difference threshold, it means that the first vehicle 110 does not meet the driving experience requirements when performing energy recovery under braking. At this time, the chassis control unit 112 is adjusted. After the adjustment, the first vehicle 110 is re-based on the i-th group of calibration data to perform energy recovery in a state of first sliding and then braking, and the vehicle deceleration in this process is obtained. The second deceleration is replaced based on the vehicle deceleration in this process, and the replaced second deceleration is used as the configuration for the subsequent first vehicle 110 to recover energy in a state of first sliding and then braking.

[0053] The terminal 120 may be a mobile phone, a tablet computer, a desktop computer, a portable laptop computer, a smart TV, a vehicle-mounted terminal, a smart home device, or other terminal devices in various forms, which is not limited in the embodiments of the present application.

[0054] In combination with the above-mentioned noun introduction and application scenarios, the method for determining the energy recovery parameters provided by the present application is described. The method can be executed by a server or a terminal, or can be executed by a server and a terminal together. In the embodiment of the present application, the method is described by taking the execution of the terminal as an example. Figure 2 As shown, Figure 2 FIG. 1 is a flow chart of a method for determining energy recovery parameters provided by an exemplary embodiment of the present application. The method comprises the following steps.

[0055] Step 210, obtaining a parameter calibration file.

[0056] The parameter calibration file includes multiple sets of calibration data corresponding to energy recovery parameters, and the energy recovery parameters are used to control the effect of the first vehicle recovering energy.

[0057] Optionally, the energy recovery parameters include but are not limited to the following: (1) battery status parameters: when the battery status parameters are high, the efficiency of energy recovery of the first vehicle will be limited; when the battery status parameters are low, the efficiency of energy recovery of the first vehicle will be improved; (2) motor speed: when the first vehicle is in braking mode for energy recovery, the motor acts as a generator to achieve energy conversion; when the motor speed is low, the efficiency of energy recovery of the first vehicle will be limited; (3) torque loading for energy recovery: the magnitude of the reverse torque generated by the motor.

[0058] Exemplarily, the battery status parameter has a value range of (0, 0.95). When the battery status parameter is greater than 0.95, the first vehicle temporarily does not perform energy recovery; when 0.7≤battery status parameter≤0.95, energy recovery is subject to the maximum charging current allowed by the battery; when 0≤battery status parameter<0.7, energy recovery is not restricted.

[0059] Exemplarily, the motor speed ranges from (50, 10000) rpm. When the motor speed is less than 50 rpm, the first vehicle temporarily does not perform energy recovery; when the motor speed is greater than or equal to 50 rpm and less than or equal to 6000 rpm, the energy recovery efficiency of the first vehicle is up to 80%; when the motor speed is greater than or equal to 6000 rpm and less than or equal to 10000 rpm, the energy recovery efficiency of the first vehicle is up to 90%.

[0060] Exemplarily, the torque size for energy recovery ranges from (35, 55) Nm. When the torque size is less than 35 Nm, the first vehicle temporarily does not perform energy recovery; when the torque size is greater than or equal to 35 Nm and less than or equal to 55 Nm, the first vehicle performs energy recovery without restriction.

[0061] There is a correlation between the motor speed and the torque during energy recovery. When the motor speed is low, a larger torque can usually be provided, which is conducive to effective energy recovery at low speeds. When the motor speed is high, the torque provided will decrease. Therefore, in some embodiments, one of the motor speed and the energy recovery torque is selected as the energy recovery parameter.

[0062] Each set of calibration data in the parameter calibration file contains one value of each parameter.

[0063] Exemplarily, the parameter calibration file contains 10 groups of calibration data, and the values ​​of the energy recovery parameters are configured in each group of calibration data. For example, the first group of calibration data is as follows: the battery status parameter value is 0.8, the motor speed is 3600 rpm, and the energy recovery torque is 40Nm.

[0064] Step 220: Calibrate and test the energy recovery effect based on the multiple sets of calibration data in the parameter calibration file.

[0065] Multiple groups of calibration data in the parameter calibration file are calibrated into the vehicle control unit of the first vehicle in multiple times, wherein the calibration test process refers to the process of assigning energy recovery parameters using the calibration data and then having the first vehicle perform energy recovery under this premise.

[0066] The battery power of the first vehicle before and after energy recovery is obtained, and the changes in the battery power are compared, and the increase in the battery power is used as an indicator for judging the energy recovery effect. The larger the increase, the better the energy recovery effect.

[0067] Optionally, the first vehicle can perform energy recovery through two working modes.

[0068] (1) First energy recovery mode: The first vehicle recovers energy while in a coasting state. For example, the tester drives the first vehicle on the road at a constant speed and releases the accelerator pedal at the first moment, causing the first vehicle to enter a coasting state. At this time, the energy recovery system of the first vehicle is automatically triggered to recover the energy generated during the coasting process of the first vehicle and convert it into electrical energy, which is stored in the battery.

