Trailed vehicle energy recovery method, device, equipment and medium

Abstract

The invention provides a towed vehicle energy recovery method, device and equipment and a medium, the method and a trailer pull a vehicle through a traction rope, and the method comprises the following steps that the current speed of the vehicle, the gradient value of the ramp position where the vehicle is located and the tension value of the traction rope are obtained; when the current speed is larger than a preset speed threshold value, the slope value is smaller than a preset slope threshold value, and the tension value is located in a preset safety threshold value interval, brake data of the vehicle is correspondingly generated, so that a motor is controlled to output corresponding negative torque, and energy is recycled into a battery system; and when the pulling force value exceeds the safety threshold value interval and the electric quantity of a battery in the battery system exceeds a preset electric quantity threshold value, controlling a motor to output corresponding positive torque according to the slope value so as to utilize the energy in the battery system to assist the trailer. By intelligently adjusting the torque of the motor, energy recovery and assistance in the trailer process are achieved, and the safety and efficiency of the trailer process are improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle energy management technology, and in particular to a method, device, equipment and medium for recovering energy from a towed vehicle. Background Art

[0002] With the popularity of new energy vehicles, the performance of power batteries, as the core components of electric vehicles, directly affects the safety and efficiency of vehicle use. However, in actual use, the power battery may be insufficient for various reasons, causing the vehicle to be unable to drive normally. At this time, a towing service can be used to tow the damaged vehicle to a repair yard for repair. Traditional towing methods will cause the power battery to continue to consume power during the towing process, thereby aggravating battery damage, reducing its service life, and possibly increasing safety risks.

[0003] In order to solve this problem, kinetic energy recovery technology was proposed, which aims to convert the kinetic energy generated during the towing process into electrical energy to replenish the power battery. However, the existing kinetic energy recovery technology is mainly aimed at the situation where the power battery has normal power. When the power is lower than the preset value, the power battery will enter a fault state, limiting the charging and discharging functions, making it impossible to replenish the power battery through basic kinetic energy recovery methods. Usually, the vehicle needs to be towed to a charging station and charged with a charging gun before it can be restored to use. In addition, since the power battery enters a faulty state, the power battery cannot be replenished with energy, which in turn affects the safety performance of the towing process. Summary of the invention

[0004] The purpose of the present application is to provide a method, device, equipment and medium for recovering energy of a towed vehicle.

[0005] According to one aspect of the present application, a method for recovering energy of a towed vehicle is provided, comprising:

[0006] Get the current speed of the vehicle, the slope value of the ramp, and the tension value of the traction rope;

[0007] When the current speed is greater than a preset speed threshold, the slope value is less than a preset slope threshold, and the pulling force value is within a preset safety threshold range, braking data of the vehicle is generated accordingly to control the motor to output a corresponding negative torque to recover energy into the battery system;

[0008] When the pulling force value exceeds the safety threshold interval and the battery power in the battery system exceeds a preset power threshold, the motor is controlled to output a corresponding positive torque according to the slope value to utilize the energy in the battery system to assist the trailer.

[0009] According to another aspect of the present application, there is provided a towed vehicle energy recovery device, comprising:

[0010] The vehicle data acquisition module is configured to acquire the current speed of the vehicle, the slope value of the ramp position, and the pulling force value of the traction rope;

[0011] an energy recovery module, configured to generate braking data of the vehicle when the current speed is greater than a preset speed threshold, the slope value is less than a preset slope threshold, and the pulling force value is within a preset safety threshold interval, so as to control the motor to output a corresponding negative torque and recover energy into the battery system;

[0012] The power assist control module is configured to control the motor to output a corresponding positive torque according to the slope value when the pulling force value exceeds the safety threshold interval and the battery power in the battery system exceeds a preset power threshold, so as to utilize the energy in the battery system to assist the trailer.

[0013] According to another aspect of the present application, a computer device is provided, comprising a central processing unit and a memory, wherein the central processing unit is used to call and run a computer program stored in the memory to execute the steps of the towed vehicle energy recovery method described in the present application.

[0014] According to another aspect of the present application, a non-volatile readable storage medium is provided, which stores a computer program implemented according to the towed vehicle energy recovery method in the form of computer-readable instructions, and when the computer program is called and executed by a computer, the steps included in the method are executed.

[0015] The technical solution of this application has many advantages, including but not limited to the following aspects:

[0016] The technical solution of this application realizes efficient energy recovery and auxiliary assistance during the towing process through real-time monitoring and intelligent control, thereby improving the efficiency and safety of trailer operation. Specifically, by obtaining the current speed of the vehicle, the slope value of the ramp position, and the tension value of the towing rope, it is determined whether it is in a state suitable for energy recovery, and the energy recovery mechanism is automatically started when specific conditions are met to convert kinetic energy into electrical energy and store it in the battery system. At the same time, when the battery power is sufficient and the trailer encounters greater resistance, the motor will be controlled to output positive torque to reduce the burden on the trailer and ensure the smoothness of the towing process. This solution not only optimizes the battery utilization efficiency and extends the battery life, but also reduces safety hazards during the towing process through intelligent control. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] 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.

[0018] Figure 1 A schematic diagram of the structure of a trailer system according to a typical embodiment of the present application;

[0019] Figure 2 A schematic flow chart of a typical embodiment of the towed vehicle energy recovery method of the present application;

[0020] Figure 3 A schematic diagram of a process for predicting the pulling force value of a traction rope in an embodiment of the present application;

[0021] Figure 4 This is a schematic diagram of a process for generating corresponding braking data based on the pulling force value and the current speed of the vehicle in an embodiment of the present application;

[0022] Figure 5 This is a schematic diagram of a process for generating corresponding braking data under one of the deceleration conditions of the vehicle in an embodiment of the present application;

[0023] Figure 6 This is a schematic diagram of a process for generating corresponding braking data based on a slope value in an embodiment of the present application;

[0024] Figure 7 This is a schematic diagram of a process for obtaining a corresponding negative torque value by using a linear relationship in an embodiment of the present application;

[0025] Figure 8 This is a schematic diagram of a process of controlling the motor to output a corresponding positive torque to assist the trailer in an embodiment of the present application;

[0026] Fig. 9 This is a schematic structural diagram of an energy recovery device for a towed vehicle according to a typical embodiment of the present application;

[0027] Fig.10 It is a schematic diagram of the structure of the computer device in the embodiment of the present application. DETAILED DESCRIPTION

[0028] The embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application, and cannot be interpreted as limiting the present application.

[0029] It will be understood by those skilled in the art that, unless expressly stated, the singular forms "one", "said", and "the" used herein may also include plural forms. It should be further understood that the term "comprising" used in the specification of the present application refers to the presence of the features, integers, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components and / or groups thereof. It should be understood that when we refer to an element as being "connected" or "coupled" to another element, it may be directly connected or coupled to the other element, or there may be an intermediate element. In addition, the "connection" or "coupling" used herein may include wireless connection or wireless coupling. The term "and / or" used herein includes all or any unit and all combinations of one or more associated listed items.

[0030] It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as those generally understood by those skilled in the art to which this application belongs. It should also be understood that terms such as those defined in general dictionaries should be understood to have meanings consistent with those in the context of the prior art, and will not be interpreted with idealized or overly formal meanings unless specifically defined as here.

