Energy recovery control method and device, computer equipment and readable storage medium

Abstract

The invention relates to an energy recovery control method and device, computer equipment and a computer readable storage medium. The method comprises the steps that driving state data of a current vehicle are acquired; wherein the driving state data comprises the current driving speed, the curb mass and the road slope of the current driving road; according to the current driving speed, the required acceleration and sliding resistance of the current vehicle are determined; according to the required acceleration, the sliding resistance, the curb mass and the road gradient, the target energy recovery torque of a driving motor corresponding to the current vehicle is determined; and performing energy recovery control on the current vehicle according to the target energy recovery torque. By the adoption of the technical scheme, the energy recovery control mode is better in universality, so that the situation that energy recovery is insufficient due to the fact that an energy recovery control mode in the traditional technology is relatively mechanical is avoided, and accurate control over the energy recovery process is achieved.

Description

Technical Field

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

[0002] With the development of vehicle energy conservation, energy recovery technology is becoming more and more popular. Energy recovery technology can effectively improve energy utilization.

[0003] In the process of energy recovery, if the energy recovery is too small, the energy saving effect is not obvious, and if the energy recovery is too large, it will require high precision control from the driver, affecting the driving experience and even causing dangerous accidents. In traditional technologies, the energy recovery methods provided for vehicles are usually relatively simple, resulting in a relatively mechanical energy recovery process for vehicles under different working conditions and poor versatility. Summary of the invention

[0004] Based on this, it is necessary to provide an energy recovery control method, device, computer equipment and readable storage medium with better versatility and higher accuracy to address the above technical problems.

[0005] In a first aspect, the present application provides an energy recovery control method, comprising:

[0006] Acquire the current driving state data of the vehicle; wherein the driving state data includes the current driving speed, curb weight and the road slope of the current driving road;

[0007] According to the current driving speed, the required acceleration and sliding resistance of the current vehicle are determined respectively;

[0008] Determine the target energy recovery torque of the current vehicle's corresponding drive motor based on the required acceleration, sliding resistance, curb weight and road slope;

[0009] Energy recovery control is performed on the current vehicle according to the target energy recovery torque.

[0010] In one of the embodiments, the target energy recovery torque of the drive motor corresponding to the current vehicle is determined according to the required acceleration, the sliding resistance, the curb mass and the road slope, including: determining the basic energy recovery torque of the drive motor according to the required acceleration, the sliding resistance, the curb mass and the road slope; adjusting the basic energy recovery torque according to the relative driving parameters between the current vehicle and the preceding vehicle corresponding to the current vehicle to obtain the target energy recovery torque of the drive motor.

[0011] In one of the embodiments, the basic energy recovery torque is adjusted according to the relative driving parameters between the current vehicle and the vehicle preceding the current vehicle to obtain the target energy recovery torque of the drive motor, including: determining a torque adjustment coefficient according to the relative driving parameters between the current vehicle and the vehicle preceding the current vehicle; determining torque adjustment data according to the torque adjustment coefficient and the energy recovery torque threshold of the current vehicle; and adjusting the basic energy recovery torque according to the torque adjustment data to obtain the target energy recovery torque of the drive motor.

[0012] In one embodiment, the relative driving parameters include relative distance and relative speed, and the torque adjustment coefficient is determined based on the relative driving parameters between the current vehicle and the vehicle preceding the current vehicle, including: determining the torque adjustment coefficient based on the relative distance between the current vehicle and the vehicle preceding the current vehicle; and / or determining the torque adjustment coefficient based on the relative speed between the current vehicle and the vehicle preceding the current vehicle.

[0013] In one of the embodiments, torque adjustment data is determined based on a torque adjustment coefficient and an energy recovery torque threshold of the current vehicle, including: obtaining the allowable recovery power of the power battery in the current vehicle, the maximum recovery torque of the drive motor, and the accessory power consumption of the on-board accessories; determining a reference torque threshold based on the allowable recovery power and the accessory power consumption; determining an energy recovery torque threshold of the current vehicle based on the reference torque threshold and the maximum recovery torque; and determining the torque adjustment data based on the torque adjustment coefficient and the energy recovery torque threshold.

[0014] In one of the embodiments, the basic energy recovery torque of the drive motor is determined according to the required acceleration, the sliding resistance, the curb mass and the road slope, including: determining the motor driving force of the drive motor according to the required acceleration, the sliding resistance, the curb mass and the road slope; determining the candidate energy recovery torque according to the motor driving force, the tire rolling radius of the current vehicle and the motor transmission ratio of the drive motor; selecting the larger torque between the candidate energy recovery torque and the preset energy recovery torque as the basic energy recovery torque.

[0015] In one of the embodiments, the target energy recovery torque of the drive motor corresponding to the current vehicle is determined according to the required acceleration, the sliding resistance, the curb weight and the road slope, including: determining the slope filter coefficient according to the curb weight, the suspension stiffness of the current vehicle, the current driving speed and the slope sampling interval; filtering the road slope according to the slope filter coefficient to update the road slope; determining the target energy recovery torque of the drive motor according to the required acceleration, the sliding resistance, the curb weight and the updated road slope.

