Towed vehicle energy recovery method, apparatus, device, and medium

Abstract

This application provides a method, apparatus, device, and medium for energy recovery from a towed vehicle. The method involves a trailer towing the vehicle via a tow rope, and includes the following steps: acquiring the vehicle's current speed, the slope of the current incline, and the tension of the tow rope; when the current speed is greater than a preset speed threshold, the slope is less than a preset slope threshold, and the tension is within a preset safety threshold range, generating corresponding braking data for the vehicle to control the motor to output a corresponding negative torque for energy recovery to the battery system; when the tension exceeds the safety threshold range and the battery charge in the battery system exceeds a preset charge threshold, controlling the motor to output a corresponding positive torque based on the slope value to utilize the energy in the battery system to assist the trailer. This application achieves energy recovery and assistance during towing by intelligently adjusting the motor torque, improving the safety and efficiency of the towing process.

Description

Technical Field

[0001] This application relates to the field of vehicle energy management technology, and in particular to a method, device, equipment and medium for energy recovery from towed vehicles. Background Technology

[0002] With the popularization of new energy vehicles, the power battery, as a core component of electric vehicles, directly affects the safety and efficiency of vehicle use. However, in actual use, the power battery may run out of power for various reasons, causing the vehicle to be unable to drive normally. In this case, a towing service can be used to tow the damaged vehicle to a repair shop for repairs. Traditional towing methods cause the power battery to continue consuming electrical energy during the towing process, thereby aggravating battery damage, reducing its lifespan, and potentially increasing safety risks.

[0003] To address this issue, kinetic energy recovery technology has been proposed, aiming to convert the kinetic energy generated during towing into electrical energy to replenish the battery. However, existing kinetic energy recovery technologies primarily work when the battery's charge is normal. When the charge falls below a preset value, the battery enters a fault state, limiting its charging and discharging functions. This prevents basic kinetic energy recovery from recharging the battery, typically requiring the vehicle to be towed to a charging station for charging to restore its functionality. Furthermore, because the battery is in a fault state, it cannot receive energy replenishment, thus affecting the safety of the towing process. Summary of the Invention

[0004] The purpose of this application is to provide a method, apparatus, equipment and medium for energy recovery from towed vehicles.

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

[0006] Obtain the vehicle's current speed, the gradient of the current slope, and the tension 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 tension value is within a preset safety threshold range, the corresponding braking data of the vehicle is generated to control the motor to output the corresponding negative torque and recover energy to the battery system.

[0008] When the pulling force exceeds the safety threshold range and the battery power in the battery system exceeds the preset power threshold, the motor is controlled 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.

[0009] According to another aspect of this application, an energy recovery device for a towed vehicle is provided, comprising:

[0010] The vehicle data acquisition module is set to acquire the vehicle's current speed, the slope value of the current slope position, and the tension value of the traction rope;

[0011] The energy recovery module is configured to generate braking data for 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 range, so as to control the motor to output the corresponding negative torque and recover energy to the battery system.

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

[0013] According to another aspect of this application, a computer device is provided, including a central processing unit and a memory, wherein the central processing unit is configured to invoke and run a computer program stored in the memory to perform the steps of the towed vehicle energy recovery method described in this application.

[0014] According to another aspect of this 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, wherein the computer program, when invoked by a computer, performs the steps included in the method.

[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 achieves efficient energy recovery and auxiliary assistance during towing through real-time monitoring and intelligent control, improving the efficiency and safety of towing operations. Specifically, by acquiring the vehicle's current speed, the slope of the current incline, and the tension of the tow rope, it determines whether the vehicle is in a suitable state for energy recovery. When specific conditions are met, the energy recovery mechanism is automatically activated, converting kinetic energy into electrical energy stored in the battery system. Simultaneously, when the battery is fully charged and the towing encounters significant resistance, the motor outputs positive torque to reduce the burden on the towing vehicle and ensure a smooth towing process. This solution not only optimizes battery utilization and extends battery life but also reduces safety hazards during towing through intelligent control. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the structure of a trailer system according to a typical embodiment of this application;

[0019] Figure 2 This is a schematic flowchart illustrating a typical embodiment of the energy recovery method for towed vehicles according to this application.

[0020] Figure 3 This is a schematic diagram illustrating the process of predicting the tension value of the traction rope in an embodiment of this application;

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

[0022] Figure 5 This is a schematic diagram illustrating the process of generating corresponding braking data under one type of deceleration condition of the vehicle in this application embodiment;

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

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

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

[0026] Figure 9 This is a schematic diagram of the structure of the energy recovery device for a towed vehicle according to a typical embodiment of this application;

[0027] Figure 10 This is a schematic diagram of the structure of the computer device in the embodiments of this application. Detailed Implementation

[0028] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0029] Those skilled in the art will understand that, unless specifically stated otherwise, the singular forms “a,” “an,” “the,” and “the” used herein may also include the plural forms. It should be further understood that the term “comprising” as used in this application means the presence of the stated 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 say an element is “connected” or “coupled” to another element, it can be directly connected or coupled to the other element, or there may be intermediate elements. Furthermore, “connected” or “coupled” as used herein can include wireless connections or wireless coupling. The term “and / or” as used herein includes all or any units 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 used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains. It should also be understood that terms such as those defined in general dictionaries should be understood to have the same meaning as in the context of the prior art, and should not be interpreted in an idealized or overly formal sense unless specifically defined as herein.