[0069] (2) Second energy recovery mode: The first vehicle switches from the coasting state to the braking state to recover energy. For example, the first vehicle is driven on the road at a constant speed. At the first moment, the accelerator pedal is released and then the brake pedal is pressed. When the accelerator pedal is released, the first vehicle enters the coasting state. When the brake pedal is pressed, the first vehicle enters the braking state. The energy recovery system of the first vehicle is automatically triggered to recover the energy generated in the process of the first vehicle coasting and then braking, and convert it into electrical energy and store it in the battery. The second energy recovery mode actually includes the effect of the first vehicle recovering energy by coasting and the effect of the first vehicle recovering energy by braking. Therefore, the second energy recovery mode does not only recover energy by braking.

[0070] In some embodiments, the first vehicle is an unmanned electric vehicle, that is, the first vehicle does not require a tester / driver to control the accelerator pedal and the brake pedal in the first vehicle. The terminal can control the first vehicle to perform calibration testing and achieve energy recovery by sending control instructions and parameter calibration files to the first vehicle.

[0071] Exemplarily, if the parameter calibration file contains 10 sets of calibration data, then 10*2=20 calibration tests need to be performed on the energy recovery, that is, the effects of the energy recovery in the two modes need to be determined simultaneously in each calibration test.

[0072] When the first vehicle is undergoing calibration testing, the battery power change data is collected through the vehicle control unit and the data is sent to the terminal through a CAN signal (Controller Area Network).

[0073] Step 230, in the i-th calibration test using the i-th group of calibration data, determine the i-th first deceleration of the first vehicle when performing energy recovery based on the first energy recovery mode, and the i-th second deceleration when performing energy recovery based on the second energy recovery mode.

[0074] Among them, the first energy recovery mode refers to a working mode for recovering energy when the first vehicle is in a coasting state, and the second energy recovery mode refers to a working mode for recovering energy when the first vehicle switches from a coasting state to a braking state, and i is a positive integer.

[0075] In an i-th calibration test performed using an i-th group of calibration data, in response to the first vehicle being in a first energy recovery mode, an i-th first deceleration is obtained when the first vehicle meets a preset energy recovery requirement.

[0076] The smoothness of deceleration refers to the smoothness and continuity of the rate of speed reduction during the deceleration or braking of the vehicle. It is an important indicator for measuring the ride comfort of the vehicle. It directly affects the driving experience of the driver and the riding experience of the passengers. Vehicles with poor smoothness affect the stability and safety of the vehicle. When the deceleration changes too much / reaches a certain value within a unit time, it may cause vehicle vibration and impact on the occupants. Therefore, when the deceleration of the first vehicle during energy recovery (including the first deceleration in the first energy recovery mode and the second deceleration in the second energy recovery mode) is too large / reaches a preset threshold, it means that the first vehicle does not meet the preset energy recovery requirements.

[0077] Optionally, a first deceleration configuration file is obtained, where the first deceleration configuration file includes multiple first values ​​of the first deceleration.

[0078] The deceleration of the first vehicle in the first energy recovery mode is adjusted based on the multiple first values.

[0079] Obtain first change amplitudes corresponding to the battery power of the first vehicle before and after energy recovery based on multiple first values.

[0080] The i-th first deceleration is determined based on the first change amplitudes respectively corresponding to the plurality of first values.

[0081] For example, the first deceleration profile includes five first values, which are 2.2, 2.4, 2.6, 2.8, and 3, in units of m / s. 2 .

[0082] For example, when the deceleration of the first vehicle is 2.2 m / s 2 When the first vehicle performs energy recovery, the first change amplitude of the battery power before and after the first vehicle performs energy recovery is 0.2%; when the deceleration of the first vehicle is 2.4m / s2 When the first vehicle performs energy recovery, the first change amplitude of the battery power before and after the first vehicle performs energy recovery is 0.3%; when the deceleration of the first vehicle is 2.6 m / s 2 When the first vehicle performs energy recovery, the first change amplitude of the battery power before and after the first vehicle performs energy recovery is 0.35%; when the deceleration of the first vehicle is 2.8 m / s 2 When the first vehicle performs energy recovery, the first change amplitude of the battery power before and after the first vehicle performs energy recovery is 0.4%; when the deceleration of the first vehicle is 3m / s 2 At , the first change amplitude of the battery power before and after the first vehicle performs energy recovery is 0.38%.

[0083] Then, when the deceleration of the first vehicle is 2.8 m / s 2 When the first change amplitude is the largest, 2.8m / s 2 Determined as the i-th first deceleration during the i-th calibration test.

[0084] In an i-th calibration test performed using an i-th group of calibration data, in response to the first vehicle being in a second energy recovery mode, an i-th second deceleration is obtained when the first vehicle meets a preset energy recovery requirement.

[0085] Optionally, a second deceleration configuration file is obtained, where the second deceleration configuration file includes a plurality of second values ​​of the second deceleration.

[0086] The deceleration of the first vehicle in the second energy recovery mode is adjusted based on the multiple second values.

[0087] The second variation amplitudes corresponding to the battery power of the first vehicle before and after energy recovery based on the multiple second values ​​are obtained.

[0088] The i-th second deceleration is determined based on the second change amplitudes respectively corresponding to the plurality of second values.

[0089] For example, the second deceleration profile includes five second values, which are 3.5, 4, 4.5, 5, and 5.5, in units of m / s. 2 .