[0031] The present application provides a method for energy recovery of a towed vehicle, which intelligently adjusts the torque of the motor of the vehicle according to the current speed of the vehicle, the slope value of the ramp position, and the tension value of the towing rope, wherein, in the vehicle, the motor can be used to drive the vehicle, or it can be used as a generator to convert kinetic energy into electrical energy. That is, the method can provide positive torque to assist the trailer in special scenarios when the battery system of the vehicle is charged to the safety threshold range, and can also apply negative torque of the motor in specific scenarios to recover electricity from the battery system to optimize battery energy management and improve the safety and efficiency of the towing process. Specifically, when the current speed is greater than the preset speed threshold, the slope value is less than the preset slope threshold, and the tension value is within the preset safety threshold range, the motor can be controlled to output the corresponding negative torque according to the braking data of the vehicle in different situations, and the kinetic energy during the braking process can be converted into electrical energy and stored in the battery system. When the tension value exceeds the preset safety threshold range, for example, when the towing process is in an uphill state, at this time, the tension value of the towing rope may exceed the preset safety threshold range, by judging whether the battery power in the battery system exceeds the preset power threshold, if it exceeds, the motor can be controlled to output the corresponding positive torque according to the slope value of the ramp position of the vehicle at this time, and the energy in the battery system can be used to provide additional assistance to the trailer, reduce the burden of the trailer, and make the towing process smoother.

[0032] In this embodiment, the towed vehicle energy recovery method is implemented based on the trailer system. Figure 1 , the trailer system includes a trailer 100, a towed vehicle 200 (hereinafter referred to as the vehicle) and a towing rope 300. The vehicle 200 is provided with a control unit, which can accurately control the torque output of the motor by real-time monitoring of various parameters generated during the towing process, thereby realizing energy recovery and utilization. In one embodiment, the trailer system also includes a speed measurement component, a slope measurement component and a tension component. The control unit is communicatively connected with the speed measurement component, the slope measurement component and the tension component. Among them, the control unit can directly obtain the current speed of the vehicle by communicating with the vehicle-mounted system of the vehicle 200, and can also monitor the current speed of the vehicle in real time by installing speed measurement components such as radar sensors, laser sensors or wheel encoders on the vehicle; by installing slope measurement components such as accelerometers or gyroscopes on the vehicle 200, it is used to calculate the inclination angle of the vehicle at different ramp positions, thereby calculating the slope value. By setting a group of tension components, the tension component includes a first tension meter 110 and a second tension meter 120, one end of the first tension meter 110 is connected to the trailer 100, the other end of the first tension meter 110 is connected to the traction rope 300, one end of the second tension meter 120 is connected to the traction rope 300, and the other end of the second tension meter 120 is connected to the vehicle 200, the first tension meter 110 and the second tension meter 120 are both used to detect the tension applied externally, and the first tension meter 110 and the second tension meter 120 can both generate force data based on the corresponding tension. Among them, the tension value of the traction rope can be determined based on one or more of the force data generated by the first tension meter 110 and the second tension meter 120.

[0033] In another embodiment, the trailer system further includes a front camera 130, which is installed in front of the vehicle 200. The front camera 130 can collect image data in front of the vehicle 200 (the image data is referred to as front image data). The control unit of the present application obtains the front image data collected by the front camera 130 in real time, and inputs the front image data into a pre-trained neural network model in the control unit to obtain the speed information of the trailer. The neural network model can analyze the front image data, identify the characteristics and status of the trailer, and thus generate the speed information of the trailer.

[0034] The towed vehicle energy recovery method of the present application is implemented based on the trailer system described above. The towed vehicle energy recovery method can be implemented as a computer program product and run in the control unit of the vehicle. Figure 2 A towed vehicle energy recovery method of the present application, in a typical embodiment, comprises the following steps:

[0035] Step S5100, obtaining the current speed of the vehicle, the slope value of the ramp position, and the pulling force value of the traction rope;

[0036] In the field of vehicle maintenance and rescue services, when a vehicle encounters a fault or damage and cannot continue to drive, it is necessary to use a tow truck to tow the faulty vehicle (i.e., the vehicle) to a maintenance site for maintenance using a towing rope. During the towing process, the tow truck tows the vehicle to travel. Due to different road environments, the current speed of the vehicle, the slope value of the ramp position, and the tension value of the towing rope will also be different. In one embodiment, the control unit communicates with the vehicle-mounted system of the vehicle, and can directly obtain the vehicle speed information of the vehicle, so as to determine the current vehicle speed of the vehicle, wherein the vehicle speed information is usually stored in the non-volatile memory of the vehicle-mounted system. The vehicle-mounted system of the vehicle will obtain the vehicle speed information of the vehicle in real time, and display the vehicle speed information on the dashboard of the vehicle, or on a screen connected to the vehicle. It can also communicate directly with speed measurement components such as radar sensors, laser sensors, or wheel encoders installed in the vehicle to monitor the current speed of the vehicle in real time. In an exemplary example of this embodiment, a wheel encoder is used to monitor the speed of the vehicle in real time. A wheel encoder is a sensor installed on the wheel of a vehicle, which calculates the speed of the vehicle by detecting the rotation of the wheel. Specifically, the wheel encoder collects the rotation data of the wheel in real time and transmits the data to the trailer's control unit. The control unit calculates the vehicle's linear speed (i.e., vehicle speed) based on the wheel diameter and rotation speed.

[0037] In this embodiment, the inclination angle of the vehicle at different ramp positions can be calculated by an accelerometer, thereby calculating the slope value. An accelerometer is a sensor that can measure the acceleration of an object. It can determine the inclination angle of an object by detecting the components of gravity acceleration in different directions. After the accelerometer is installed on the vehicle, when the vehicle travels on different ramps, the accelerometer will measure the acceleration component of the vehicle in the vertical direction in real time. Since the gravity acceleration is constant, the inclination angle of the vehicle relative to the horizontal plane can be calculated by comparing the acceleration components of the vehicle in the horizontal and vertical directions. Specifically, the accelerometer will output a three-axis acceleration data, including the acceleration values ​​of the X-axis, Y-axis and Z-axis. Through trigonometric calculation, the inclination angle of the vehicle on the ramp can be obtained. The inclination angle is the slope value, which reflects the steepness of the ramp.

[0038] In this embodiment, the tension value of the traction rope can be determined by the force data generated by the first tension meter and the second tension meter. In this embodiment, the tension value can be measured by only setting one of the first tension meter or the second tension meter. The tension meter will measure the tension on the traction rope in real time and transmit the tension data to the control unit. The control unit will directly obtain the tension value of the traction rope based on the measurement result of the tension meter. The first tension meter and the second tension meter can also be used at the same time. The first tension meter and the second tension meter will measure the tension on the traction rope at the same time and transmit the tension data to the control unit. The control unit will calculate the tension value of the traction rope based on the measurement results of the two. By using two tension meters at the same time, the accuracy and reliability of the tension measurement can be improved, ensuring that accurate tension values ​​can be obtained under different road environments.