[0031] This application provides a method for energy recovery of a towed vehicle. This method intelligently adjusts the torque of the vehicle's motor based on the vehicle's current speed, the slope of the incline, and the tension of the tow rope. The motor can be used to drive the vehicle or as a generator to convert kinetic energy into electrical energy. Specifically, this method can provide positive torque to assist towing in special scenarios when the vehicle's battery system is charged to a safe threshold range, and can also apply negative torque to the motor in specific scenarios to recover energy from the battery system, thereby optimizing battery energy management and improving the safety and efficiency of towing. Specifically, when the current speed is greater than a preset speed threshold, the slope is less than a preset slope threshold, and the tension is within a preset safe threshold range, the method can generate braking data for the vehicle under different conditions and control the motor to output corresponding negative torque, converting the kinetic energy during braking into electrical energy and storing it in the battery system. When the pulling force exceeds the preset safety threshold range, for example, when the towing process is in an uphill state, the pulling force of the tow 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 does, the motor can be controlled to output the corresponding positive torque according to the slope value of the slope where the vehicle is located. The energy in the battery system is used to provide additional assistance to the tow, reduce the burden on the tow, and make the towing process smoother.

[0032] In this embodiment, the energy recovery method for the towed vehicle is implemented based on a trailer system. Please refer to [link / reference]. Figure 1 The towing system includes a trailer 100, a towed vehicle 200 (hereinafter referred to as the vehicle itself), and a tow rope 300. The vehicle 200 is equipped with a control unit, which can precisely control the torque output of the motor by monitoring various parameters generated during the towing process in real time, thereby achieving energy recovery and utilization. In one embodiment, the towing system further includes a speed measurement component, a gradient measurement component, and a pulling force component. The control unit is communicatively connected to the speed measurement component, the gradient measurement component, and the pulling force component. The control unit can directly obtain the current speed of the vehicle by communicating with the vehicle's onboard system, or it can 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 gradient measurement components such as accelerometers or gyroscopes on the vehicle 200, the control unit can calculate the tilt angle of the vehicle at different slope positions, thereby calculating the gradient value. A set of tension components is provided, including a first tension gauge 110 and a second tension gauge 120. One end of the first tension gauge 110 is connected to the trailer 100, and the other end is connected to the tow rope 300. One end of the second tension gauge 120 is connected to the tow rope 300, and the other end is connected to the vehicle 200. Both the first tension gauge 110 and the second tension gauge 120 are used to detect externally applied tension. Both the first tension gauge 110 and the second tension gauge 120 can generate force data based on the corresponding tension. The tension value of the tow rope can be determined based on one or more of the force data generated by the first tension gauge 110 and the second tension gauge 120.

[0033] In another embodiment, the trailer system further includes a front-facing camera 130, which is mounted in front of the vehicle 200. The front-facing camera 130 can collect image data of the area in front of the vehicle 200 (referred to as front image data). The control unit of this application acquires the front image data collected by the front-facing 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. This neural network model can analyze the front image data, identify the characteristics and state of the trailer, and thus generate the speed information of the trailer.

[0034] The energy recovery method for towed vehicles in this application is implemented based on the towing system described above. This energy recovery method can be implemented as a computer program product and run in the vehicle's control unit. Accordingly, please refer to... Figure 2 The present application discloses a method for energy recovery of a towed vehicle, which, in a typical embodiment, includes the following steps:

[0035] Step S5100: Obtain the vehicle's current speed, the slope value of the current slope position, and the tension value of the traction rope;

[0036] In the field of vehicle repair and rescue services, when a vehicle encounters a malfunction or damage and cannot continue driving, it needs to be towed to a repair station by a tow truck using a tow rope. During the towing process, the tow truck pulls the vehicle, and due to different road conditions, the vehicle's current speed, the gradient of the slope, and the tension of the tow rope will vary. In one embodiment, the control unit communicates with the vehicle's onboard system to directly obtain the vehicle's speed information, thus determining the vehicle's current speed. This speed information is typically stored in the onboard system's non-volatile memory. The vehicle's onboard system acquires the vehicle's speed information in real time and displays it on the vehicle's dashboard or 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 on the vehicle to monitor the vehicle's current speed in real time. In an exemplary example of this embodiment, a wheel encoder is used to monitor the vehicle's speed in real time. A wheel encoder is a sensor installed on the vehicle's wheels that calculates the vehicle's speed by detecting the rotation of the wheels. Specifically, the wheel encoder collects the wheel rotation data in real time and transmits this data to the trailer's control unit. The control unit then calculates the vehicle's linear velocity (i.e., vehicle speed) based on the wheel's diameter and rotation speed.

[0037] This embodiment uses an accelerometer to calculate the vehicle's tilt angle at different locations on a slope, thereby calculating the gradient. An accelerometer is a sensor that measures the acceleration of an object; it determines the tilt angle by detecting the components of gravitational acceleration in different directions. After installing an accelerometer on the vehicle, it measures the vehicle's vertical acceleration component in real time as the vehicle travels on different slopes. Since gravitational acceleration is constant, the vehicle's tilt angle relative to the horizontal plane can be calculated by comparing the horizontal and vertical acceleration components. Specifically, the accelerometer outputs triaxial acceleration data, including acceleration values ​​along the X, Y, and Z axes. The tilt angle of the vehicle on the slope can be calculated using trigonometric functions. This tilt angle is the gradient value, reflecting the steepness of the slope.