[0016] In one of the embodiments, the required acceleration of the current vehicle is determined according to the current driving speed, including: determining the required acceleration corresponding to the current vehicle at the current driving speed according to a first mapping relationship; wherein the first mapping relationship is constructed in the following manner: obtaining a first reference speed and a corresponding reference acceleration under standard coasting test conditions corresponding to a first reference vehicle of the current vehicle; performing polynomial fitting with the first reference speed as the independent variable and the reference acceleration corresponding to the first reference speed as the target variable to obtain the first mapping relationship; wherein the first reference vehicle is a vehicle with the same specification parameters as the current vehicle, without energy recovery capability, and with a different power supply method.

[0017] In one of the embodiments, the sliding resistance of the current vehicle is determined according to the current driving speed, including: determining the sliding resistance corresponding to the current vehicle at the current driving speed according to a second mapping relationship, wherein the second mapping relationship is constructed in the following manner: obtaining a second reference speed and a corresponding driving resistance under standard sliding test conditions corresponding to a second reference vehicle of the current vehicle; performing polynomial fitting with the second reference speed as the independent variable and the driving resistance corresponding to the second reference speed as the target variable to obtain a second mapping relationship, wherein the second reference vehicle is of the same vehicle type as the current vehicle.

[0018] In a second aspect, the present application further provides an energy recovery control device, comprising:

[0019] An acquisition module is used to acquire the current driving state data of the vehicle; wherein the driving state data includes the current driving speed, the curb weight and the road slope of the current driving road;

[0020] A first determination module is used to determine the required acceleration and sliding resistance of the current vehicle according to the current driving speed;

[0021] The second determination module is used to determine the target energy recovery torque of the driving motor corresponding to the current vehicle according to the required acceleration, sliding resistance, curb weight and road slope;

[0022] The control module is used to perform energy recovery control on the current vehicle according to the target energy recovery torque.

[0023] In a third aspect, the present application further provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, the following steps are implemented:

[0024] Acquire the current driving state data of the vehicle; wherein the driving state data includes the current driving speed, curb weight and the road slope of the current driving road;

[0025] According to the current driving speed, the required acceleration and sliding resistance of the current vehicle are determined respectively;

[0026] Determine the target energy recovery torque of the current vehicle's corresponding drive motor based on the required acceleration, sliding resistance, curb weight and road slope;

[0027] Energy recovery control is performed on the current vehicle according to the target energy recovery torque.

[0028] In a fourth aspect, the present application further provides a computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the following steps are implemented:

[0029] Acquire the current driving state data of the vehicle; wherein the driving state data includes the current driving speed, curb weight and the road slope of the current driving road;

[0030] According to the current driving speed, the required acceleration and sliding resistance of the current vehicle are determined respectively;

[0031] Determine the target energy recovery torque of the current vehicle's corresponding drive motor based on the required acceleration, sliding resistance, curb weight and road slope;

[0032] Energy recovery control is performed on the current vehicle according to the target energy recovery torque.

[0033] In a fifth aspect, the present application further provides a computer program product, including a computer program, which implements the following steps when executed by a processor:

[0034] Acquire the current driving state data of the vehicle; wherein the driving state data includes the current driving speed, curb weight and the road slope of the current driving road;

[0035] According to the current driving speed, the required acceleration and sliding resistance of the current vehicle are determined respectively;

[0036] Determine the target energy recovery torque of the current vehicle's corresponding drive motor based on the required acceleration, sliding resistance, curb weight and road slope;

[0037] Energy recovery control is performed on the current vehicle according to the target energy recovery torque.

[0038] The above energy recovery control method, device, computer equipment, readable storage medium and computer program product determine the required acceleration and sliding resistance of the current vehicle by introducing the current driving speed, so that the required acceleration and sliding resistance can match the current driving speed of the current vehicle, thereby improving the accuracy of the required acceleration and sliding resistance, and then improving the accuracy of the target energy recovery torque determined based on the required acceleration and sliding resistance, and realizing precise control of energy recovery during the current vehicle driving process. Since in the above energy recovery process, the required acceleration and sliding resistance are determined by introducing the current driving speed, and the above results are used as the determination factors of the target energy recovery torque, there is no need to distinguish the working conditions of the vehicle under the current driving situation, so that the energy recovery control method of the present application is more versatile, thereby avoiding the situation of insufficient energy recovery due to the relatively mechanical energy recovery control method in traditional technology. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] In order to more clearly illustrate the technical solutions in the embodiments of the present application or related technologies, the drawings required for use in the embodiments of the present application or related technical descriptions 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 related drawings can be obtained based on these drawings without paying creative work.

[0040] Figure 1 A schematic diagram of a flow chart of an energy recovery control method in one embodiment;

[0041] Figure 2 It is a flowchart of a step of determining a target energy recovery torque in one embodiment;

[0042] Figure 3 A schematic diagram of a process flow of energy recovery torque adjustment steps according to an embodiment;

[0043] Figure 4 A schematic flow chart of a step of determining torque adjustment data in one embodiment;

[0044] Figure 5 is a flow chart of an energy recovery control method in another embodiment;

[0045] Figure 6 is a structural block diagram of an energy recovery control device in one embodiment;

[0046] Figure 7 FIG. 4 is a diagram showing the internal structure of a computer device in one embodiment. DETAILED DESCRIPTION

[0047] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0048] In an exemplary embodiment, Figure 1 As shown, an energy recovery control method is provided. This embodiment takes the method applied to a terminal (such as a vehicle-mounted terminal) as an example for illustration. It can be understood that the method can also be applied to a server, and can also be applied to a system including a terminal and a server, and is implemented through the interaction between the terminal and the server. In this embodiment, the method includes the following steps:

[0049] S110, obtaining current driving state data of the vehicle; wherein the driving state data includes current driving speed, curb weight, and road slope of the current driving road.