[0039] Step S5200: When the current speed is greater than a preset speed threshold, the slope value is less than a preset slope threshold, and the pulling force value is within a preset safety threshold range, brake data of the vehicle is generated accordingly to control the motor to output a corresponding negative torque to recover energy into the battery system;

[0040] The control unit monitors the current speed of the vehicle, the slope value of the ramp position, and the tension value of the traction rope in real time through the previous step. Specifically, the control unit compares the current speed of the vehicle with the preset speed threshold. If the current speed is greater than the preset speed threshold, it indicates that the vehicle is traveling at a higher speed, and energy recovery is required to improve energy efficiency. The control unit will also check the slope value of the ramp where the vehicle is located. If the slope value is less than the preset slope threshold, it indicates that the ramp is relatively gentle and suitable for energy recovery. The control unit also determines whether the tension value of the traction rope is within the preset safety threshold interval. If the tension value is within the safety threshold interval, it indicates that the tension of the traction rope is moderate and will not cause excessive burden on the trailer system. It should be noted that the speed threshold, slope threshold, and safety threshold interval are all set by those skilled in the art through experience or experimental data. When the above conditions are met at the same time, the control unit will generate the corresponding braking data of the vehicle according to the current speed, slope value, and tension value of the vehicle under different circumstances. Please refer to the subsequent specific implementation methods for generating corresponding braking data under different circumstances, which will not be repeated here. The motor is controlled to output the corresponding negative torque according to the generated braking data, so that the motor produces the corresponding braking effect, thereby slowing down the speed of the vehicle to varying degrees. At the same time, the motor generates electrical energy during the braking process, which will be recovered and stored in the battery system for subsequent use.

[0041] In another embodiment, when the vehicle speed is lower than a preset speed threshold, it indicates that the efficiency of energy recovery is low at this time, and energy recovery is not required. When the slope value indicates that the towing process is in an uphill state at this time, and the slope value is greater than the preset slope value, if the motor is controlled to output negative torque to recover energy at this time, it may cause the traction rope to break. When the tension value of the traction rope exceeds the preset safety threshold range, it indicates that the friction of the road surface passed during the towing process is large. If the motor is controlled to output negative torque to recover energy at this time, it may cause the traction rope to break. That is, when any of the above three situations occurs, the control unit will issue an instruction to prohibit the motor from outputting negative torque for energy recovery, avoiding safety hazards such as traction rope breakage, and ensuring the safety and reliability of the towing process.

[0042] Step S5300: When the pulling force value exceeds the safety threshold interval and the battery power in the battery system exceeds a preset power threshold, the motor is controlled to output a corresponding positive torque according to the slope value to utilize the energy in the battery system to assist the trailer.

[0043] The control unit determines whether the pulling force value of the towing rope is within the preset safety threshold interval. When the pulling force value exceeds the set safety threshold interval, it indicates that a large resistance is encountered during the towing process, such as passing through a rugged road or an uphill section. At this time, additional assistance is needed to ensure the smooth progress of the towing process. If the battery power in the battery system exceeds the preset power threshold at this time, that is, there is enough energy available in the battery system, the control unit will determine the output torque of the motor according to the current slope value. Specifically, the control unit will calculate the corresponding positive torque value according to the size of the slope value, and then control the motor to output the corresponding positive torque according to the positive torque value, thereby providing additional assistance to the trailer. In this way, the vehicle can use the energy in the battery system to provide assistance to the trailer when the pulling force value exceeds the safety threshold interval and the battery power is sufficient, ensuring the safety of the towing process, while also effectively reducing the burden of the trailer and improving the efficiency and stability of the towing process.

[0044] In one embodiment, the control unit presets multiple slope thresholds and their corresponding positive torque values. For example, when the slope value is between 5° and 10°, the control unit outputs a lower positive torque value; when the slope value is between 10° and 15°, the control unit outputs a medium-sized positive torque value; when the slope value is greater than 15°, the control unit outputs a higher positive torque value. The control unit selects the corresponding positive torque value for output according to the current slope value. Specifically, the control unit compares the current slope value with the preset slope threshold, finds the closest slope threshold, and outputs the positive torque value corresponding to the slope threshold. In another embodiment, the control unit presets multiple output discharge power determination conditions, which include multiple slope thresholds and their corresponding discharge power thresholds. For example, when the slope value is between 5° and 10°, the corresponding discharge power threshold is 10kW; when the slope value is between 10° and 15°, the corresponding discharge power threshold is 20kW; when the slope value is greater than 15°, the corresponding discharge power threshold is 30kW. The control unit will sort the multiple slope thresholds in these discharge power determination conditions from small to large, and then compare the current slope value with the sorted multiple slope thresholds. For example, if the current slope value is 12°, the control unit will determine that it is within the range of 10° to 15°. Then, the control unit will further compare the obtained allowable discharge power with the discharge power threshold (i.e., 20kW) corresponding to the previous slope threshold (i.e., 10° to 15°). If the allowable discharge power is greater than 20kW, the control unit will control the motor to output the positive torque (i.e., 20kW) corresponding to the preset discharge power threshold to assist the trailer. In this way, the control unit can dynamically adjust the output torque of the motor according to the current slope value and the allowable discharge power, ensuring that appropriate assistance can be provided to the trailer under different slope conditions, thereby improving the efficiency and stability of the towing process.

[0045] It can be known from the typical embodiments of the present application that the technical solution of the present application has many advantages, including but not limited to the following aspects:

[0046] The technical solution of this application realizes efficient energy recovery and auxiliary assistance during the towing process through real-time monitoring and intelligent control, thereby improving the efficiency and safety of trailer operation. Specifically, by obtaining the current speed of the vehicle, the slope value of the ramp position, and the tension value of the towing rope, it is determined whether it is in a state suitable for energy recovery, and the energy recovery mechanism is automatically started when specific conditions are met to convert kinetic energy into electrical energy and store it in the battery system. At the same time, when the battery power is sufficient and the trailer encounters greater resistance, the motor will be controlled to output positive torque to reduce the burden on the trailer and ensure the smoothness of the towing process. This solution not only optimizes the battery utilization efficiency and extends the battery life, but also reduces safety hazards during the towing process through intelligent control.

[0047] According to the different road conditions encountered during the towing process, this application will obtain the different current speeds of the vehicle, the slope value of the ramp position, and the tension value of the towing rope, and then the control unit can accurately calculate the torque value of the corresponding motor output through these parameters, including positive torque value and negative torque value. According to the adjustment of different negative torque values, energy recovery is carried out to the greatest extent. At the same time, in the output of the positive torque value, according to the different slope values, the output torque of the motor is dynamically adjusted to ensure that the trailer can be provided with appropriate assistance under different slope conditions, thereby improving the efficiency and stability of the towing process.

[0048] Based on any embodiment of the method of this application, please refer to Figure 3 , before obtaining the current speed of the vehicle, the slope value of the ramp position, and the pulling force of the traction rope, including:

[0049] Step S6100, obtaining a preset training set, wherein the training set includes training samples and supervisory labels, wherein the training samples are a plurality of deformation data of the traction rope collected in real time by a strain sensor installed on the traction rope in a trailer scene, and the supervisory label represents the tension value of the traction rope corresponding to the training sample;

[0050] The control unit obtains a preset training set, which is used to train the neural network model so that it can predict the corresponding tension value based on the deformation data of the towing rope. The training set includes a large number of training samples and their corresponding supervisory labels. The training samples are several deformation data of the towing rope collected in real time by the strain sensor installed on the towing rope in the trailer scene. The strain sensor monitors the deformation of the towing rope in real time and transmits these deformation data to the control unit. The control unit stores these deformation data as training samples in the training set. The supervisory label is the tension value of the towing rope corresponding to each training sample, which can be obtained by other high-precision tension sensors or experimental measurements. The role of the supervisory label is to tell the neural network model the correct tension value corresponding to each training sample, so that the model can learn how to predict the tension value based on the deformation data during the training process. In this way, the control unit can obtain a large number of training samples and their supervisory labels to provide data support for subsequent neural network model training.