[0038] This embodiment determines the tension value of the traction rope using force data generated by a first and a second force gauge. In this embodiment, the tension value can be measured using only one of the first or second force gauges. This force gauge measures the tension on the traction rope in real time and transmits the tension data to the control unit. The control unit directly obtains the tension value of the traction rope based on the measurement results of the force gauge. Alternatively, both the first and second force gauges can be used simultaneously. Both gauges measure the tension on the traction rope concurrently and transmit the tension data to the control unit. The control unit calculates the tension value of the traction rope based on the measurement results from both. By using two force gauges simultaneously, the accuracy and reliability of the tension measurement can be improved, ensuring accurate tension values ​​are obtained under different road conditions.

[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 tension value is within a preset safety threshold range, the corresponding braking data of the vehicle is generated to control the motor to output the corresponding negative torque and recover energy to the battery system.

[0040] The control unit monitors the vehicle's current speed, the slope of the current incline, and the tension of the tow rope in real time, as described in the previous step. Specifically, the control unit compares the vehicle's current speed with a preset speed threshold. If the current speed is greater than the preset speed threshold, it indicates that the vehicle is traveling at a high speed, requiring energy recovery to improve energy efficiency. The control unit also checks the slope of the current incline. If the slope is less than the preset slope threshold, it indicates that the incline is relatively gentle and suitable for energy recovery. The control unit also determines whether the tension of the tow rope is within a preset safety threshold range. If the tension is within the safety threshold range, it indicates that the tension of the tow rope is moderate and will not place an excessive burden on the towing system. It should be noted that the speed threshold, slope threshold, and safety threshold range are all set by those skilled in the art based on experience or experimental data. When the above conditions are met simultaneously, the control unit generates corresponding braking data for the vehicle based on the current speed, slope, and tension under different conditions. For details on generating corresponding braking data under different conditions, please refer to the subsequent specific implementation methods; these will not be elaborated here. Based on the generated braking data, the motor is controlled to output corresponding negative torque, thereby producing a braking effect and slowing the vehicle down to varying degrees. Simultaneously, the motor generates electrical energy during braking, which is recovered and stored in the battery system for later use.

[0041] In another embodiment, when the vehicle speed is below a preset speed threshold, it indicates that the energy recovery efficiency is low and energy recovery is unnecessary. When the gradient value indicates that the towing process is uphill, and the gradient value is greater than a preset gradient value, controlling the motor to output negative torque to recover energy may cause the tow rope to break. When the tension of the tow rope exceeds a preset safety threshold, it indicates that the road surface friction during towing is high, and controlling the motor to output negative torque to recover energy may cause the tow rope to break. That is, when any of the above three situations occur, the control unit will issue a command to prohibit the motor from outputting negative torque for energy recovery, avoiding safety hazards such as tow rope breakage and ensuring the safety and reliability of the towing process.

[0042] Step S5300: When the pulling force exceeds the safety threshold range and the battery power in the battery system exceeds the preset power threshold, the motor is controlled 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.

[0043] The control unit determines whether the tension of the tow rope is within a preset safety threshold range. When the tension exceeds this range, it indicates significant resistance encountered during towing, such as on uneven terrain or uphill sections. In this case, additional assistance is needed to ensure smooth towing. If the battery charge exceeds a preset threshold, meaning there is sufficient energy available, the control unit determines the motor's output torque based on the current gradient. Specifically, the control unit calculates the corresponding positive torque value based on the gradient and then controls the motor to output the appropriate torque, providing additional assistance to the tow truck. In this way, the vehicle can utilize the battery system's energy to assist towing even when the tension exceeds the safety threshold and the battery is fully charged, ensuring towing safety while effectively reducing the burden on the tow truck and improving efficiency and stability.

[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 positive torque value; and when the slope value is greater than 15°, the control unit outputs a higher positive torque value. The control unit selects the appropriate positive torque value to output based on the current slope value. Specifically, the control unit compares the current slope value with the preset slope thresholds, finds the closest slope threshold, and outputs the positive torque value corresponding to that slope threshold. In another embodiment, the control unit presets multiple output discharge power determination conditions, including 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; and when the slope value is greater than 15°, the corresponding discharge power threshold is 30kW. The control unit sorts multiple slope thresholds in the discharge power determination conditions from smallest to largest, and then compares the current slope value with the sorted 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°. Next, the control unit further compares 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 allowable discharge power, ensuring that it provides appropriate assistance to the trailer under different slope conditions, thereby improving the efficiency and stability of the towing process.

[0045] As can be seen from the typical embodiments of this application, the technical solution of this application has many advantages, including but not limited to the following aspects:

[0046] The technical solution of this application achieves efficient energy recovery and auxiliary assistance during towing through real-time monitoring and intelligent control, improving the efficiency and safety of towing operations. Specifically, by acquiring the vehicle's current speed, the slope of the current incline, and the tension of the tow rope, it determines whether the vehicle is in a suitable state for energy recovery. When specific conditions are met, the energy recovery mechanism is automatically activated, converting kinetic energy into electrical energy stored in the battery system. Simultaneously, when the battery is fully charged and the towing encounters significant resistance, the motor outputs positive torque to reduce the burden on the towing vehicle and ensure a smooth towing process. This solution not only optimizes battery utilization and extends battery life but also reduces safety hazards during towing through intelligent control.

[0047] This application acquires data on the vehicle's current speed, the slope of the current incline, and the tension of the tow rope, based on varying road conditions encountered during towing. The control unit then uses these parameters to accurately calculate the corresponding motor output torque, including both positive and negative torque values. Adjustments to the negative torque value maximize energy recovery. Simultaneously, the positive torque output is dynamically adjusted according to different slopes, ensuring adequate assistance to the tow truck under varying incline conditions, thereby improving the efficiency and stability of the towing process.