[0090] For example, when the deceleration of the first vehicle is 3.5 m / s 2 When the first vehicle performs energy recovery, the second change amplitude of the battery power before and after the first vehicle performs energy recovery is 0.4%; when the deceleration of the first vehicle is 4m / s 2 When the first vehicle performs energy recovery, the second change amplitude of the battery power before and after the first vehicle performs energy recovery is 0.48%; when the deceleration of the first vehicle is 4.5 m / s 2 When the first vehicle performs energy recovery, the second change amplitude of the battery power before and after the first vehicle performs energy recovery is 0.55%; when the deceleration of the first vehicle is 5m / s 2When the first vehicle performs energy recovery, the second change amplitude of the battery power before and after the first vehicle performs energy recovery is 0.52%; when the deceleration of the first vehicle is 5.5m / s 2 When , the second variation amplitude of the battery power before and after the first vehicle performs energy recovery is 0.49%.

[0091] Then, when the deceleration of the first vehicle is 4.5 m / s 2 When the second change amplitude is the largest, 4.5m / s 2 Determined as the i-th second deceleration during the i-th calibration test.

[0092] In some embodiments, since the speed of the first vehicle changes greatly during the braking process, it may cause vehicle bumps and the like, affecting the driver's driving experience. Therefore, the actual effect of the first vehicle recovering energy only through braking can be further determined based on the difference between the first speed and the second deceleration, and the vehicle deceleration of the first vehicle when recovering energy through braking can be determined.

[0093] In response to the difference between the i-th first deceleration and the i-th second deceleration meeting the preset vehicle adjustment requirement, the chassis control unit of the first vehicle is adjusted and the adjusted i-th second deceleration is obtained. The chassis control unit is used to control the stability of the first vehicle when recovering energy.

[0094] Optionally, in response to the difference between the i-th first deceleration and the i-th second deceleration not being within a preset deceleration range, the chassis control unit of the first vehicle is adjusted, wherein the adjusted chassis control unit enables the first vehicle during energy recovery to meet preset driving experience requirements.

[0095] For example, the preset deceleration range is (0, 1.5), and the difference between the i-th first deceleration and the i-th second deceleration is 4.5-2.8=1.7, which is not within the preset deceleration range. In this case, the chassis control unit of the first vehicle needs to be adjusted so that the first vehicle remains stable when performing energy recovery based on braking.

[0096] Based on the adjusted chassis control unit, the first vehicle is controlled to be in a second energy recovery mode to perform energy recovery, and the adjusted i-th second deceleration when the first vehicle meets the preset energy recovery requirement is obtained.

[0097] In response to the i-th first deceleration and the adjusted i-th second deceleration meeting the preset parameter requirements, the i-th first deceleration, the adjusted i-th second deceleration and the i-th group of calibration data are determined as target values ​​of the energy recovery parameters.

[0098] Adjusting the chassis control unit to improve the stability of the vehicle can be achieved by modifying multiple parameters related to the chassis system. For example, a rotating shaft is connected between the wheels of the first vehicle and the vehicle to bear the weight of the first vehicle, including a front axle, a rear axle, a transmission shaft and a steering shaft, which are respectively located at different positions of the first vehicle. The chassis control unit can reduce the forward tilt of the first vehicle during braking and improve the stability of the first vehicle during energy recovery by increasing the braking force of the rear axle.

[0099] After adjusting the chassis control unit, the first vehicle is continuously controlled to perform a calibration test based on the i-th set of calibration data to obtain the adjusted i-th second deceleration. The process of obtaining the adjusted i-th second deceleration is the same as the process of obtaining the i-th second deceleration before adjusting the chassis control unit.

[0100] When the difference between the adjusted i-th second deceleration and the i-th first deceleration falls within the preset deceleration range, there is no need to adjust the chassis control unit.

[0101] If the i-th group of calibration data can make the energy recovery effect of the first vehicle reach the best (the change amplitude of the battery power before and after energy recovery reaches the maximum), it means that the i-th first deceleration and the adjusted i-th second deceleration meet the preset parameter requirements, and the i-th first deceleration, the adjusted i-th second deceleration and the i-th group of calibration data are determined as the target values ​​of the energy recovery parameters.

[0102] In some embodiments, whether the chassis control unit needs to be adjusted can also be determined by limiting the range of the second deceleration. For example, the preset range of the second deceleration is (3, 6). If the i-th second deceleration does not fall within the preset range, the chassis control unit needs to be adjusted and the adjusted i-th second deceleration is obtained.

[0103] By constraining the first deceleration and the second deceleration, they are maintained within a reasonable deceleration range while meeting the vehicle energy recovery requirements, thereby avoiding bumps and vibrations caused by a rapid reduction in vehicle speed in a short period of time during the first vehicle's coasting or braking to recover energy, thereby reducing safety hazards in the process of the first vehicle recovering energy through deceleration.

[0104] Step 240, in response to the i-th first deceleration and the i-th second deceleration meeting the preset parameter requirements, determining the i-th first deceleration, the i-th second deceleration and the i-th group of calibration data as target values ​​of energy recovery parameters.

[0105] A plurality of groups of vehicle decelerations corresponding to the plurality of groups of calibration data are obtained, wherein the i-th group of vehicle decelerations includes an i-th first deceleration and an i-th second deceleration.