[0051] Step S6200: Call the training set to train the neural network model until it converges, so that it can learn the ability to obtain the corresponding pulling force value of the traction rope according to the input deformation data of the traction rope.

[0052] The control unit will call the preset training set to train the neural network model so that it can predict the corresponding tension value based on the input deformation data of the towing rope. Specifically, the control unit will input the training samples in the training set into the neural network model and calculate the prediction error of the model based on the supervision label. Then, the control unit will use the back propagation algorithm to adjust the parameters of the neural network model to minimize the prediction error. This process will be repeated until the prediction error of the model reaches the preset convergence standard, that is, the model can accurately predict the corresponding tension value based on the deformation data of the towing rope. In this way, the control unit can train a high-precision neural network model, so that it can predict the tension value in real time based on the deformation data of the towing rope in actual applications, thereby improving the control accuracy and reliability of the trailer system.

[0053] In this embodiment, by obtaining a preset training set, including a large number of training samples and their corresponding supervision labels, rich data support is provided for the training of the neural network model, ensuring that the model can accurately predict the tension value based on the deformation data of the traction rope, thereby improving the control accuracy and reliability of the trailer system. By calling the training set to train the neural network model to a convergence state, the model learns the ability to obtain the corresponding tension value based on the input traction rope deformation data, ensuring that the model can predict the tension value in real time and accurately in actual application, further improving the control accuracy and reliability of the trailer system.

[0054] Based on any embodiment of the method of this application, please refer to Figure 4 When the current speed is greater than a preset speed threshold, the slope value is less than a preset slope threshold, and the pulling force value is within a preset safety threshold range, braking data of the vehicle is generated accordingly to control the motor to output a corresponding negative torque to recover energy to the battery system, including:

[0055] Step S5210: obtaining the pulling force value of the traction rope and the current speed of the vehicle within a preset time period, and obtaining the corresponding negative torque value of the motor according to the current speed of the vehicle and a preset first mapping relationship;

[0056] Within the preset time, the control unit will continuously monitor the tension value of the traction rope and the current speed of the vehicle. Specifically, the control unit can obtain the tension value of the traction rope through the measurement data of the dynamometer or strain sensor installed on the traction rope, and obtain the current speed of the vehicle in real time through the wheel encoder or other speed measurement components. The acquired data will be transmitted to the control unit in real time for processing. In one embodiment, the control unit will search for a preset first mapping relationship table according to the current speed of the vehicle. The first mapping relationship table is a pre-set data table, which contains the motor negative torque values ​​corresponding to different vehicle speed ranges. For example, when the vehicle speed is between 0 and 10km / h, the corresponding motor negative torque value is 10Nm; when the vehicle speed is between 10 and 20km / h, the corresponding motor negative torque value is 20Nm, and so on. The control unit will find the corresponding motor negative torque value in the first mapping relationship table according to the current speed of the vehicle.

[0057] Step S5220: when the pulling force of the traction rope increases, a corresponding first torque reduction coefficient is obtained according to the pulling force value and a preset second mapping relationship, and braking data of the vehicle is generated according to the first torque reduction coefficient and the negative torque value of the motor, so as to adjust the motor to output the corresponding negative torque and reduce the braking force;

[0058] When the control unit detects that the tension value of the traction rope increases within a preset time, the tension value changes in real time, reflecting the actual tension borne by the traction rope during the towing process. The control unit will obtain the corresponding first torque reduction coefficient according to the tension value and the preset second mapping relationship, wherein the second mapping relationship is set by a person skilled in the art as needed, and the second mapping relationship can be expressed as a mapping table or a linear model. When expressed as a mapping table, a second mapping table about the tension value and the first torque reduction coefficient is predefined, which contains the first torque reduction coefficient corresponding to different tension value ranges. The second mapping table is set according to experimental data and empirical values ​​in the actual towing process. That is, based on the obtained tension value, the corresponding first torque reduction coefficient can be determined by searching in the second mapping table. For example, when the tension value is between 0 and 100N, the corresponding first torque reduction coefficient is 0.9; when the tension value is between 100 and 200N, the corresponding first torque reduction coefficient is 0.8; when the tension value is between 200 and 300N, the corresponding first torque reduction coefficient is 0.7; and so on. For example, if the tension value of the traction rope is 150N, the control unit will find the corresponding first torque reduction coefficient of 0.8 in the second mapping table. Then, the control unit will multiply the first torque reduction coefficient by the motor negative torque value obtained in the previous step to obtain the adjusted motor negative torque value. For example, if the motor negative torque value obtained in the previous step is 20Nm, when the tension value of the traction rope is 150N, the adjusted motor negative torque value is 20Nm*0.8=16Nm. The adjusted motor negative torque value is the negative torque that the control unit should output when the tension value of the traction rope increases, which is used to reduce the braking force.

[0059] When expressed as a linear model, the corresponding first torque reduction coefficient can be determined according to a pre-set linear model and a tension value. The linear model is obtained by fitting historical data and can predict the first torque reduction coefficient according to the change trend of the tension value of the traction rope. Specifically, the control unit collects a series of data points of different tension values ​​and corresponding first torque reduction coefficients, and uses these data points to construct a linear regression model. The linear regression model can linearly adjust the first torque reduction coefficient according to the increase or decrease of the tension value, thereby achieving precise control of the negative torque value of the motor. When the control unit detects that the tension value of the traction rope increases, the tension value of the traction rope is input into the linear model, and the set linear model outputs a corresponding first torque reduction coefficient. Then, the control unit multiplies the first torque reduction coefficient with the negative torque value of the motor obtained in the previous step to obtain the adjusted negative torque value of the motor.

[0060] In this way, the control unit can dynamically adjust the negative torque output by the motor according to the change in the pulling force of the traction rope, ensuring that the braking force is reduced when the pulling force increases, avoiding excessive burden on the trailer system. In addition, the control unit will also convert the adjusted negative torque value of the motor into corresponding braking data to adjust the output torque of the motor so that it outputs the corresponding negative torque, thereby reducing the braking force.

[0061] Step S5230: when the pulling force of the traction rope remains unchanged, controlling the motor to output the negative torque value of the motor for braking;

[0062] When the control unit detects that the tension value of the towing rope remains unchanged, it indicates that the resistance encountered during the towing process remains stable, that is, the towing process is in a uniform speed state. At this time, there is no need to further adjust the negative torque output by the motor. Specifically, the control unit uses the negative torque value of the motor in the above steps as brake data to adjust the output of the motor so that the motor generates corresponding torque, thereby maintaining the uniform speed of the vehicle. In this way, the control unit can dynamically adjust the motor torque when the tension of the towing rope remains unchanged and the vehicle is at a uniform speed, thereby ensuring the safety and stability of the towing process.

[0063] Step S5240, when the tension value of the traction rope decreases, a corresponding first torque increase coefficient is obtained according to the tension value and a preset third mapping relationship, and braking data of the vehicle is generated according to the first torque increase coefficient and the negative torque value of the motor to adjust the motor output corresponding negative torque and increase the braking force.