[0050] The curb weight refers to the weight of the vehicle when it is ready to drive under normal conditions. Normal conditions can be understood as including a preset amount of fuel in the tank, standard accessories installed, and a driver, to reflect the actual weight of the vehicle when it is used.

[0051] The road slope is used to characterize the steepness of the road currently being traveled. For example, when the vehicle is currently traveling uphill, the road slope is a positive value, and when the vehicle is currently traveling downhill, the road slope is a negative value.

[0052] The current driving speed and the road slope of the current driving road can be acquired through sensors. For example, the current driving speed can be acquired through a speed sensor, and the road slope can be acquired through a slope sensor; of course, the driving state data can also be called from the relevant control unit or driving system of the vehicle to acquire the current driving speed and the road slope of the current driving road.

[0053] S120: Determine the required acceleration and sliding resistance of the current vehicle according to the current driving speed.

[0054] The required acceleration refers to the acceleration required by other vehicles corresponding to the current vehicle to travel at the current driving speed under the same or similar driving environment. The other vehicles here can be vehicles with the same specification parameters as the current vehicle, without energy recovery capabilities and with different power supply methods. For example, the current vehicle is a new energy vehicle, and the other vehicles are fuel vehicles. Optionally, the required acceleration can be predicted by coasting tests on the current vehicle or other vehicles related to the current vehicle; or optionally, the required acceleration corresponding to the current driving speed can also be determined by pre-establishing a mapping relationship between driving speed and required acceleration, and finding a match through the mapping relationship.

[0055] It is worth noting that the above mapping relationship can be presented in the form of a mapping relationship table or a function model, and the present application does not impose any limitation on the specific presentation method of the mapping relationship. Optionally, the mapping relationship can be established through a taxiing test, simulation, etc., and the present application does not impose any limitation on the specific establishment method of the mapping relationship.

[0056] In some optional embodiments, determining the required acceleration of the current vehicle according to the current driving speed may include: determining the required acceleration corresponding to the current vehicle at the current driving speed according to the first mapping relationship. For example, the first mapping relationship is deployed in the vehicle VCU (Vehicle Control Unit) to directly obtain the required acceleration required at the current driving speed.

[0057] The first mapping relationship can be constructed in the following way: obtain the first reference speed and corresponding reference acceleration of the current vehicle under standard coasting test conditions corresponding to the first reference vehicle; the first reference vehicle can be accelerated to the maximum speed on a straight road and then the accelerator is released to coast, and the speed of the first reference vehicle is collected during the coasting process to obtain different first reference speeds; the acceleration of the first reference vehicle is collected at the same time to obtain the corresponding reference acceleration of the first reference speed. The first reference speed is used as the independent variable, and the reference acceleration corresponding to the first reference speed is used as the target variable to perform polynomial fitting to obtain the first mapping relationship; the first reference vehicle is a vehicle with the same specification parameters as the current vehicle, without energy recovery capability, and with a different power supply method.

[0058] For example, the vehicle specification parameters may include at least one of vehicle weight, size, and wheelbase. Vehicles with different power supply modes refer to vehicles using different energy sources or power systems, for example, the first reference vehicle is a fuel vehicle, and the current vehicle is a new energy vehicle (such as an electric vehicle). The standard coasting test condition refers to controlling the first reference vehicle to accelerate to the maximum speed on a straight road and then release the accelerator to coast.

[0059] For example, taking the first mapping relationship as a function expression as an example, the first mapping relationship after polynomial fitting may be:

[0060] ;

[0061] Wherein, c0, c1, c2 represent fitting coefficients; v represents the driving speed; a[v] represents the required acceleration corresponding to the driving speed. The above first mapping relationship is a second-order fitting relationship, and the influence of the dimension can be ignored, and only numerical values ​​are used for calculation. In other optional examples, the first mapping relationship can also be other linear or nonlinear fitting relationships, and this application does not impose any limitation on the fitting method of the first mapping relationship.

[0062] For example, in order to further improve the accuracy of the first mapping relationship, multiple first reference vehicles may be set to repeat the above standard coasting test, and the fitting coefficients in the first mapping relationships obtained for each vehicle may be averaged to obtain the final first mapping relationship.

[0063] Continuing with the previous example, the first mapping relationship finally obtained can be:

[0064] ;

[0065] in, , , represents the average fitting coefficient; v represents the driving speed; Represents the average demand acceleration.

[0066] In the above optional embodiment, a first mapping relationship between the vehicle speed and the reference acceleration is obtained by performing polynomial fitting on the first reference vehicle speed and the corresponding reference acceleration under the standard coasting test condition, and then when performing energy recovery control, the first mapping relationship can be used to quickly and accurately obtain the corresponding required acceleration based on the current vehicle speed. In addition, the above process can directly reuse the existing first mapping relationship, which has better versatility.

[0067] Among them, the sliding resistance refers to the comprehensive resistance encountered by the current vehicle at the current driving speed. Optionally, the sliding resistance can be predicted by performing a sliding test on the current vehicle or other vehicles related to the current vehicle; or, the sliding resistance corresponding to the current driving speed can be calculated by a pre-established mapping relationship between driving speed and sliding resistance. It is worth noting that the above mapping relationship can be presented in the form of a mapping relationship table or a function model, etc. Optionally, the mapping relationship can be established by means of a sliding test, simulation, etc., and the present application does not impose any limitation on the specific way of establishing the mapping relationship.