[0106] A plurality of groups of change amplitudes of the battery power corresponding to the plurality of groups of vehicle decelerations are obtained, wherein the i-th group of change amplitudes includes a first change amplitude of the battery power of the first vehicle before and after energy recovery based on the i-th first deceleration, and a second change amplitude of the battery power of the first vehicle before and after energy recovery based on the i-th second deceleration.

[0107] In response to the amplitude of the change in the battery power corresponding to the i-th group of vehicle decelerations meeting a preset amplitude requirement, the i-th first deceleration, the i-th second deceleration and the i-th group of calibration data are determined as target values ​​of the energy recovery parameters.

[0108] Exemplarily, there are 10 groups of calibration data, and each group of calibration data is used to test the energy recovery effect of the first vehicle in two working modes.

[0109] When the first vehicle is tested based on the fifth set of calibration data, it meets the energy recovery requirements (optimizing the overall energy recovery effect of the first vehicle), and the fifth set of vehicle decelerations corresponding to the fifth set of calibration data includes the fifth first deceleration of 2.8 m / s 2 , the 5th second deceleration is 4.5m / s 2 .

[0110] In the 5th calibration test, for the first energy recovery mode, when the first vehicle performs energy recovery based on the 5th first deceleration, the first change amplitude of the battery power reaches the maximum in the 10 tests; for the second energy recovery mode, when the first vehicle performs energy recovery based on the 5th second deceleration, the second change amplitude of the battery power reaches the maximum in the 10 tests.

[0111] Then, the target value of the first parameter group in the energy recovery parameter is the value in the fifth group of calibration data, wherein the vehicle deceleration of the first vehicle in the first energy recovery mode is 2.8 m / s 2 The vehicle deceleration of the first vehicle in the second energy recovery mode is 4.5 m / s 2 .

[0112] In some embodiments, in order to better improve the driving experience of the driver when driving the first vehicle for energy recovery, after performing the i-th calibration test using the i-th group of calibration data to obtain the i-th first deceleration and the i-th second deceleration, the road condition data of the road on which the first vehicle is located is obtained through a sensor in the first vehicle, and the road condition data includes the slope of the road on which the first vehicle is located.

[0113] The road condition data is used to describe the road condition of the road on which the first vehicle is located, including but not limited to the name of the road on which the first vehicle is located, the speed limit requirement of the road, and the flatness of the road. The slope of the road is data obtained by processing the flatness data, and represents the angle between the road and the horizontal direction.

[0114] Optionally, the flatness data indicates that the angle between the road and the horizontal direction is a first angle, and the slope is the cosine value of the first angle.

[0115] In response to the i-th first deceleration and the i-th second deceleration meeting preset parameter requirements, a weighted operation is performed on the i-th first deceleration and the i-th second deceleration based on the slope to obtain the i-th weighted first deceleration and the i-th weighted second deceleration.

[0116] Exemplarily, the method of performing weighted operation on the i-th first deceleration and the i-th second deceleration based on the slope is as follows: multiply the i-th first deceleration and the i-th second deceleration based on the slope to obtain the i-th weighted first deceleration and the i-th weighted second deceleration.

[0117] For example, the first deceleration of the i-th is 3m / s 2 , the i-th second deceleration is 6m / s 2 , the first angle between the road and the horizontal direction is 30 degrees, then the slope is Then the i-th weighted first deceleration is 3*0.866=2.598≈2.6m / s 2 , the i-th weighted second deceleration is 5.2 m / s 2 .

[0118] The i-th weighted first deceleration, the i-th weighted second deceleration and the i-th group of calibration data are determined as target values ​​of the energy recovery parameters.

[0119] In some embodiments, the road condition data includes the degree of bumpiness of the road on which the first vehicle is located. If the road on which the first vehicle is located is uneven (when the number of concave or convex sections reaches a threshold), it will affect the braking effect and the sliding effect of the vehicle (for example, the braking distance will be longer than that on a flat road, and the sliding distance will be shorter than that on a flat road), further affecting the effect of the vehicle's energy recovery. Therefore, the vehicle deceleration can be adjusted in combination with the degree of bumpiness in the road condition data.

[0120] Optionally, road condition data of the road on which the first vehicle is located is obtained, the road condition data including a degree of bumpiness of the road on which the first vehicle is located, and the degree of bumpiness is used to indicate whether a road surface of the first vehicle is depressed or convex.

[0121] In response to the i-th first deceleration and the i-th second deceleration meeting the preset parameter requirements, when the bumpiness level does not meet the preset road surface requirements, the bumpiness level is converted into a bumpiness parameter.

[0122] A weighted operation is performed on the turbulence parameter and the i-th first deceleration and the i-th second deceleration to obtain the i-th weighted first deceleration and the i-th weighted second deceleration.

[0123] The i-th weighted first deceleration, the i-th weighted second deceleration and the i-th group of calibration data are determined as target values ​​of the energy recovery parameters.

[0124] Exemplarily, the preset road surface requirement means that the number of road depressions and protrusions on the road surface where the first vehicle is located does not exceed a preset threshold.

[0125] The method for converting the degree of bumpiness is as follows: bumpiness parameter = (preset threshold / number of depressions + number of protrusions).