[0064] When the tension value of the traction rope decreases, the control unit will obtain the corresponding first torque increase coefficient according to the tension value of the traction rope and the preset third mapping relationship. The third mapping relationship is a preset mapping table or a linear model. When expressed as a mapping table, the mapping table contains different tension value ranges and their corresponding first torque increase coefficients. For example, when the tension value is between 0 and 100N, the corresponding first torque increase coefficient is 1.1; when the tension value is between 100 and 200N, the corresponding first torque increase coefficient is 1.2; when the tension value is between 200 and 300N, the corresponding first torque increase coefficient is 1.3. The control unit will find the corresponding first torque increase coefficient in the mapping table according to the tension value of the traction rope. For example, if the tension value of the traction rope is 50N, the control unit will find the corresponding first torque increase coefficient in the mapping table as 1.1. Then, the control unit will multiply the first torque increase coefficient with the obtained motor negative torque value to obtain the adjusted motor negative torque value. For example, if the motor negative torque value is 20Nm, then when the pulling force of the traction rope is 50N, the adjusted motor negative torque value is 20Nm*1.1=22Nm. The adjusted motor negative torque value is the negative torque that the control unit should output when the pulling force of the traction rope decreases, which is used to increase the braking force.

[0065] In this embodiment, by acquiring the pulling force of the traction rope and the current speed of the vehicle in real time, and dynamically adjusting the negative torque value of the motor according to the preset mapping relationship, efficient energy recovery and precise control during the towing process are achieved. Specifically, when the pulling force of the traction rope increases, the braking force is reduced to avoid excessive burden on the towing system, thereby improving the stability and safety of the towing process; when the pulling force of the traction rope remains unchanged, the stable motor torque output is maintained to ensure the uniform speed of the towing process, thereby enhancing the stability of the towing process; when the pulling force of the traction rope decreases, the braking force is increased to prevent the vehicle from speeding too fast, thereby further improving the safety and stability of the towing process, while maximizing energy recovery.

[0066] Based on any embodiment of the method of this application, please refer to Figure 5 When the current speed is greater than a preset speed threshold, the slope value is less than a preset slope threshold, and the pulling force value is within a preset safety threshold range, braking data of the vehicle is generated accordingly to control the motor to output a corresponding negative torque to recover energy to the battery system, including:

[0067] Step S5250: continuously collect image data in front of the vehicle using a front camera installed in front of the vehicle, and input the image data in front into a pre-trained neural network model to obtain speed information of the trailer;

[0068] The control unit will use the front camera installed in front of the vehicle to continuously collect image data in front of the vehicle. The front camera will capture images of the road and trailer in front of the vehicle in real time and transmit these image data to the control unit. The control unit will input these front image data into the pre-trained neural network model. The neural network model is a deep learning model that can process image data. By learning a large amount of image data, it can recognize and analyze various features in the image. During the training process, the neural network model will learn how to extract the speed information of the trailer from the image data. Specifically, the neural network model will analyze the characteristics of the trailer's motion trajectory, the rotation speed of the wheels, etc., to infer the speed information of the trailer. In this way, the control unit can use the front camera and the neural network model to obtain the speed information of the trailer in real time, providing data support for subsequent energy management control.

[0069] In one embodiment, the neural network model can be trained by collecting a large number of trailer image data sets and corresponding trailer speed information supervision labels. Specifically, first, a large number of trailer image data sets are collected, which include trailer images under different lighting conditions, different weather conditions, and different road environments. Each image is annotated with corresponding trailer speed information, and these annotated data can be collected by high-precision GPS equipment and speed sensors during the actual trailer process. Then, these image data sets are divided into training sets and validation sets, the training set is used to train the neural network model, and the validation set is used to evaluate the performance of the model. Then, a deep learning architecture suitable for image processing, such as a convolutional neural network (CNN), is selected as the basic architecture of the neural network model. During the training process, the image data in the training set is input into the CNN model, and the model automatically extracts features in the image and adjusts the parameters of the model through the back propagation algorithm to minimize the error between the predicted speed and the actual speed. During the training process, the validation set is used to regularly evaluate the performance of the model, and the hyperparameters of the model, such as the learning rate, batch size, etc., are adjusted according to the evaluation results. After multiple iterations of training, when the performance of the model on the validation set reaches the preset standard, the training process ends. At this point, the neural network model has the ability to extract the trailer speed information from the image data and is used to obtain the above trailer speed information.

[0070] Step S5260: If the speed information of the trailer indicates that the trailer is decelerating, corresponding braking data of the vehicle is generated according to the speed information to adjust the motor to output a corresponding negative torque to increase the braking force.

[0071] The control unit will determine whether the trailer is in a deceleration state based on the trailer speed information obtained from the neural network model. If the trailer speed information indicates that the trailer is decelerating, it indicates that the trailer is decelerating. For example, when the trailer is dragging the vehicle downhill through the towing rope, the trailer begins to decelerate. At this time, the vehicle will move forward a distance due to inertia, and the tension value of the towing rope may be zero, that is, the tension value of the dynamometer cannot be used to determine whether the trailer speed information is characterized as a deceleration state. At this time, the technical feature of the front camera can be used to achieve this. In one embodiment, the control unit will preset a trailer speed information-brake force value mapping table, which records the brake force values ​​corresponding to different trailer speeds. The control unit will search the corresponding brake force value from the mapping table according to the current trailer speed. The control unit will adjust the output of the motor according to the brake data so that the motor generates a corresponding negative torque, thereby increasing the braking force of the vehicle.

[0072] In another embodiment, a plurality of sample pairs are obtained, wherein the sample pairs include speed information of a plurality of trailers and their corresponding braking force values, and these sample pairs are used for linear fitting to establish a linear relationship between the trailer speed information and the braking force. Specifically, the control unit collects a large amount of trailer speed information and its corresponding braking force values ​​to form a plurality of sample pairs. Then, these sample pairs are used for linear regression analysis, and a best fitting straight line is fitted by the least square method and other methods, which describes the linear relationship between the trailer speed information and the braking force. The control unit calculates the braking force value corresponding to the current trailer speed information based on this fitting straight line, and adjusts the output of the motor based on the braking force value, so that the motor generates a corresponding negative torque, thereby increasing the braking force of the vehicle.

[0073] In this embodiment, by continuously collecting image data in front of the vehicle using the front camera and inputting it into the pre-trained neural network model, the speed information of the trailer is obtained in real time, providing accurate data support for subsequent energy management control, ensuring the safety and stability of the trailer process. Then, by judging whether the speed information of the trailer is characterized as a deceleration state, and generating corresponding braking data of the vehicle according to the trailer speed information, the motor output corresponding negative torque is adjusted, and the braking force is increased, ensuring effective braking during the trailer deceleration process, avoiding the risk of loss of control due to inertia, and further improving the safety and reliability of the trailer process.

[0074] Based on any embodiment of the method of this application, please refer to Figure 6 When the current speed is greater than a preset speed threshold, the slope value is less than a preset slope threshold, and the pulling force value is within a preset safety threshold range, braking data of the vehicle is generated accordingly to control the motor to output a corresponding negative torque to recover energy to the battery system, including:

[0075] Step S5270: if the slope value indicates an uphill slope, determine a corresponding third torque reduction coefficient according to the slope value, multiply the third torque reduction coefficient by the current motor output negative torque to obtain a first target negative torque, control the motor to output the first target negative torque, and recover energy into the battery system;

[0076] The control unit will determine whether the vehicle is in an uphill state according to the current slope value. If the slope value is characterized as an uphill, it means that the vehicle is traveling uphill. At this time, it is necessary to adjust the negative torque output by the motor to reduce the braking force to avoid the behavior of the traction rope tension value exceeding the preset safety threshold range during the uphill process, causing the traction rope to break. The control unit will determine the corresponding third torque reduction coefficient according to the current slope value. Specifically, the control unit will preset a slope-torque reduction coefficient mapping table, which records the third torque reduction coefficient corresponding to different slope values ​​under this specific condition. The control unit will find the corresponding third torque reduction coefficient from the mapping table according to the current slope value. Then, the control unit will multiply the third torque reduction coefficient by the negative torque output by the current motor to obtain the first target negative torque. The control unit will adjust the output of the motor according to the first target negative torque, so that the motor generates the first target negative torque, thereby recovering energy to the battery system. In this way, the control unit can dynamically adjust the output torque of the motor when the vehicle is uphill, ensuring maximum energy recovery under the condition of safety during the towing process.