[0068] In an optional embodiment, the sliding resistance may be determined based on the windward area of ​​the current vehicle, wherein the windward area refers to the projected area determined by the front contour of the current vehicle in the driving direction. For example, the corresponding air resistance is calculated based on the windward area of ​​the current vehicle using an air resistance formula, and the air resistance is used as the sliding resistance of the current vehicle.

[0069] It can be understood that during the current vehicle driving process, the sliding resistance includes not only air resistance, but also the rolling resistance of the current vehicle tires, the transmission resistance of the current vehicle, etc. In order to improve the accuracy of the sliding resistance and the convenience of the sliding resistance determination process, the present application also provides another optional embodiment, which specifically determines the sliding resistance in the following manner: According to the second mapping relationship, determine the sliding resistance corresponding to the current vehicle at the current driving speed. For example, the second mapping relationship can be deployed in the vehicle VCU (Vehicle Control Unit) to facilitate the acquisition of the sliding resistance corresponding to the current driving speed;

[0070] The second mapping relationship can be constructed in the following way: obtain the second reference speed and corresponding driving resistance of the current vehicle corresponding to the second reference vehicle under standard coasting test conditions; wherein, the second reference vehicle can be accelerated to the maximum speed on a straight road and then the accelerator is released to coast, and the speed of the second reference vehicle is collected during the coasting process to obtain different second reference speeds; at the same time, the driving resistance of the second reference vehicle is collected to obtain the corresponding driving resistance of the second reference speed. The second reference speed is used as the independent variable, and the driving resistance corresponding to the second reference speed is used as the target variable for polynomial fitting to obtain the second mapping relationship, wherein the second reference vehicle is of the same vehicle type as the current vehicle. For example, the second reference vehicle is a new energy vehicle (such as an electric vehicle) of the same model as the current vehicle.

[0071] For example, taking the second mapping relationship as a function expression as an example, the second mapping relationship after polynomial fitting may be:

[0072] ;

[0073] Among them, F 阻 [v] represents the sliding resistance corresponding to the driving speed, and A, B, and C represent fitting coefficients. The above second mapping relationship is a second-order fitting relationship, and the influence of the dimension can be ignored, and only numerical values ​​are used for calculation. In other optional examples, the second mapping relationship can also be other linear or nonlinear fitting relationships, and this application does not impose any limitation on the fitting method of the second mapping relationship.

[0074] In the above optional embodiment, a second mapping relationship between vehicle speed and driving resistance is obtained by polynomial fitting through the second reference vehicle speed and the corresponding driving resistance under the standard coasting test condition, and then when performing energy recovery control, the second mapping relationship can be used to quickly and accurately determine the corresponding coasting resistance based on the current vehicle speed. In addition, the above process can directly reuse the existing second mapping relationship, which has better versatility.

[0075] S130: Determine a target energy recovery torque of a drive motor corresponding to the current vehicle according to the required acceleration, sliding resistance, curb weight and road slope.

[0076] The target energy recovery torque is used to characterize the amount of energy recovered for the current vehicle, and corresponds to the conversion result of the motor torque of the driving motor of the current vehicle.

[0077] For example, the target energy recovery torque can be obtained by inputting the required acceleration, sliding resistance, curb weight and road slope into the trained energy recovery torque model. The energy recovery torque model can be implemented based on neural network training, which is not limited in this application.

[0078] In an optional implementation, a large amount of training sample data and the energy recovery torque corresponding to each training sample data can be obtained; wherein the training sample data includes sample required acceleration, sample sliding resistance, sample curb weight and sample road slope; each training sample data is used as the input of a pre-constructed energy recovery torque model, and the corresponding energy recovery torque is used as a training label to train the pre-constructed energy recovery torque, so that the energy recovery torque model gradually has the ability to determine the energy recovery torque until the energy recovery torque model meets the model training termination condition. The model training termination condition may be that the number of training sample data reaches a preset number, the model tends to converge, or the model accuracy reaches a preset accuracy threshold, etc., and this application does not impose any limitation on this.

[0079] For example, in order to make the target energy recovery torque more accurate, a benchmark basic energy recovery torque can be determined based on the required acceleration, sliding resistance, curb weight and road slope, and then the basic energy recovery torque can be adjusted according to the current real-time state of the vehicle or the relative driving state with other vehicles to obtain the target energy recovery torque of the drive motor, so that the target energy recovery torque determination process can fully consider the current driving conditions of the vehicle, thereby improving the accuracy of the target energy recovery torque.

[0080] S140. Perform energy recovery control on the current vehicle according to the target energy recovery torque.

[0081] Wherein, based on the above-mentioned adaptive target energy recovery torque, when performing energy recovery control on the current vehicle, the energy recovery intensity can be adaptively adjusted.

[0082] The embodiment of the present application introduces the current driving speed to determine the required acceleration and sliding resistance of the current vehicle, so that the required acceleration and sliding resistance can match the current driving speed of the current vehicle, thereby improving the accuracy of the required acceleration and sliding resistance, and further improving the accuracy of the target energy recovery torque determined based on the required acceleration and sliding resistance, and realizing precise control of energy recovery during the current vehicle driving process. Since in the above energy recovery process, the required acceleration and sliding resistance are determined by introducing the current driving speed, and the above results are used as the determination factors of the target energy recovery torque, there is no need to distinguish the working conditions of the vehicle under the current driving situation, so that the energy recovery control method of the present application is more versatile, thereby avoiding the situation of insufficient energy recovery due to the relatively mechanical energy recovery control method in traditional technology.