[0048] Based on any embodiment of the method in this application, please refer to Figure 3 Before obtaining the vehicle's current speed, the gradient of the current slope, and the tension of the traction rope, the following steps are required:

[0049] Step S6100: Obtain a preset training set, which includes training samples and their supervision labels. The training samples are several deformation data of the tow rope collected in real time by strain sensors installed on the tow rope in the trailer scenario. The supervision labels represent the tension value of the tow rope corresponding to the training sample.

[0050] The control unit acquires a pre-set training set to train a neural network model, enabling it to predict the corresponding tension value based on the deformation data of the tow rope. The training set includes a large number of training samples and their corresponding supervision labels. The training samples are deformation data of the tow rope collected in real time by strain sensors mounted on the tow rope in a trailer scenario. The strain sensors monitor the deformation of the tow rope in real time and transmit this deformation data to the control unit. The control unit stores this deformation data as training samples in the training set. The supervision label is the tension value of the tow rope corresponding to each training sample. These tension values ​​can be obtained through other high-precision tension sensors or experimental measurements. The role of the supervision label is to tell the neural network model the correct tension value corresponding to each training sample, so that the model learns how to predict tension values ​​based on deformation data during training. In this way, the control unit can acquire a large number of training samples and their supervision labels, providing data support for subsequent neural network model training.

[0051] Step S6200: Call the training set to train the neural network model to a convergent state, so that it learns the ability to obtain the tension value of the corresponding traction rope based on the deformation data of the input traction rope.

[0052] The control unit uses a pre-set training set to train a neural network model, enabling it to predict the corresponding tension value based on the deformation data of the input traction rope. Specifically, the control unit inputs training samples from the training set into the neural network model and calculates the model's prediction error based on the supervision labels. Then, the control unit uses the backpropagation algorithm to adjust the parameters of the neural network model to minimize the prediction error. This process is repeated until the model's prediction error reaches a preset convergence criterion, meaning the model can accurately predict the corresponding tension value based on the traction rope's deformation data. In this way, the control unit can train a high-precision neural network model, enabling it to predict tension values ​​in real time based on the traction rope's deformation data in practical applications, thereby improving the control accuracy and reliability of the trailer system.

[0053] In this embodiment, by acquiring 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. This ensures 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 training the neural network model to a convergent state using the training set, the model learns the ability to obtain the corresponding tension value based on the deformation data of the input traction rope. This ensures that the model can predict the tension value in real time and accurately in practical applications, further improving the control accuracy and reliability of the trailer system.

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

[0055] Step S5210: Within a preset time period, obtain the tension value of the traction rope and the current speed of the vehicle, and obtain the corresponding negative torque value of the motor according to the current speed of the vehicle and the preset first mapping relationship.

[0056] Within a preset time period, the control unit continuously monitors the tension of the traction rope and the vehicle's current speed. Specifically, the control unit obtains the tension of the traction rope through measurement data from a force gauge or strain sensor installed on the traction rope, and acquires the vehicle's current speed in real time through a wheel encoder or other speed measurement components. The acquired data is transmitted to the control unit for processing in real time. In one embodiment, the control unit searches a preset first mapping table based on the vehicle's current speed. The first mapping table is a pre-defined data table that contains different vehicle speed ranges and their corresponding motor negative torque values. For example, when the vehicle speed is between 0 and 10 km / h, the corresponding motor negative torque value is 10 Nm; when the vehicle speed is between 10 and 20 km / h, the corresponding motor negative torque value is 20 Nm, and so on. The control unit finds the corresponding motor negative torque value in the first mapping table based on the vehicle's current speed.

[0057] Step S5220: When the tension value of the traction rope increases, a corresponding first torque reduction coefficient is obtained according to the tension value and the preset second mapping relationship. The 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 output corresponding negative torque and reduce the braking force.

[0058] When the control unit detects an increase in the tension of the tow rope within a preset time period, this tension value changes in real time, reflecting the actual tension borne by the tow rope during towing. The control unit obtains the corresponding first torque reduction coefficient based on this tension value and a preset second mapping relationship. The second mapping relationship is set as needed by those skilled in the art and can be represented as a mapping table or a linear model. When represented as a mapping table, a predefined second mapping table is used to define the tension value and the first torque reduction coefficient, containing different tension value ranges and their corresponding first torque reduction coefficients. This second mapping table is set based on experimental data and empirical values ​​from actual towing processes. That is, based on the obtained tension value, the corresponding first torque reduction coefficient can be determined by searching in this second mapping table. For example, when the tension value is between 0 and 100 N, the corresponding first torque reduction coefficient is 0.9; when the tension value is between 100 and 200 N, the corresponding first torque reduction coefficient is 0.8; when the tension value is between 200 and 300 N, the corresponding first torque reduction coefficient is 0.7; and so on. For example, if the tension 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 this 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, and the tension 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 of the traction rope increases, used to reduce braking force.

[0059] When represented as a linear model, the corresponding first torque reduction coefficient can be determined based on a pre-set linear model and the tension value. This linear model is obtained by fitting historical data and can predict the first torque reduction coefficient based on the trend of the tension value change 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. This 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 motor's negative torque value. When the control unit detects an increase in the tension value of the traction rope, it inputs the tension value of the traction rope into the linear model, and the set linear model will output a corresponding first torque reduction coefficient. Then, the control unit multiplies this first torque reduction coefficient by the motor negative torque value obtained in the previous step to obtain the adjusted motor negative torque value.

[0060] In this way, the control unit can dynamically adjust the negative torque output of the motor according to changes in the tension of the tow rope, ensuring reduced braking force when the tension increases and avoiding excessive burden on the trailer system. Furthermore, the control unit converts this adjusted negative torque value into corresponding braking data to adjust the motor's output torque, causing it to output a corresponding negative torque, thereby reducing braking force.