[0077] Step S5280: If the slope value represents a downhill slope, determine the corresponding second torque increase coefficient according to the slope value, multiply the second torque increase coefficient by the current motor output negative torque to obtain the second target negative torque, control the motor to output the second target negative torque, and recover energy to the battery system.

[0078] The control unit will determine whether the vehicle is in a downhill state based on the current slope value. If the slope value is characterized as a downhill, it indicates that the vehicle is traveling downhill. The control unit will determine the corresponding second torque increase coefficient based on the current slope value. Specifically, the control unit will preset a slope-torque increase coefficient mapping table, which records the second torque increase coefficient corresponding to different slope values. The control unit will look up the corresponding second torque increase coefficient from the mapping table based on the current slope value. Then, the control unit will multiply the second torque increase coefficient by the negative torque output by the current motor to obtain the second target negative torque. The control unit will use the second target negative torque as braking data to adjust the output of the motor so that the motor generates the second target negative torque, thereby recovering energy to the battery system. In this way, the control unit can dynamically adjust the output torque of the motor when the vehicle is downhill, when the potential for energy recovery is relatively large, to ensure maximum energy recovery while ensuring the safety of the towing process, while avoiding the risk of loss of control due to excessive downhill speed.

[0079] Based on any embodiment of the method of this application, please refer to Figure 7 When the current speed is greater than a preset speed threshold, the slope value is less than a preset slope threshold, and the pulling force value is within a preset safety threshold range, braking data of the vehicle is generated accordingly to control the motor to output a corresponding negative torque to recover energy to the battery system, including:

[0080] Step S7100, obtaining a plurality of sample pairs, wherein the sample pairs include a plurality of preset tension thresholds and their corresponding third torque reduction coefficients, and establishing a linear relationship between the tension threshold and the third torque reduction coefficient according to the sample pairs;

[0081] The control unit will preset multiple tension thresholds and set a corresponding third torque reduction coefficient for each tension threshold. These sample pairs are used to establish a linear relationship between the tension threshold and the third torque reduction coefficient. Based on these sample pairs, the control unit will establish a linear relationship model between the tension threshold and the third torque reduction coefficient through statistical methods such as linear regression. In this way, the control unit can dynamically adjust the third torque reduction coefficient according to the change of the tension threshold, thereby achieving precise control of the motor output torque.

[0082] Step S7200: Based on the linear relationship, determine a corresponding third torque reduction coefficient according to the tension value;

[0083] The control unit will determine the corresponding third torque reduction coefficient according to the current tension value based on the linear relationship model between the tension threshold and the third torque reduction coefficient established in the previous step. Specifically, the control unit will input the current tension value into the linear relationship model and calculate the corresponding third torque reduction coefficient through the model. In this way, the control unit can dynamically adjust the third torque reduction coefficient according to the current tension value, thereby achieving precise control of the motor output torque.

[0084] Step S7300: According to the third torque reduction coefficient, control the motor to output a corresponding negative torque to recover energy into the battery system.

[0085] The control unit will control the motor to output the corresponding negative torque according to the third torque reduction coefficient determined in the previous step, so as to recover energy into the battery system. Specifically, the control unit will multiply the third torque reduction coefficient by the negative torque currently output by the motor to obtain an adjusted negative torque value. Then, the control unit will use the adjusted negative torque value as braking data to adjust the output of the motor so that the motor generates the corresponding negative torque, thereby recovering energy into the battery system. In this way, the control unit can dynamically adjust the output torque of the motor according to the current pulling force value, ensure the safety and stability of the towing process, and achieve energy recovery at the same time.

[0086] In this embodiment, by acquiring multiple sample pairs and establishing a linear relationship between the tension threshold and the third torque reduction coefficient, the control unit can dynamically adjust the third torque reduction coefficient according to the change of the tension threshold, thereby achieving precise control of the motor output torque and ensuring the safety and stability of the towing process. Based on the linear relationship, the corresponding third torque reduction coefficient is determined according to the current tension value, and then the motor is controlled to output the corresponding negative torque according to the third torque reduction coefficient to recover energy to the battery system. The control unit can adjust the motor output torque in real time to ensure that the best energy recovery effect can be achieved under different tension conditions.

[0087] Based on any embodiment of the method of this application, please refer to Figure 8 , controlling the motor to output a corresponding positive torque according to the slope value, so as to use the energy in the battery system to assist the trailer, comprising:

[0088] Step S5310: presetting a plurality of output discharge power determination conditions, wherein the discharge power determination conditions include a plurality of slope thresholds and their corresponding discharge power thresholds;

[0089] The control unit presets multiple slope thresholds and sets a corresponding discharge power threshold for each slope threshold. These discharge power determination conditions are used to dynamically adjust the motor output torque under different slope conditions to ensure the safety and stability of the towing process. In this way, the control unit can select the appropriate discharge power threshold according to the current slope value, thereby achieving precise control of the motor output torque.

[0090] Step S5320: sort the multiple slope thresholds in the discharge power determination condition from small to large, and compare the slope value with the sorted multiple slope thresholds;

[0091] Sort the multiple slope thresholds in the multiple output discharge power determination conditions preset in the previous step. Specifically, the control unit will sort these slope thresholds in order from small to large so that they can be compared later according to the current slope value. Then, the control unit will compare the current slope value with the sorted multiple slope thresholds to determine the interval in which the current slope value is located. In this way, the control unit can select a suitable discharge power threshold according to the current slope value, thereby achieving precise control of the motor output torque.

[0092] Step S5330: when the slope value is greater than the slope threshold and less than the next slope threshold, further comparing the obtained allowed discharge power with the discharge power threshold corresponding to the previous slope threshold;

[0093] According to the multiple slope thresholds sorted in the previous step, the current slope value is compared with these slope thresholds. Specifically, the control unit will find the interval where the current slope value is located, that is, the current slope value is greater than a certain slope threshold and less than the next slope threshold. Then, the control unit will further compare the obtained allowable discharge power with the discharge power threshold corresponding to the previous slope threshold. In this way, the control unit can select a suitable discharge power threshold according to the current slope value and the allowable discharge power, thereby achieving precise control of the motor output torque.

[0094] Step S5340: If the allowed discharge power is greater than the discharge power threshold, the motor is controlled to output a positive torque corresponding to the preset discharge power threshold to assist the trailer.

[0095] Determine whether the current allowed discharge power is greater than the discharge power threshold corresponding to the previous slope threshold. If the allowed discharge power is greater than the discharge power threshold, the control unit will control the motor to output the positive torque corresponding to the preset discharge power threshold to use the energy in the battery system to assist the trailer. In this way, the control unit can dynamically adjust the output torque of the motor according to the current slope value and allowed discharge power, ensuring the safety and stability of the towing process while achieving efficient use of energy.