[0083] Based on the technical solutions of the above embodiments, the road slope used in the process of determining the target energy recovery torque has a certain influence on the accuracy of the target energy recovery torque determination result due to a certain collection error in its collection process. In order to reduce the above influence, in an optional embodiment, the road slope can also be filtered. It is worth noting that the filtering of the road slope can be implemented by using at least one traditional filtering algorithm, and this application does not make any limitation on this.

[0084] Exemplarily, the slope filter coefficient can be determined based on the curb weight, the current vehicle suspension stiffness, the current driving speed and the slope sampling interval; the road slope is filtered based on the slope filter coefficient to update the road slope; and the target energy recovery torque of the drive motor is determined based on the required acceleration, sliding resistance, curb weight and the updated road slope.

[0085] Among them, suspension stiffness is a measure of the suspension's ability to resist deformation, the slope sampling interval refers to the time interval between two road slope sample values, and the slope filter coefficient refers to the parameter or factor used to filter the road slope in signal processing.

[0086] Exemplarily, the slope filter coefficient can be determined using the following formula:

[0087] ;

[0088] Among them, α represents the slope filter coefficient, Δt represents the slope sampling interval; τ represents the time constant of the filter.

[0089] Exemplarily, the time constant τ of the filter is determined using the following formula:

[0090] ;

[0091] Among them, v represents the current driving speed; a represents the real-time acceleration, which can be calculated by derivation of the driving speed in the neighborhood time period of the current driving speed, or can be obtained based on the vehicle sensor system; K represents the suspension stiffness.

[0092] For example, the road slope can be filtered using the following formula:

[0093] ;

[0094] Among them, y[n] represents the road slope after filtering; x[n] represents the original collected road slope; y[n-1] represents the filtering result corresponding to the road slope collected last time.

[0095] It should be noted that the above formula uses a first-order filtering process, and in other optional implementations, a two-order or multi-order filtering process or other filtering processes may also be used. The present application does not impose any limitation on the specific implementation of the filtering process.

[0096] It can be understood that the above technical solution reduces the impact of the acquisition error on the final target energy recovery torque by filtering the road slope, so that the final result can be more in line with the actual situation of the current vehicle, which is conducive to improving the accuracy of the energy recovery results.

[0097] Based on the technical solutions of the above embodiments, the present application also provides an optional embodiment, in which the step of determining the target energy recovery torque is refined.

[0098] See also Figure 2 The target energy recovery torque determination steps shown include:

[0099] S210: Determine the basic energy recovery torque of the drive motor according to the required acceleration, the sliding resistance, the curb weight and the road slope.

[0100] Among them, the basic energy recovery torque refers to the torque benchmark value when taking into account the required acceleration, sliding resistance, curb weight and road slope.

[0101] For example, the basic energy recovery torque can be obtained by inputting the required acceleration, sliding resistance, curb weight and road slope into the trained energy recovery torque model. The energy recovery torque model can be implemented based on neural network training, which is not limited in this application.

[0102] In an optional implementation, a large amount of training sample data and the energy recovery torque corresponding to each training sample data can be obtained; wherein the training sample data includes sample required acceleration, sample sliding resistance, sample curb weight and sample road slope; each training sample data is used as the input of a pre-constructed energy recovery torque model, and the corresponding energy recovery torque is used as a training label to train the pre-constructed energy recovery torque, so that the energy recovery torque model gradually has the ability to determine the energy recovery torque until the energy recovery torque model meets the model training termination condition. The model training termination condition may be that the number of training sample data reaches a preset number, the model tends to converge, or the model accuracy reaches a preset accuracy threshold, etc., and this application does not impose any limitation on this.

[0103] Since the model training process requires the collection of a large amount of training sample data and the annotation of corresponding training labels, a large amount of manpower and time costs are required. In order to overcome the above problems, in another optional embodiment, the basic energy recovery torque can also be determined in the following manner: the motor driving force of the drive motor is determined according to the required acceleration, sliding resistance, curb weight and road slope; the candidate energy recovery torque is determined according to the motor driving force, the tire rolling radius of the current vehicle and the motor transmission ratio of the drive motor; the larger torque between the candidate energy recovery torque and the preset energy recovery torque is selected as the basic energy recovery torque.

[0104] For example, the force analysis of the current vehicle traveling on the road can be performed, and the motor driving force can be determined in combination with the dynamic equation. It is worth noting that the motor driving force here refers to the driving force of the drive motor corresponding to the energy currently required to be recovered by the current vehicle, rather than the driving force actually provided by the drive motor of the current vehicle. If the motor driving force is a positive value, it indicates that the current vehicle needs to recover energy; if the motor driving force is a non-positive value, it indicates that the current vehicle does not need to recover energy.

[0105] In an optional embodiment, the motor driving force can be calculated using the following formula:

[0106] ;

[0107] Among them, F 电 represents the motor driving force; M represents the curb weight; a tgt represents the demand acceleration; F 阻 represents the sliding resistance; θ represents the road slope. For example, when the vehicle is on an uphill slope, the road slope θ is a positive value; when the vehicle is on a downhill slope, the road slope θ is a negative value. tgt The required acceleration a[v] or the average required acceleration obtained based on the first mapping relationship as described above can be used. , other methods can also be used to determine the required acceleration a tgt The value of .