[0061] Step S5230: When the tension value of the traction rope remains unchanged, control the motor to output the negative torque value of the motor for braking;

[0062] When the control unit detects that the tension in the tow rope remains constant, it indicates that the resistance encountered during towing remains stable, meaning the towing process is at a constant speed. At this point, there is no need to further adjust the negative torque output of the motor. Specifically, the control unit uses the negative torque value of the motor from the above steps as braking data to adjust the motor output, causing the motor to generate corresponding torque to maintain the vehicle's constant speed. In this way, the control unit can dynamically adjust the motor torque while maintaining a constant tow rope tension and a constant vehicle speed, 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 the preset third mapping relationship. The braking data of the vehicle is generated according to the first torque increase coefficient and the negative torque value of the motor, so as to adjust the motor output corresponding negative torque and increase the braking force.

[0064] When the tension of the traction rope decreases, the control unit determines the corresponding first torque amplification coefficient based on the traction rope tension and a preset third mapping relationship. The third mapping relationship is a pre-defined mapping table or linear model. When represented as a mapping table, it contains different tension ranges and their corresponding first torque amplification coefficients. For example, when the tension is between 0 and 100 N, the corresponding first torque amplification coefficient is 1.1; when the tension is between 100 and 200 N, the corresponding first torque amplification coefficient is 1.2; and when the tension is between 200 and 300 N, the corresponding first torque amplification coefficient is 1.3. The control unit finds the corresponding first torque amplification coefficient in the mapping table based on the traction rope tension. For example, if the traction rope tension is 50 N, the control unit finds a corresponding first torque amplification coefficient of 1.1 in the mapping table. Then, the control unit multiplies this first torque amplification coefficient by the obtained motor negative torque value to obtain the adjusted motor negative torque value. For example, if the motor's negative torque value is 20 Nm, then with a traction rope tension of 50 N, the adjusted motor negative torque value is 20 Nm * 1.1 = 22 Nm. This adjusted motor negative torque value is the negative torque that the control unit should output when the traction rope tension decreases, used to increase braking force.

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

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

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

[0068] The control unit continuously collects image data in front of the vehicle using a front-facing camera. The camera captures real-time images of the road and trailer ahead and transmits this data to the control unit. The control unit then feeds this image data into a pre-trained neural network model. This neural network model is a deep learning model capable of processing image data; by learning from large amounts of image data, it can identify and analyze various features in the images. During training, the neural network model learns how to extract the trailer's speed information from the image data. Specifically, the neural network model analyzes features such as the trailer's trajectory and wheel rotation speed to infer the trailer's speed. In this way, the control unit can use the front-facing camera and the neural network model to obtain the trailer's speed information 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 dataset of trailer images and corresponding trailer speed information supervision labels. Specifically, first, a large dataset of trailer images is collected, including images of trailers under different lighting conditions, weather conditions, and road environments. Each image is labeled with corresponding trailer speed information, which can be collected during actual trailer operations using high-precision GPS devices and speed sensors. These image datasets are then divided into training and validation sets. The training set is used to train the neural network model, and the validation set is used to evaluate the model's performance. Next, a suitable deep learning architecture for image processing, such as a convolutional neural network (CNN), is selected as the basic architecture of the neural network model. During training, the image data from the training set is input into the CNN model. The model automatically extracts features from the images and adjusts the model's parameters using a backpropagation algorithm to minimize the error between the predicted and actual speeds. During training, the model's performance is periodically evaluated using the validation set, and the model's hyperparameters, such as the learning rate and batch size, are adjusted based on the evaluation results. After multiple iterations of training, the training process ends when the model's performance on the validation set reaches a preset standard. At this point, the neural network model has the ability to extract trailer speed information from image data and is used to obtain the aforementioned trailer speed information.

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

[0071] The control unit determines whether the trailer is decelerating based on the trailer speed information obtained from the neural network model. If the trailer speed information indicates deceleration, it means the trailer is slowing down. For example, when the trailer is towing the vehicle downhill with a tow rope, the trailer begins to decelerate. At this time, the vehicle will move forward a certain distance due to inertia, and the tension in the tow rope may be zero. Therefore, the tension value of the tow rope cannot be used to determine whether the trailer speed information indicates deceleration. In this case, the front-facing camera can be used. In one embodiment, the control unit presets a trailer speed information-braking force value mapping table, which records the braking force values ​​corresponding to different trailer speeds. The control unit looks up the corresponding braking force value from the mapping table based on the current trailer speed. Based on this braking data, the control unit adjusts the motor output to generate a corresponding negative torque, thereby increasing the braking force of the vehicle.

[0072] In another embodiment, multiple sample pairs are acquired, each pair including trailer speed information and its corresponding braking force value. These sample pairs are then used for linear fitting to establish a linear relationship between trailer speed information and braking force. Specifically, the control unit collects a large amount of trailer speed information and its corresponding braking force value, forming multiple sample pairs. Then, linear regression analysis is performed using these sample pairs, and a best-fit straight line is fitted using methods such as least squares. This straight line describes the linear relationship between trailer speed information and braking force. Based on this fitted straight line, the control unit calculates the braking force value corresponding to the current trailer speed information and adjusts the motor output accordingly, causing the motor to generate a corresponding negative torque, thereby increasing the vehicle's braking force.