[0126] The method of performing weighted operation on the i-th first deceleration and the i-th second deceleration based on the turbulence parameter is as follows: multiplying the turbulence parameter with the i-th first deceleration and the i-th second deceleration respectively to obtain the i-th weighted first deceleration and the i-th weighted second deceleration.

[0127] For example, the preset threshold is 15. If the bumpiness of the first vehicle reflects that there are 20 depressions and 10 protrusions on the road surface, the bumpiness is converted into a bumpiness parameter as follows: 15 / (10+20)=0.5.

[0128] The i-th first deceleration is 3m / s 2 , the i-th second deceleration is 6m / s 2 , then the i-th weighted first deceleration is 3*0.5=1.5m / s 2 , the i-th weighted second deceleration is 3m / s 2 .

[0129] The i-th weighted first deceleration, the i-th weighted second deceleration and the i-th group of calibration data are determined as target values ​​of energy recovery parameters. In some embodiments, the i-th first deceleration and the i-th second deceleration may also be weighted based on the bump parameter and the road slope to obtain the i-th weighted first deceleration and the i-th weighted second deceleration.

[0130] In summary, the method provided by the present application performs multiple calibration tests by presetting multiple sets of calibration data, and determines the values ​​of energy recovery parameters that meet the energy recovery requirements for the two scenarios of energy recovery in the gliding state and energy recovery in the braking state, respectively, and realizes the calibration of energy recovery parameters, which can ensure the efficiency of the vehicle when performing energy recovery in different modes. In the calibration test, the deceleration data of the vehicle when recovering energy is obtained, and the deceleration data is constrained using the preset parameter requirements to avoid vehicle bumps caused by the vehicle deceleration exceeding the preset range, and take into account the driver's driving experience and energy recovery effect when the vehicle recovers energy.

[0131] Figure 3 is a structural block diagram of an energy recovery parameter determination device provided by an exemplary embodiment of the present application, such as Figure 3 As shown, the device includes the following parts.

[0132] An acquisition module 310 is used to acquire a parameter calibration file, wherein the parameter calibration file includes a plurality of sets of calibration data corresponding to energy recovery parameters, wherein the energy recovery parameters are used to control the effect of energy recovery of the first vehicle;

[0133] A calibration test module 320, configured to perform calibration tests on the energy recovery effect based on multiple sets of calibration data in the parameter calibration file;

[0134] a deceleration determination module 330, configured to determine, in an i-th calibration test using an i-th group of calibration data, an i-th first deceleration when the first vehicle performs energy recovery based on a first energy recovery mode, and an i-th second deceleration when the first vehicle performs energy recovery based on a second energy recovery mode; wherein the first energy recovery mode refers to a working mode for recovering energy when the first vehicle is in a coasting state, and the second energy recovery mode refers to a working mode for recovering energy when the first vehicle switches from a coasting state to a braking state, and i is a positive integer;

[0135] The parameter determination module 340 is used to determine the i-th first deceleration, the i-th second deceleration and the i-th group of calibration data as the target value of the energy recovery parameter in response to the i-th first deceleration and the i-th second deceleration meeting the preset parameter requirements.

[0136] In an optional embodiment, the deceleration determination module 330 is further used for, in the i-th calibration test using the i-th group of calibration data, in response to the first vehicle being in the first energy recovery mode, obtaining the i-th first deceleration when the first vehicle meets the preset energy recovery requirement; in the i-th calibration test using the i-th group of calibration data, in response to the first vehicle being in the second energy recovery mode, obtaining the i-th second deceleration when the first vehicle meets the preset energy recovery requirement; in response to the difference between the i-th first deceleration and the i-th second deceleration meeting the preset vehicle adjustment requirement, adjusting the chassis control unit of the first vehicle and obtaining the adjusted i-th second deceleration, the chassis control unit being used to control the stability of the first vehicle when recovering energy; in response to the i-th first deceleration and the adjusted i-th second deceleration meeting the preset parameter requirement, determining the i-th first deceleration, the adjusted i-th second deceleration and the i-th group of calibration data as the target value of the energy recovery parameter.

[0137] In an optional embodiment, the deceleration determination module 330 is also used to obtain a first deceleration profile, which includes multiple first values ​​of the first deceleration; adjust the deceleration of the first vehicle in the first energy recovery mode based on the multiple first values; obtain first change amplitudes corresponding to the battery power of the first vehicle before and after energy recovery based on the multiple first values; and determine the i-th first deceleration based on the first change amplitudes corresponding to the multiple first values.

[0138] In an optional embodiment, the deceleration determination module 330 is also used to obtain a second deceleration profile, which includes multiple second values ​​of the second deceleration; adjust the deceleration of the first vehicle in the second energy recovery mode based on the multiple second values; obtain second change amplitudes corresponding to the battery power of the first vehicle before and after energy recovery based on the multiple second values; and determine the i-th second deceleration based on the second change amplitudes corresponding to the multiple second values.

[0139] In an optional embodiment, the deceleration determination module 330 is also used to adjust the chassis control unit of the first vehicle in response to the difference between the i-th first deceleration and the i-th second deceleration not falling within a preset deceleration range, wherein the adjusted chassis control unit enables the first vehicle during the energy recovery process to meet preset driving experience requirements; based on the adjusted chassis control unit, the first vehicle is controlled to be in the second energy recovery mode for energy recovery, and the adjusted i-th second deceleration is obtained to enable the first vehicle to meet the preset energy recovery requirements.