[0108] It is not difficult to see from the above formula that when the road slope is downhill (that is, θ is less than 0) and the slope is larger, the motor driving force F 电 The larger the value, the greater the energy recovery torque corresponding to the energy allowed to be recovered at this time; when the product of the curb weight and the required acceleration is larger relative to the sliding resistance, the motor driving force F 电 The larger it is, the greater the energy recovery torque corresponding to the energy allowed to be recovered.

[0109] In a specific implementation, the current vehicle is a new energy vehicle with energy recovery capability; the first reference vehicle is a fuel vehicle of the same specification as the current vehicle; and the second reference vehicle is a new energy vehicle of the same specification as the current vehicle. When the first mapping relationship obtained by polynomial fitting is used to determine the required acceleration, and the sliding resistance is determined by the second polynomial fitting method, since a large number of tests have shown that the sliding resistance of new energy vehicles is smaller than that of fuel vehicles of the same specification, there is a certain difference in the sliding resistance of the current vehicle under the required acceleration (corresponding to M*a in the above formula). tgt With F 阻 The difference between the two values ​​is the energy that the current vehicle is allowed to recover. Furthermore, when driving on a sloped road, the current vehicle is affected by its own gravity. When driving uphill, the energy that can be recovered will increase, and the corresponding energy recovery torque will also increase; when driving downhill, the energy that can be recovered will decrease, and the corresponding energy recovery torque will also decrease.

[0110] The candidate energy recovery torque is used to represent a torque value that directly converts the motor driving force into the driving torque of the driving motor.

[0111] Exemplarily, the candidate energy recovery torque may be calculated using the following formula:

[0112] ;

[0113] Among them, T 候 represents the candidate energy recovery torque; r represents the tire rolling radius; i represents the gear ratio of the motor.

[0114] In an optional embodiment, the candidate energy recovery torque can be directly used as the basic energy recovery torque as the basis for determining the subsequent target energy recovery torque. However, since the candidate energy recovery torque may be a negative value, or the recoverable candidate energy recovery torque is too small to be sufficient for energy recovery, directly using the candidate energy recovery torque as the basic energy recovery torque will affect the rationality of energy recovery control. Therefore, a preset energy recovery torque can be further introduced to intervene in the above situation.

[0115] Exemplarily, the basic energy recovery torque can be determined using the following formula:

[0116] ;

[0117] Among them, T base represents the basic energy recovery torque; x represents the preset energy recovery torque; F 电 represents the driving force of the motor; r represents the rolling radius of the tire; i represents the transmission ratio of the motor.

[0118] In some optional embodiments, the preset energy recovery torque x can be 0, that is, when the motor driving force F 电 When it is a non-positive value, energy recovery is no longer performed. Of course, in other optional embodiments, the preset energy recovery torque x can also be set to a positive value according to actual needs or a large number of experiments.

[0119] The above-mentioned optional embodiment determines the motor driving force of the drive motor based on the required acceleration, sliding resistance, curb weight and road slope, that is, determines the motor driving force required to perform energy recovery through the real-time vehicle operating condition, and then determines the basic energy recovery torque by comprehensively combining the motor driving force and the preset energy recovery torque. The energy recovery torque obtained based on this can better adapt to the current vehicle operating condition, thereby improving the rationality and accuracy of the basic energy recovery torque determination result.

[0120] S220: Adjust the basic energy recovery torque according to the relative driving parameters between the current vehicle and the vehicle preceding the current vehicle to obtain the target energy recovery torque of the drive motor.

[0121] The relative driving parameter is used to characterize the current driving state between the current vehicle and the vehicle in front. For example, when the speed of the vehicle in front is relatively slow or the distance between the two vehicles is relatively close, there is a risk of rear-end collision between the two vehicles. At this time, the basic energy recovery torque is corrected, that is, the energy recovery torque is increased, so as to achieve deceleration and increase energy recovery at the same time.

[0122] The embodiment of the present application can adaptively make torque corrections based on the relative driving parameters between the current vehicle and the vehicle in front of the current vehicle, so that the vehicle's energy recovery control can adapt to more complex and changeable working conditions, and can also increase additional energy recovery while reducing the risk of rear-end collisions.

[0123] Based on the technical solutions of the above embodiments, the present application also provides an optional embodiment, in which the energy recovery torque adjustment step based on relative driving parameters is refined.

[0124] See also Figure 3 The energy recovery torque adjustment steps based on the shown pair include:

[0125] S310: Determine a torque adjustment coefficient according to a relative driving parameter between the current vehicle and a preceding vehicle corresponding to the current vehicle.

[0126] S320: Determine torque adjustment data according to the torque adjustment coefficient and the energy recovery torque threshold of the current vehicle.

[0127] The torque adjustment coefficient is used to correct the deviation of the basic energy recovery torque result so that it can more accurately reflect the actual situation. The number of torque adjustment coefficients can be at least one, that is, one, two or more. The relative driving parameters include relative distance and relative speed.

[0128] In an optional embodiment, the torque adjustment coefficient may be determined according to the relative distance between the current vehicle and the preceding vehicle corresponding to the current vehicle.