[0096] In another embodiment, in the previous step, when the slope value is greater than the slope threshold and less than the next slope threshold, the obtained allowable discharge power is further compared with the discharge power threshold corresponding to the previous slope threshold. In this process, if it is determined that the allowable discharge power is less than the discharge power threshold, the allowable discharge power is compared with the discharge power threshold corresponding to the previous slope threshold of the previous slope threshold. If the allowable discharge power is still less than the discharge power threshold, the comparison with the discharge power threshold corresponding to the previous slope threshold continues until the allowable discharge power is greater than the discharge power threshold. At this time, the positive torque corresponding to the discharge power threshold is output to assist the trailer.

[0097] In this embodiment, by presetting multiple output discharge power determination conditions, including multiple slope thresholds and their corresponding discharge power thresholds, and sorting these slope thresholds, the control unit can dynamically select a suitable discharge power threshold according to the current slope value and the allowable discharge power, thereby achieving precise control of the motor output torque. This intelligent energy management strategy not only ensures the safety and stability of the towing process, but also achieves efficient use of energy.

[0098] See also Fig. 9 According to one aspect of the present application, a towed vehicle energy recovery device is provided, comprising a vehicle data acquisition module 5100, an energy recovery module 5200, and a power-assistance control module 5300, wherein the vehicle data acquisition module 5100 is configured to acquire the current speed of the vehicle, the slope value of the ramp position, and the tension value of the towing rope; the energy recovery module 5200 is configured to generate braking data of the vehicle when the current speed is greater than a preset speed threshold, the slope value is less than a preset slope threshold, and the tension value is within a preset safety threshold interval, so as to control the motor to output a corresponding negative torque to recover energy into a battery system; the power-assistance control module 5300 is configured to control the motor to output a corresponding positive torque according to the slope value when the tension value exceeds the safety threshold interval and the battery power in the battery system exceeds the preset power threshold, so as to use the energy in the battery system to assist the trailer.

[0099] On the basis of any embodiment of the device of the present application, the vehicle data acquisition module 5100 includes: a training set acquisition submodule, which is configured to acquire a preset training set, wherein the training set includes training samples and their supervisory labels, wherein the training samples are a number of deformation data of the towing rope collected in real time by a strain sensor installed on the towing rope in a trailer scene, and the supervisory label represents the tension value of the towing rope corresponding to the training sample; and a neural network model training submodule, which is configured to call the training set to train the neural network model to a convergence state, so that it can learn the ability to obtain the corresponding tension value of the towing rope according to the input deformation data of the towing rope.

[0100] Based on any embodiment of the device of the present application, the energy recovery module 5200 includes: a motor negative torque value generation submodule, which is configured to obtain the tension value of the traction rope and the current speed of the vehicle within a preset time length, and obtain the corresponding motor negative torque value according to the current speed of the vehicle and a preset first mapping relationship; a first brake data generation submodule, which is configured to obtain a corresponding first torque reduction coefficient according to the tension value and a preset second mapping relationship when the tension value of the traction rope increases, and generate brake data of the vehicle according to the first torque reduction coefficient and the motor negative torque value, so as to adjust the motor output corresponding negative torque and reduce the braking force; a stable torque output submodule, which is configured to control the motor to output the motor negative torque value for braking when the tension value of the traction rope remains unchanged; a second brake data generation submodule, which is configured to obtain a corresponding first torque increase coefficient according to the tension value and a preset third mapping relationship when the tension value of the traction rope decreases, and generate brake data of the vehicle according to the first torque increase coefficient and the motor negative torque value, so as to adjust the motor output corresponding negative torque and increase the braking force.

[0101] Based on any embodiment of the device of the present application, the energy recovery module 5200 also includes: a speed information acquisition submodule, which is configured to use a front camera installed in front of the vehicle to continuously collect image data in front of the vehicle, and input the front image data into a pre-trained neural network model to obtain the speed information of the trailer; a third braking data generation submodule, which is configured to generate corresponding braking data of the vehicle according to the speed information if the speed information of the trailer indicates that the trailer is decelerating, so as to adjust the motor to output a corresponding negative torque and increase the braking force.

[0102] Based on any embodiment of the device of the present application, the energy recovery module 5200 also includes: a first target negative torque output submodule, which is configured to determine a corresponding third torque reduction coefficient according to the slope value when the slope value is characterized as an uphill slope, multiply the third torque reduction coefficient by the current motor output negative torque to obtain a first target negative torque, control the motor to output the first target negative torque, and recover energy to the battery system; a second target negative torque output submodule, which is configured to determine a corresponding second torque increase coefficient according to the slope value when the slope value is characterized as a downhill slope, multiply the second torque increase coefficient by the current motor output negative torque to obtain a second target negative torque, control the motor to output the second target negative torque, and recover energy to the battery system.

[0103] Based on any embodiment of the device of the present application, the energy recovery module 5200 also includes: a sample pair acquisition submodule, configured to acquire multiple sample pairs, the sample pairs including multiple preset tension thresholds and their corresponding third torque reduction coefficients, and establishing a linear relationship between the tension threshold and the third torque reduction coefficient based on the sample pairs; a third torque reduction coefficient determination submodule, configured to determine the corresponding third torque reduction coefficient according to the tension value based on the linear relationship; a negative torque output submodule, configured to control the motor to output a corresponding negative torque according to the third torque reduction coefficient, so as to recover energy into the battery system.

[0104] Based on any embodiment of the device of the present application, the power assist control module 5300 includes: a condition preset submodule, which is configured to preset multiple output discharge power determination conditions, wherein the discharge power determination conditions include multiple slope thresholds and their corresponding discharge power thresholds; a slope threshold sorting submodule, which is configured to sort the multiple slope thresholds in the discharge power determination conditions from small to large, and compare the slope value with the sorted multiple slope thresholds; a condition comparison submodule, which is configured to further compare the obtained allowable discharge power with the discharge power threshold corresponding to the previous slope threshold when the slope value is greater than the slope threshold and less than the next slope threshold; a positive torque output submodule, which is configured to control the motor to output the positive torque corresponding to the preset discharge power threshold to assist the trailer if the allowable discharge power is greater than the discharge power threshold.

[0105] In order to solve the above technical problems, the present application also provides a computer device. Fig.10As shown, a schematic diagram of the internal structure of a computer device. The computer device includes a processor, a computer-readable storage medium, a memory, and a network interface connected via a system bus. Among them, the computer-readable storage medium of the computer device stores an operating system, a database, and computer-readable instructions. The database may store a control information sequence. When the computer-readable instructions are executed by the processor, the processor may implement a method for recovering energy of a towed vehicle. The processor of the computer device is used to provide computing and control capabilities to support the operation of the entire computer device. The memory of the computer device may store computer-readable instructions. When the computer-readable instructions are executed by the processor, the processor may execute the method for recovering energy of a towed vehicle of the present application. The network interface of the computer device is used to connect and communicate with a terminal. Those skilled in the art will understand that Fig.10 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0106] In this embodiment, the processor is used to execute Fig. 9 The memory stores the program code and various data required to execute the above modules or submodules. The network interface is used to transmit data between user terminals or servers. The memory in this embodiment stores the program code and data required to execute all modules / submodules in the towed vehicle energy recovery device of this application, and the server can call the program code and data of the server to execute the functions of all submodules.

[0107] The present application also provides a storage medium storing computer-readable instructions. When the computer-readable instructions are executed by one or more processors, the one or more processors execute the steps of the towed vehicle energy recovery method of any embodiment of the present application.