[0140] In an optional embodiment, the parameter determination module 340 is further used to obtain multiple groups of vehicle decelerations corresponding to the multiple groups of calibration data, wherein the i-th group of vehicle decelerations includes the i-th first deceleration and the i-th second deceleration; obtain multiple groups of change amplitudes of battery power corresponding to the multiple groups of vehicle decelerations, wherein the i-th group of change amplitudes includes a first change amplitude of the battery power of the first vehicle before and after energy recovery based on the i-th first deceleration, and a second change amplitude of the battery power of the first vehicle before and after energy recovery based on the i-th second deceleration; in response to the change amplitude of the battery power corresponding to the i-th group of vehicle deceleration meeting a preset amplitude requirement, determine the i-th first deceleration, the i-th second deceleration and the i-th group of calibration data as target values ​​of the energy recovery parameters.

[0141] In an optional embodiment, the acquisition module 310 is further used to acquire road condition data of the road on which the first vehicle is located, and the road condition data includes the slope of the road on which the first vehicle is located;

[0142] The parameter determination module 340 is also used to, in response to the i-th first deceleration and the i-th second deceleration meeting the preset parameter requirements, perform weighted operations based on the slope and the i-th first deceleration and the i-th second deceleration, respectively, to obtain the i-th weighted first deceleration and the i-th weighted second deceleration; and determine the i-th weighted first deceleration, the i-th weighted second deceleration and the i-th group of calibration data as the target values ​​of the energy recovery parameters.

[0143] In an optional embodiment, the acquisition module 310 is further used to acquire road condition data of the road on which the first vehicle is located, the road condition data including the degree of bumpiness of the road on which the first vehicle is located, the degree of bumpiness being used to indicate whether there are road depressions and bumps on the surface of the road on which the first vehicle is located;

[0144] The parameter determination module 340 is also used to convert the bumpiness degree into a bumpiness parameter in response to the i-th first deceleration and the i-th second deceleration meeting the preset parameter requirements, when the bumpiness degree does not meet the preset road surface requirements; perform weighted operations based on the bumpiness parameters and the i-th first deceleration and the i-th second deceleration, respectively, to obtain the i-th weighted first deceleration and the i-th weighted second deceleration; and determine the i-th weighted first deceleration, the i-th weighted second deceleration and the i-th group of calibration data as the target values ​​of the energy recovery parameters.

[0145] In summary, the energy recovery parameter determination device provided by the present application can perform multiple calibration tests by presetting multiple sets of calibration data, and respectively determine the values ​​of energy recovery parameters that meet the energy recovery requirements for the two scenarios of energy recovery in the gliding state and energy recovery in the braking state, so as to achieve the calibration of energy recovery parameters and ensure the efficiency of the vehicle when performing energy recovery in different modes. In the calibration test, the deceleration data of the vehicle when recovering energy is obtained, and the deceleration data is constrained using the preset parameter requirements to reduce the safety hazards caused by excessive deceleration of the vehicle.

[0146] It should be noted that the energy recovery parameter determination device provided in the above embodiment is only illustrated by the division of the above functional modules. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above. In addition, the energy recovery parameter determination device provided in the above embodiment and the energy recovery parameter determination method embodiment belong to the same concept. The specific implementation process is detailed in the method embodiment and will not be repeated here.

[0147] Figure 4 The block diagram of the structure of a computer device 400 provided by an exemplary embodiment of the present application is shown. The computer device 400 may be: a smart phone, a tablet computer, an MP3 player (Moving Picture Experts Group Audio Layer III, Moving Picture Experts Compression Standard Audio Layer 3), an MP4 (Moving Picture Experts Group Audio Layer IV, Moving Picture Experts Compression Standard Audio Layer 4) player, a laptop computer or a desktop computer. The computer device 400 may also be called a user device, a portable terminal, a laptop terminal, a desktop terminal or other names.

[0148] Typically, the computer device 400 includes a processor 401 and a memory 402 .

[0149] The processor 401 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 401 may be implemented in at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). The processor 401 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the awake state, also known as a CPU (Central Processing Unit); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 401 may be integrated with a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 401 may also include an AI (Artificial Intelligence) processor, which is used to process computing operations related to machine learning.

[0150] The memory 402 may include one or more computer-readable storage media, which may be non-transitory. The memory 402 may also include a high-speed random access memory, and a non-volatile memory, such as one or more disk storage devices, flash memory storage devices. In some embodiments, the non-transitory computer-readable storage medium in the memory 402 is used to store at least one instruction, which is used to be executed by the processor 401 to implement the method for determining the energy recovery parameters provided in the method embodiment of the present application.

[0151] In some embodiments, the computer device 400 further includes some other components 403, and the type and quantity of the other components 403 can be selected based on the functional requirements of the computer device 400. Those skilled in the art will appreciate that Figure 4 The structure shown in the figure does not constitute a limitation on the computer device 400, and the computer device 400 may include more or less components than those shown in the figure, or combine some components, or adopt a different arrangement of components.