[0073] In this embodiment, by continuously acquiring image data of the vehicle's front using a front-facing camera and inputting it into a pre-trained neural network model, the vehicle's speed information is obtained in real time. This provides accurate data support for subsequent energy management and control, ensuring the safety and stability of the towing process. Then, by determining whether the trailer's speed information indicates a deceleration state, corresponding braking data for the vehicle is generated based on the trailer's speed information. The motor outputs corresponding negative torque to increase braking force, ensuring effective braking during trailer deceleration and avoiding the risk of loss of control due to inertia, further improving the safety and reliability of the towing process.

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

[0075] Step S5270: If the slope value represents an uphill slope, determine the corresponding third torque reduction coefficient based on the slope value, multiply the third torque reduction coefficient by the current motor output negative torque to obtain the first target negative torque, control the motor to output the first target negative torque, and recover energy to the battery system.

[0076] The control unit determines whether the vehicle is uphill based on the current gradient. If the gradient indicates an uphill slope, the vehicle is indeed traveling uphill. In this case, the negative torque output of the motor needs to be adjusted to reduce braking force and prevent the tow rope tension from exceeding a preset safety threshold range during the uphill climb, which could cause the tow rope to break. The control unit determines the corresponding third torque reduction coefficient based on the current gradient. Specifically, the control unit uses a gradient-torque reduction coefficient mapping table, which records the third torque reduction coefficient corresponding to different gradient values ​​under specific conditions. The control unit looks up the corresponding third torque reduction coefficient from the mapping table based on the current gradient. Then, the control unit multiplies this third torque reduction coefficient by the current negative torque output of the motor to obtain the first target negative torque. The control unit adjusts the motor output according to this first target negative torque to generate the first target negative torque, thereby recovering energy into the battery system. In this way, the control unit can dynamically adjust the motor output torque when the vehicle is uphill, ensuring maximum energy recovery while ensuring safety during towing.

[0077] Step S5280: If the slope value represents a downhill slope, determine the corresponding second torque increase coefficient based on 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 determines whether the vehicle is descending a slope based on the current gradient. If the gradient indicates a downhill slope, the vehicle is indeed descending. The control unit then determines a corresponding second torque boosting coefficient based on the current gradient. Specifically, the control unit uses a preset gradient-torque boosting coefficient mapping table, which records the second torque boosting coefficients corresponding to different gradient values. The control unit looks up the corresponding second torque boosting coefficient from the mapping table based on the current gradient. Then, the control unit multiplies this second torque boosting coefficient by the current negative torque output by the motor to obtain a second target negative torque. The control unit uses this second target negative torque as braking data to adjust the motor output, causing the motor to generate the second target negative torque, thereby recovering energy into the battery system. In this way, the control unit can maximize energy recovery while ensuring safety during towing when the vehicle is descending a slope, where the energy recovery potential is relatively high. By dynamically adjusting the motor's output torque, it avoids the risk of loss of control due to excessive downhill speed.

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

[0080] Step S7100: Obtain multiple sample pairs, each sample pair including multiple preset tensile thresholds and their corresponding third torsion reduction coefficients; establish a linear relationship between the tensile thresholds and the third torsion reduction coefficients based on the sample pairs.

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

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

[0083] Based on the linear relationship model between the tension threshold and the third torque reduction coefficient established in the previous step, the control unit determines the corresponding third torque reduction coefficient according to the current tension value. Specifically, the control unit inputs the current tension value into the linear relationship model, and the model calculates the corresponding third torque reduction coefficient. 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: Based on the third torque reduction coefficient, control the motor to output a corresponding negative torque in order to recover energy into the battery system.

[0085] The control unit, based on the third torque reduction coefficient determined in the previous step, controls the motor to output a corresponding negative torque to recover energy into the battery system. Specifically, the control unit multiplies the third torque reduction coefficient by the current negative torque output by the motor to obtain an adjusted negative torque value. Then, the control unit uses this adjusted negative torque value as braking data to adjust the motor's output, causing the motor to generate the corresponding negative torque, thereby recovering energy into the battery system. In this way, the control unit can dynamically adjust the motor's output torque according to the current pulling force, ensuring the safety and stability of the towing process while simultaneously achieving energy recovery.

[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 changes in 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 a 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 the best energy recovery effect under different tension conditions.

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

[0088] Step S5310: Preset multiple output discharge power determination conditions, the discharge power determination conditions include multiple 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's output torque under different slope conditions to ensure the safety and stability of the trailer towing process. In this way, the control unit can select an appropriate discharge power threshold based on the current slope value, thereby achieving precise control of the motor's output torque.

[0090] Step S5320: Sort the multiple slope thresholds in the discharge power determination conditions in ascending order, and compare the slope value with the sorted multiple slope thresholds.

[0091] The control unit sorts the multiple slope thresholds in the preset output discharge power determination conditions from the previous step. Specifically, it sorts these slope thresholds in ascending order for comparison with the current slope value. Then, the control unit compares the current slope value with the sorted slope thresholds to determine the range in which the current slope value falls. In this way, the control unit can select an appropriate discharge power threshold based on 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, the obtained allowable discharge power is further compared with the discharge power threshold corresponding to the previous slope threshold.

[0093] Based on the sorted slope thresholds from the previous step, the current slope value is compared with these thresholds. Specifically, the control unit identifies the interval where the current slope value falls—that is, the current slope value is greater than a certain slope threshold but less than the next slope threshold. Then, the control unit further compares the obtained allowable discharge power with the discharge power threshold corresponding to the previous slope threshold. In this way, the control unit can select an appropriate discharge power threshold based on the current slope value and the allowable discharge power, thereby achieving precise control of the motor's output torque.