[0129] Exemplarily, the torque adjustment coefficient may be determined based on a first preset function according to the relative distance between the current vehicle and the vehicle preceding the current vehicle, wherein the first preset function is a decreasing function of the relative distance, that is, the torque adjustment coefficient decreases as the relative distance increases.

[0130] In a specific implementation, the torque adjustment factor f d It can be calculated using the following formula:

[0131] ;

[0132] Where d represents the relative distance between the current vehicle and the vehicle in front of the current vehicle, which can be obtained through the vehicle distance measurement system; d safe Indicates the safety distance threshold, which can be set according to actual needs.

[0133] For example, the torque adjustment factor f d The energy recovery torque threshold ΔT is weighted to obtain the torque adjustment data: f d*ΔT. ΔT can be configured as a set value or calculated in real time according to the current operating status of the current vehicle.

[0134] It is not difficult to see from the above optional embodiments that the closer the relative distance between the current vehicle and the vehicle in front of the current vehicle is, the larger the torque adjustment coefficient is, and the larger the torque adjustment data is, which in turn increases the energy recovery torque. The current vehicle decelerates, reducing the probability of a rear-end collision, and can also increase additional energy recovery.

[0135] In another optional embodiment, the torque adjustment coefficient may also be determined based on the relative speed between the current vehicle and the preceding vehicle corresponding to the current vehicle.

[0136] Exemplarily, the torque adjustment coefficient may be determined based on the second preset function according to the relative speed between the current vehicle and the preceding vehicle corresponding to the current vehicle, wherein the second preset function may be an increasing function of the relative speed, that is, the torque adjustment coefficient increases as the relative speed increases.

[0137] In a specific implementation, the torque adjustment factor f v It can be calculated using the following formula:

[0138] ;

[0139] Wherein, Δv represents the relative speed between the current vehicle and the vehicle preceding the current vehicle; Δvmax represents a preset relative speed threshold value, which may be an empirical value or a test value.

[0140] For example, the speed of the current vehicle can be obtained through a vehicle sensor, and the speed of the preceding vehicle can be obtained through a detection system, and then the relative speed can be calculated; the speed of the vehicle can also be obtained through a navigation system or a data interaction platform, and then the relative speed can be calculated. The preset relative speed threshold empirical value Δvmax can be set according to actual needs, for example.

[0141] For example, the torque adjustment factor f v The energy recovery torque threshold ΔT is weighted to obtain the torque adjustment data: f v *ΔT. ΔT can be configured as a set value or calculated in real time according to the current running state of the current vehicle. It is not difficult to see from the above optional embodiments that when the speed of the front vehicle is faster than that of the front vehicle, the torque adjustment coefficient is larger, the torque adjustment data is also larger, and the energy recovery torque is increased. At this time, the current vehicle decelerates, reducing the probability of rear-end collision, and can also increase additional energy recovery.

[0142] In another optional embodiment, the relative distance and relative speed between the current vehicle and the vehicle preceding the current vehicle may also be considered simultaneously. The torque adjustment coefficient includes the torque adjustment coefficient f d and torque adjustment factor f v , at this time the torque adjustment data can be expressed as: f d *ΔT+f v *ΔT.

[0143] In the above optional embodiment, by simultaneously considering the relative distance and relative speed between the current vehicle and the vehicle preceding the current vehicle, the probability of rear-end collision can be reduced to a greater extent and additional energy recovery can be increased.

[0144] S330: Adjust the basic energy recovery torque according to the torque adjustment data to obtain the target energy recovery torque of the drive motor.

[0145] For example, taking the relative distance and relative speed between the current vehicle and the vehicle preceding the current vehicle as an example, the target energy recovery torque is calculated by the following formula:

[0146]

[0147] Where, T represents the target energy recovery torque; T base Indicates the base energy recovery torque.

[0148] The embodiment of the present application determines the corresponding torque adjustment coefficient based on the relative driving parameters between the current vehicle and the preceding vehicle, and then calculates the torque adjustment data to correct the basic energy recovery torque. For ease of understanding, taking the relative driving parameters as an example, the relative distance and relative speed are considered. When the relative distance between the two vehicles is closer and / or the current vehicle is faster than the preceding vehicle, the torque adjustment data required to be increased is larger, that is, the energy required to be recovered is higher. This means that when the current vehicle faces a certain risk of rear-end collision, by increasing the energy recovery torque, the energy recovery intensity is increased, and the vehicle appears to slow down, reducing the risk of rear-end collision. At the same time, the difficulty of obtaining data in the embodiment of the present application is relatively low, the calculation process is relatively simple, and the computing resources invested are also relatively small.

[0149] In another optional embodiment, the basic energy recovery torque may also be used as the final target energy recovery torque, that is, the energy recovery torque is not corrected by the relative driving parameters.

[0150] Based on the technical solutions of the above embodiments, the present application also provides an optional embodiment, in which the step of determining the torque adjustment data is refined.

[0151] See also Figure 4The steps for determining the torque adjustment data shown include:

[0152] S410: Obtain the allowable recovery power of the power battery in the current vehicle, the maximum recovery torque of the drive motor, and the accessory consumption power of the vehicle accessories.

[0153] For example, the allowed recovery power can be obtained from the BMS (Battery Management System); the maximum recovery torque can be obtained from the MCU (Microcontroller Unit); wherein, the vehicle accessories may include at least one of air conditioning, PTC (Pure Temperature Control), DCDC (DCto DC converter), etc., and the accessory power consumption refers to the total power consumed by the operation of each vehicle accessory.