[0152] Optionally, the computer readable storage medium may include: a read-only memory (ROM), a random access memory (RAM), a solid state drive (SSD), or an optical disk. Among them, the random access memory may include a resistance random access memory (ReRAM) and a dynamic random access memory (DRAM). The serial numbers of the above embodiments of the present application are only for description and do not represent the advantages and disadvantages of the embodiments.

[0153] An embodiment of the present application also provides a computer device, which includes a processor and a memory, wherein the memory stores at least one instruction, at least one program, a code set or an instruction set, and the at least one instruction, the at least one program, the code set or the instruction set is loaded and executed by the processor to implement a method for determining energy recovery parameters as described in any of the above embodiments of the present application.

[0154] An embodiment of the present application also provides a computer-readable storage medium, in which at least one instruction, at least one program, a code set or an instruction set is stored. The at least one instruction, the at least one program, the code set or the instruction set is loaded and executed by a processor to implement a method for determining energy recovery parameters as described in any of the above embodiments of the present application.

[0155] The embodiment of the present application also provides a computer program product or a computer program, which includes a computer instruction stored in a computer-readable storage medium. The processor of the computer device reads the computer instruction from the computer-readable storage medium, and the processor executes the computer instruction, so that the computer device executes the method for determining the energy recovery parameter described in any of the above embodiments.

[0156] A person skilled in the art will understand that all or part of the steps to implement the above embodiments may be accomplished by hardware or by instructing related hardware through a program, and the program may be stored in a computer-readable storage medium, and the above-mentioned storage medium may be a read-only memory, a disk or an optical disk, etc.

[0157] The above description is only an optional embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included in the protection scope of the present application.

Claims

1. A method for determining energy recovery parameters, characterized in that: The method comprises: Obtaining a parameter calibration file, wherein the parameter calibration file includes a plurality of sets of calibration data corresponding to energy recovery parameters, wherein the energy recovery parameters are used to control an effect of energy recovery by the first vehicle; Performing calibration tests on the energy recovery effect based on multiple groups of calibration data in the parameter calibration file; In the i-th calibration test performed using the i-th group of calibration data, determining an i-th first deceleration when the first vehicle performs energy recovery based on a first energy recovery mode, and an i-th second deceleration when the first vehicle performs energy recovery based on a second energy recovery mode; wherein the first energy recovery mode refers to a working mode for recovering energy when the first vehicle is in a coasting state, and the second energy recovery mode refers to a working mode for recovering energy when the first vehicle switches from a coasting state to a braking state, and i is a positive integer; In response to the i-th first deceleration and the i-th second deceleration meeting preset parameter requirements, the i-th first deceleration, the i-th second deceleration and the i-th group of calibration data are determined as target values ​​of the energy recovery parameters.

2. The method according to claim 1, characterized in that The step of determining, in the i-th calibration test using the i-th group of calibration data, an i-th first deceleration when the first vehicle performs energy recovery based on the first energy recovery mode, and an i-th second deceleration when the first vehicle performs energy recovery based on the second energy recovery mode, comprises: In an i-th calibration test performed using an i-th set of calibration data, in response to the first vehicle being in the first energy recovery mode, obtaining the i-th first deceleration when the first vehicle meets a preset energy recovery requirement; In an i-th calibration test performed using an i-th set of calibration data, in response to the first vehicle being in the second energy recovery mode, obtaining the i-th second deceleration when the first vehicle meets the preset energy recovery requirement; In response to a difference between the i-th first deceleration and the i-th second deceleration meeting a preset vehicle adjustment requirement, adjusting a chassis control unit of the first vehicle and acquiring the adjusted i-th second deceleration, the chassis control unit being used to control a stability of the first vehicle when recovering energy; In response to the i-th first deceleration and the adjusted i-th second deceleration meeting preset parameter requirements, the i-th first deceleration, the adjusted i-th second deceleration and the i-th group of calibration data are determined as target values ​​of the energy recovery parameters.

3. The method according to claim 2, characterized in that In response to the first vehicle being in the first energy recovery mode, obtaining the i-th first deceleration when the first vehicle meets a preset energy recovery requirement includes: Obtaining a first deceleration configuration file, wherein the first deceleration configuration file includes a plurality of first values ​​of the first deceleration; adjusting the deceleration of the first vehicle in the first energy recovery mode based on the multiple first values ​​respectively; Obtaining first change amplitudes corresponding to the battery power of the first vehicle before and after energy recovery based on the multiple first values; The i-th first deceleration is determined based on the first change amplitudes respectively corresponding to the multiple first values.

4. The method according to claim 2, characterized in that: In response to the first vehicle being in the second energy recovery mode, obtaining the i-th second deceleration when the first vehicle meets the preset energy recovery requirement includes: Acquire a second deceleration configuration file, where the second deceleration configuration file includes a plurality of second values ​​of the second deceleration; adjusting the deceleration of the first vehicle in the second energy recovery mode based on the multiple second values ​​respectively; Obtaining second variation amplitudes corresponding to the battery power of the first vehicle before and after energy recovery based on the multiple second values; The i-th second deceleration is determined based on the second change amplitudes respectively corresponding to the multiple second values.