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

[0095] The control unit determines whether the current permissible discharge power exceeds the discharge power threshold corresponding to the previous slope threshold. If the permissible discharge power exceeds the discharge power threshold, the control unit will control the motor to output the positive torque corresponding to the preset discharge power threshold, thereby utilizing the energy in the battery system to assist the trailer. In this way, the control unit can dynamically adjust the motor's output torque based on the current slope value and permissible discharge power, ensuring the safety and stability of the trailer towing process while achieving efficient energy utilization.

[0096] In another embodiment, when the slope value in the previous step 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. 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 pre-setting 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 an appropriate discharge power threshold based on 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 trailer-towing process but also achieves efficient energy utilization.

[0098] Please see Figure 9 According to one aspect of this application, a towed vehicle energy recovery device includes a vehicle data acquisition module 5100, an energy recovery module 5200, and a power assist control module 5300. The vehicle data acquisition module 5100 is configured to acquire the vehicle's current speed, the slope value of its current location on a ramp, and the tension value of the tow rope. The energy recovery module 5200 is configured to generate braking data for 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 range. This data is then used to control the motor to output a corresponding negative torque to recover energy into the battery system. The power assist control module 5300 is configured to control the motor to output a corresponding positive torque based on the slope value when the tension value exceeds the safety threshold range and the battery charge in the battery system exceeds a preset charge threshold. This utilizes the energy in the battery system to provide power assist to the towed vehicle.

[0099] Based on any embodiment of the device in this application, before the vehicle data acquisition module 5100, the device includes: a training set acquisition submodule, configured to acquire a preset training set, the training set including training samples and their supervision labels, the training samples being several deformation data of the tow rope collected in real time by strain sensors installed on the tow rope in a trailer scenario, and the supervision labels representing the tension value of the tow rope corresponding to the training sample; and a neural network model training submodule, configured to call the training set to train the neural network model to a convergent state, so that it learns the ability to obtain the corresponding tension value of the tow rope based on the deformation data of the input tow rope.

[0100] Based on any embodiment of the device in this application, the energy recovery module 5200 includes: a motor negative torque value generation submodule, configured to acquire the tension value of the traction rope and the current speed of the vehicle within a preset time period, and obtain a 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, 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 to adjust the motor output corresponding negative torque and reduce the braking force; a stable torque output submodule, configured to control the motor to output the motor negative torque value for braking when the tension value of the traction rope remains unchanged; and a second brake data generation submodule, 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 to adjust the motor output corresponding negative torque and increase the braking force.

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

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

[0103] Based on any embodiment of the device in this application, the energy recovery module 5200 further includes: a sample pair acquisition submodule, configured to acquire multiple sample pairs, wherein the sample pairs include multiple preset tensile thresholds and their corresponding third torque reduction coefficients, and establish a linear relationship between the tensile thresholds and the third torque reduction coefficients based on the sample pairs; a third torque reduction coefficient determination submodule, configured to determine the corresponding third torque reduction coefficient based on the tensile value according to the linear relationship; and 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 to the battery system.

[0104] Based on any embodiment of the device in this application, the assist control module 5300 includes: a condition preset submodule, configured to preset multiple output discharge power determination conditions, the discharge power determination conditions including multiple slope thresholds and their corresponding discharge power thresholds; a slope threshold sorting submodule, configured to sort the multiple slope thresholds in the discharge power determination conditions in ascending order, and compare the slope value with the sorted multiple slope thresholds; a condition comparison submodule, 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; and a positive torque output submodule, 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] To address the aforementioned technical problems, embodiments of this application also provide computer equipment. For example... Figure 10The diagram shows 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. The computer-readable storage medium stores an operating system, a database, and computer-readable instructions. The database may store a sequence of control information. When the computer-readable instructions are executed by the processor, they enable the processor to implement a method for recovering energy from a towed vehicle. The processor provides computing and control capabilities, supporting the operation of the entire computer device. The memory stores computer-readable instructions, which, when executed by the processor, enable the processor to execute the method for recovering energy from a towed vehicle as described in this application. The network interface of the computer device is used for communication with a terminal. Those skilled in the art will understand that… Figure 10 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0106] In this embodiment, the processor is used to execute... Figure 9 The system contains the specific functions of each module and its sub-modules, and the memory stores the program code and various data required to execute these modules or sub-modules. A network interface is used for data transmission between the user terminal and the server. In this embodiment, the memory stores the program code and data required to execute all modules / sub-modules in the towed vehicle energy recovery device of this application, and the server can call the server's program code and data to execute the functions of all sub-modules.

[0107] This application also provides a storage medium storing computer-readable instructions, which, when executed by one or more processors, cause the one or more processors to perform the steps of the towed vehicle energy recovery method of any embodiment of this application.

[0108] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments of this application can be implemented by a computer program instructing related hardware. This computer program can be stored in a computer-readable storage medium, and when executed, it can include the processes of the embodiments of the methods described above. The aforementioned storage medium can be a computer-readable storage medium such as a magnetic disk, optical disk, read-only memory (ROM), or random access memory (RAM).

[0109] Those skilled in the art will understand that the steps, measures, and solutions in the various operations, methods, and processes discussed in this application can be alternated, modified, combined, or deleted. Furthermore, other steps, measures, and solutions in the various operations, methods, and processes discussed in this application can also be alternated, modified, rearranged, decomposed, combined, or deleted. Furthermore, steps, measures, and solutions in the prior art that are similar to those in the open-source operations, methods, and processes of this application can also be alternated, modified, rearranged, decomposed, combined, or deleted.