[0108] A person skilled in the art can understand that all or part of the processes in the above-mentioned embodiments of the present application can be implemented by instructing the relevant hardware through a computer program, and the computer program can be stored in a computer-readable storage medium. When the program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, the aforementioned storage medium can be a computer-readable storage medium such as a disk, an optical disk, a read-only memory (ROM), or a random access memory (RAM).

[0109] It will be understood by those skilled in the art that the various operations, methods, steps, measures, and schemes in the processes discussed in this application may be alternated, changed, combined, or deleted. Furthermore, other steps, measures, and schemes in the various operations, methods, and processes discussed in this application may also be alternated, changed, rearranged, decomposed, combined, or deleted. Furthermore, the steps, measures, and schemes in the various operations, methods, and processes in the prior art that are open source and in this application may also be alternated, changed, rearranged, decomposed, combined, or deleted.

[0110] The above description is only a partial implementation method of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present application. These improvements and modifications should also be regarded as the scope of protection of the present application.

Claims

1. A method for recovering energy of a towed vehicle, wherein the tow vehicle is towed by a towing rope, characterized in that: include: Get the current speed of the vehicle, the slope value of the ramp, and the tension value of the traction rope; When the current speed is greater than a preset speed threshold, the slope value is less than a preset slope threshold, and the pulling force value is within a preset safety threshold range, braking data of the vehicle is generated accordingly to control the motor to output a corresponding negative torque to recover energy into the battery system; When the pulling force value exceeds the safety threshold interval and the battery power in the battery system exceeds a preset power threshold, the motor is controlled to output a corresponding positive torque according to the slope value to utilize the energy in the battery system to assist the trailer.

2. The towed vehicle energy recovery method according to claim 1, characterized in that: Before obtaining the current speed of the vehicle, the slope value of the ramp position, and the pulling force value of the traction rope, include: Obtaining a preset training set, the training set including training samples and supervisory labels thereof, the training samples being a plurality of deformation data of the traction rope collected in real time by a strain sensor installed on the traction rope in a trailer scene, and the supervisory label representing the tension value of the traction rope corresponding to the training sample; The training set is called to train the neural network model to a convergence state, so that it can learn the ability to obtain the corresponding pulling force value of the traction rope according to the input deformation data of the traction rope.

3. The towed vehicle energy recovery method according to claim 1, characterized in that: When the current speed is greater than a preset speed threshold, the slope value is less than a preset slope threshold, and the pulling force value is within a preset safety threshold range, braking data of the vehicle is generated accordingly to control the motor to output a corresponding negative torque to recover energy to the battery system, including: Within a preset time, the pulling force value of the traction rope and the current speed of the vehicle are obtained, and the corresponding negative torque value of the motor is obtained according to the current speed of the vehicle and a preset first mapping relationship; When the pulling force value of the traction rope increases, a corresponding first torque reduction coefficient is obtained according to the pulling force value and a preset second mapping relationship, and braking data of the vehicle is correspondingly generated according to the first torque reduction coefficient and the negative torque value of the motor, so as to adjust the motor to output the corresponding negative torque and reduce the braking force; When the pulling force value of the traction rope remains unchanged, the motor is controlled to output the negative torque value of the motor for braking; When the tension value of the traction rope decreases, the corresponding first torque increase coefficient is obtained according to the tension value and a preset third mapping relationship, and the braking data of the vehicle is generated according to the first torque increase coefficient and the negative torque value of the motor to adjust the motor output corresponding negative torque and increase the braking force.

4. The towed vehicle energy recovery method according to claim 1, characterized in that: When the current speed is greater than a preset speed threshold, the slope value is less than a preset slope threshold, and the pulling force value is within a preset safety threshold range, braking data of the vehicle is generated accordingly to control the motor to output a corresponding negative torque to recover energy to the battery system, including: Using a front camera installed in front of the vehicle, continuously collecting image data in front of the vehicle, and inputting the image data in front into a pre-trained neural network model to obtain speed information of the trailer; If the speed information of the trailer indicates that the trailer is decelerating, corresponding braking data of the vehicle is generated according to the speed information to adjust the motor to output a corresponding negative torque to increase the braking force.

5. The towed vehicle energy recovery method according to claim 1, characterized in that: When the current speed is greater than a preset speed threshold, the slope value is less than a preset slope threshold, and the pulling force value is within a preset safety threshold range, braking data of the vehicle is generated accordingly to control the motor to output a corresponding negative torque to recover energy to the battery system, including: If the slope value represents an uphill slope, a corresponding third torque reduction coefficient is determined according to the slope value, the third torque reduction coefficient is multiplied by the current motor output negative torque to obtain a first target negative torque, the motor is controlled to output the first target negative torque, and energy is recovered into the battery system; If the slope value represents a downhill slope, the corresponding second torque increase coefficient is determined according to the slope value, the second torque increase coefficient is multiplied by the current motor output negative torque to obtain the second target negative torque, and the motor is controlled to output the second target negative torque to recover energy into the battery system.

6. The towed vehicle energy recovery method according to claim 1, characterized in that: When the current speed is greater than a preset speed threshold, the slope value is less than a preset slope threshold, and the pulling force value is within a preset safety threshold range, braking data of the vehicle is generated accordingly to control the motor to output a corresponding negative torque to recover energy to the battery system, including: Acquire a plurality of sample pairs, the sample pairs comprising a plurality of preset tension thresholds and their corresponding third torque reduction coefficients, and establish a linear relationship between the tension thresholds and the third torque reduction coefficient according to the sample pairs; Based on the linear relationship, determining a corresponding third torque reduction coefficient according to the tension value; According to the third torque reduction coefficient, the motor is controlled to output a corresponding negative torque to recover energy into the battery system.

7. The towed vehicle energy recovery method according to claim 1, characterized in that: Controlling the motor to output a corresponding positive torque according to the slope value, so as to use the energy in the battery system to assist the trailer, comprising: Presetting a plurality of output discharge power determination conditions, wherein the discharge power determination conditions include a plurality of slope thresholds and their corresponding discharge power thresholds; sorting the multiple slope thresholds in the discharge power determination condition from small to large, and comparing the slope value with the sorted multiple slope thresholds; When the slope value is greater than the slope threshold and less than the next slope threshold, further comparing the obtained allowed discharge power with the discharge power threshold corresponding to the previous slope threshold; If the allowable discharge power is greater than the discharge power threshold, the motor is controlled to output a positive torque corresponding to the preset discharge power threshold to assist the trailer.

8. An energy recovery device for a towed vehicle, wherein the tow vehicle is towed by a towing rope, characterized in that: include: The vehicle data acquisition module is configured to acquire the current speed of the vehicle, the slope value of the ramp position, and the pulling force value of the traction rope; an energy recovery module, configured to generate braking data of the vehicle accordingly when the current speed is greater than a preset speed threshold, the slope value is less than a preset slope threshold, and the pulling force value is within a preset safety threshold interval, so as to control the motor to output a corresponding negative torque and recover energy into the battery system; The power assist control module is configured to control the motor to output a corresponding positive torque according to the slope value when the pulling force value exceeds the safety threshold interval and the battery power in the battery system exceeds a preset power threshold, so as to utilize the energy in the battery system to assist the trailer.

9. A computer device comprising a central processing unit and a memory, characterized in that: The central processing unit is used to call and run the computer program stored in the memory to execute the steps of the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: It stores a computer program implemented according to the method described in any one of claims 1 to 7 in the form of computer-readable instructions, and when the computer program is called and executed by a computer, the steps included in the corresponding method are executed.

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