5. The method according to claim 4, characterized in that In response to the difference between the i-th first deceleration and the i-th second deceleration meeting a preset vehicle adjustment requirement, adjusting the chassis control unit of the first vehicle and acquiring the adjusted i-th second deceleration, comprising: In response to a difference between the i-th first deceleration and the i-th second deceleration not being within a preset deceleration range, adjusting the chassis control unit of the first vehicle, wherein the adjusted chassis control unit enables the first vehicle during energy recovery to meet preset driving experience requirements; Based on the adjusted chassis control unit, the first vehicle is controlled to be in the second energy recovery mode for energy recovery, and the adjusted i-th second deceleration when the first vehicle meets the preset energy recovery requirement is obtained.

6. The method according to any one of claims 1 to 5, characterized in that: In response to the i-th first deceleration and the i-th second deceleration meeting a preset parameter requirement, determining the i-th first deceleration, the i-th second deceleration and the i-th group of calibration data as a target value of the energy recovery parameter includes: Acquire multiple groups of vehicle decelerations corresponding to the multiple groups of calibration data, wherein the i-th group of vehicle decelerations includes the i-th first deceleration and the i-th second deceleration; Acquire multiple groups of change amplitudes of battery power corresponding to the multiple groups of vehicle decelerations, wherein the i-th group of change amplitudes includes a first change amplitude of the battery power of the first vehicle before and after energy recovery based on the i-th first deceleration, and a second change amplitude of the battery power of the first vehicle before and after energy recovery based on the i-th second deceleration; In response to the amplitude of the change in battery power corresponding to the i-th group of vehicle decelerations meeting a preset amplitude requirement, the i-th first deceleration, the i-th second deceleration and the i-th group of calibration data are determined as target values ​​of the energy recovery parameters.

7. The method according to any one of claims 1 to 5, characterized in that: After determining, in the i-th calibration test using the i-th group of calibration data, the i-th first deceleration when the first vehicle performs energy recovery based on the first energy recovery mode, and the i-th second deceleration when the first vehicle performs energy recovery based on the second energy recovery mode, the method further includes: Acquiring road condition data of a road on which the first vehicle is located, wherein the road condition data includes a slope of the road on which the first vehicle is located; In response to the i-th first deceleration and the i-th second deceleration meeting a preset parameter requirement, determining the i-th first deceleration, the i-th second deceleration and the i-th group of calibration data as a target value of the energy recovery parameter includes: In response to the i-th first deceleration and the i-th second deceleration meeting preset parameter requirements, a weighted operation is performed based on the slope and the i-th first deceleration and the i-th second deceleration to obtain an i-th weighted first deceleration and an i-th weighted second deceleration; The i-th weighted first deceleration, the i-th weighted second deceleration and the i-th group of calibration data are determined as target values ​​of the energy recovery parameters.

8. The method according to any one of claims 1 to 5, characterized in that: After determining, in the i-th calibration test using the i-th group of calibration data, the i-th first deceleration when the first vehicle performs energy recovery based on the first energy recovery mode, and the i-th second deceleration when the first vehicle performs energy recovery based on the second energy recovery mode, the method further includes: Acquire road condition data of the road on which the first vehicle is located, the road condition data including a bumpiness degree of the road on which the first vehicle is located, the bumpiness degree being used to indicate whether a road surface of the first vehicle is concave or convex; In response to the i-th first deceleration and the i-th second deceleration meeting a preset parameter requirement, determining the i-th first deceleration, the i-th second deceleration and the i-th group of calibration data as a target value of the energy recovery parameter includes: In response to the i-th first deceleration and the i-th second deceleration meeting preset parameter requirements, if the bumpiness does not meet preset road surface requirements, converting the bumpiness into a bumpiness parameter; Performing a weighted operation on the jolt parameter and the i-th first deceleration and the i-th second deceleration to obtain an i-th weighted first deceleration and an i-th weighted second deceleration; The i-th weighted first deceleration, the i-th weighted second deceleration and the i-th group of calibration data are determined as target values ​​of the energy recovery parameters.

9. A device for determining energy recovery parameters, characterized in that: The device comprises: An acquisition module, used for acquiring a parameter calibration file, wherein the parameter calibration file includes a plurality of sets of calibration data corresponding to energy recovery parameters, wherein the energy recovery parameters are used for controlling the effect of energy recovery of the first vehicle; A calibration test module, used for performing calibration tests on the energy recovery effect based on multiple groups of calibration data in the parameter calibration file; a deceleration determination module, configured to determine, in an i-th calibration test performed using an i-th group of calibration data, an i-th first deceleration when the first vehicle performs energy recovery based on a first energy recovery mode, and an i-th second deceleration when the first vehicle performs energy recovery based on a second energy recovery mode; wherein the first energy recovery mode refers to a working mode for recovering energy when the first vehicle is in a coasting state, and the second energy recovery mode refers to a working mode for recovering energy when the first vehicle switches from a coasting state to a braking state, and i is a positive integer; A parameter determination module is used to determine the i-th first deceleration, the i-th second deceleration and the i-th group of calibration data as target values ​​of the energy recovery parameters in response to the i-th first deceleration and the i-th second deceleration meeting preset parameter requirements.

10. A computer device, characterized in that: The computer device includes a processor and a memory, wherein the memory stores at least one program, and the at least one program is loaded and executed by the processor to implement the method for determining energy recovery parameters as described in any one of claims 1 to 8.

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