[0110] The above description is only a partial embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for energy recovery of a towed vehicle, wherein a trailer tows the vehicle via a tow rope, characterized in that, include: Obtain a preset training set, which includes training samples and their supervision labels. The training samples are several deformation data of the tow rope collected in real time by strain sensors installed on the tow rope in a trailer scenario. The supervision labels represent the tension value of the tow rope corresponding to the training sample. The neural network model is trained to convergence using the training set, enabling it to learn the ability to obtain the tension value of the corresponding traction rope based on the deformation data of the input traction rope. Obtain the vehicle's current speed, the gradient of the current slope, and the tension 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 tension value is within a preset safety threshold range, the corresponding braking data of the vehicle is generated to control the motor to output the corresponding negative torque and recover energy to the battery system. When the pulling force exceeds the safety threshold range and the battery power in the battery system exceeds the preset power threshold, the motor is controlled 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. This includes: preset multiple output discharge power determination conditions, the discharge power determination conditions including multiple slope thresholds and their corresponding discharge power thresholds. The multiple slope thresholds in the discharge power determination conditions are sorted from smallest to largest, and the slope value is compared with the sorted multiple slope thresholds; when the slope value is greater than the slope threshold but 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; if the allowable discharge power is greater than the discharge power threshold, the motor is controlled to output the positive torque corresponding to the discharge power threshold to assist the trailer.

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

3. The energy recovery method for a towed vehicle according to claim 1, characterized in that, When the current speed is greater than a preset speed threshold, the gradient is less than a preset gradient threshold, and the tension is within a preset safety threshold range, corresponding braking data for the vehicle is generated to control the motor to output a corresponding negative torque for energy recovery to the battery system, including: Using a front-mounted camera installed at the front of the vehicle, image data of the front of the vehicle is continuously collected, and the image data is input into a pre-trained neural network model to obtain the speed information of the trailer; If the speed information of the trailer indicates that the trailer is decelerating, corresponding braking data for the vehicle is generated based on the speed information to adjust the motor output of the corresponding negative torque and increase the braking force.

4. The energy recovery method for a towed vehicle according to claim 1, characterized in that, When the current speed is greater than a preset speed threshold, the gradient is less than a preset gradient threshold, and the tension is within a preset safety threshold range, corresponding braking data for the vehicle is generated to control the motor to output a corresponding negative torque for energy recovery to the battery system, including: If the slope value represents an uphill slope, a corresponding third torque reduction coefficient is determined based on the slope value. This third torque reduction coefficient is multiplied by the current negative torque output by the motor to obtain a first target negative torque. The motor is then controlled to output the first target negative torque to recover energy into the battery system. If the slope value indicates a downhill slope, a corresponding second torque-increasing coefficient is determined based on the slope value. This second torque-increasing coefficient is then multiplied by the current negative torque output by the motor to obtain a second target negative torque. The motor is then controlled to output the second target negative torque to recover energy into the battery system.

5. The energy recovery method for a towed vehicle according to claim 1, characterized in that, When the current speed is greater than a preset speed threshold, the gradient is less than a preset gradient threshold, and the tension is within a preset safety threshold range, corresponding braking data for the vehicle is generated to control the motor to output a corresponding negative torque for energy recovery to the battery system, including: Multiple sample pairs are obtained, each sample pair including multiple preset tensile thresholds and their corresponding third torsion reduction coefficients, and a linear relationship between the tensile thresholds and the third torsion reduction coefficients is established based on the sample pairs. Based on the linear relationship, the corresponding third torque reduction coefficient is determined according to the tensile force value; Based on the third torque reduction coefficient, the motor is controlled to output a corresponding negative torque in order to recover energy into the battery system.

6. An energy recovery device for a towed vehicle, wherein a trailer tows the vehicle via a tow rope, characterized in that, include: The training set acquisition submodule is set to acquire a preset training set, which includes training samples and their supervision labels. The training samples are several deformation data of the tow rope collected in real time by strain sensors installed on the tow rope in the trailer scenario. The supervision labels represent the tension value of the tow rope corresponding to the training sample. The neural network model training submodule is configured to call the training set to train the neural network model to a convergent state, so that it learns the ability to obtain the tension value of the corresponding traction rope based on the deformation data of the input traction rope. The vehicle data acquisition module is set to acquire the vehicle's current speed, the slope value of the current slope position, and the tension value of the traction rope; The energy recovery module is configured to generate braking data for 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 range, so as to control the motor to output the corresponding negative torque and recover energy to the battery system. The power assist control module is configured to control the motor to output a corresponding positive torque based on the slope value when the pulling force exceeds the safety threshold range and the battery charge in the battery system exceeds a preset charge threshold, so as to use the energy in the battery system to assist the trailer. The module includes: a condition preset submodule, configured to preset multiple output discharge power determination conditions, the discharge power determination conditions including multiple slope thresholds and their corresponding discharge power thresholds; a slope threshold sorting submodule, configured to sort the multiple slope thresholds in the discharge power determination conditions from smallest to largest, and compare the slope value with the sorted multiple slope thresholds; a condition comparison submodule, 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; and a positive torque output submodule, configured to control the motor to output the positive torque corresponding to the discharge power threshold to assist the trailer if the allowable discharge power is greater than the discharge power threshold.

7. A computer device, comprising a central processing unit and a memory, characterized in that, The central processing unit is used to invoke and run a computer program stored in the memory to perform the steps of the method as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, It stores, in the form of computer-readable instructions, a computer program implemented according to any one of claims 1 to 5, which, when invoked by a computer, executes the steps included in the corresponding method.

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