[0154] S420: Determine a reference torque threshold according to the allowed recovery power and the accessory power consumption.

[0155] For example, the reference torque threshold can be calculated using the following formula:

[0156] ;

[0157] Among them, T r Indicates the reference torque threshold; P R Indicates the allowed recovery power; P acsy represents the power consumption of the accessory; n represents the real-time speed of the motor; η represents the energy recovery efficiency of the motor, which can be a set value or a set mean value. The set mean value can be, for example, the average efficiency of energy recovery under the WLTC (World Light Vehicle Test Cycle) condition, that is, the ratio of the power generated by the drive motor to the mechanical energy recovered by the drive motor.

[0158] S430: Determine an energy recovery torque threshold of the current vehicle according to a reference torque threshold and a maximum recovery torque.

[0159] For example, the energy recovery torque threshold is calculated using the following formula:

[0160] ;

[0161] Where ΔT represents the energy recovery torque threshold of the current vehicle, T R Indicates the maximum regenerative torque.

[0162] S440: Determine torque adjustment data according to the torque adjustment coefficient and the energy recovery torque threshold.

[0163] In the embodiment of the present application, the allowable recovery power of the power battery in the current vehicle, the maximum recovery torque of the drive motor, and the accessory power consumption of the vehicle-mounted accessories are obtained, and then the reference torque threshold of the current vehicle can be adaptively calculated; the energy recovery torque threshold is obtained by selecting the minimum value between the reference torque threshold and the maximum recovery torque and subtracting it from the basic energy recovery torque. Due to the differences in the types of power batteries, drive motors and vehicle-mounted accessories, the ambient temperature, and user usage habits, the power data obtained is not static. Therefore, compared with the fixed value set based on experience, the energy recovery torque threshold is determined by using real-time acquired data, so that the final determination result is more in line with the actual situation of the current vehicle, and the accuracy of the energy recovery torque threshold determination result is improved, thereby helping to improve the accuracy of the target energy recovery torque, and thus facilitating the refined control of energy recovery.

[0164] Based on the technical solutions of the above embodiments, the present application also provides an optional embodiment, in which another specific implementation of the energy recovery control method is provided.

[0165] See also Figure 5 Another energy recovery control method shown includes:

[0166] S501. Acquire the current driving state data of the vehicle; wherein the driving state data includes the current driving speed, curb weight and the road slope of the current driving road.

[0167] S502: Determine, according to the first mapping relationship, a required acceleration corresponding to the current vehicle at the current driving speed.

[0168] S503: Determine the sliding resistance corresponding to the current vehicle at the current driving speed according to the second mapping relationship.

[0169] Among them, S503 can be determined before S502, or after S502, or both can be determined together or crosswise, and this application does not impose any limitation on the order of execution of the two processes.

[0170] S504: Determine the motor driving force of the driving motor according to the required acceleration, the sliding resistance, the curb weight and the road slope.

[0171] S505 : Determine a candidate energy recovery torque according to the motor driving force, the tire rolling radius of the current vehicle, and the motor transmission ratio of the driving motor.

[0172] S506: Select a larger torque between the candidate energy recovery torque and the preset energy recovery torque as the basic energy recovery torque.

[0173] S507: Determine a torque adjustment coefficient according to a relative driving parameter between the current vehicle and a preceding vehicle corresponding to the current vehicle.

[0174] S508: Determine torque adjustment data according to the torque adjustment coefficient and the energy recovery torque threshold of the current vehicle.

[0175] S509: Adjust the basic energy recovery torque according to the torque adjustment data to obtain the target energy recovery torque of the drive motor.

[0176] S510: Perform energy recovery control on the current vehicle according to the target energy recovery torque.

[0177] The detailed technical contents of the above steps S501-S510 have been recorded in the above examples and will not be repeated here.

[0178] It should be understood that, although the various steps in the flowcharts involved in the above-mentioned embodiments are displayed in sequence according to the indication of the arrows, these steps are not necessarily executed in sequence according to the order indicated by the arrows. Unless there is a clear explanation in this article, the execution of these steps does not have a strict order restriction, and these steps can be executed in other orders. Moreover, at least a part of the steps in the flowcharts involved in the above-mentioned embodiments can include multiple steps or multiple stages, and these steps or stages are not necessarily executed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily to be carried out in sequence, but can be executed in turn or alternately with other steps or at least a part of the steps or stages in other steps.

[0179] Based on the same inventive concept, the embodiment of the present application also provides an energy recovery control device for implementing the energy recovery control method involved above. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme recorded in the above method, so the specific limitations in one or more energy recovery control device embodiments provided below can refer to the limitations of the energy recovery control method above, and will not be repeated here.

[0180] In an exemplary embodiment, Figure 6 As shown, an energy recovery control device is provided, including: an acquisition module 610, a first determination module 620, a second determination module 630 and a control module 640. Among them:

[0181] The acquisition module 610 is used to acquire the current driving state data of the vehicle; wherein the driving state data includes the current driving speed, the curb weight and the road slope of the current driving road;

[0182] A first determination module 620 is used to determine the required acceleration and sliding resistance of the current vehicle according to the current driving speed;

[0183] The second determination module 630 is used to determine the target energy recovery torque of the driving motor corresponding to the current vehicle according to the required acceleration, the sliding resistance, the curb weight and the road slope;

[0184] The control module 640 is used to perform energy recovery control on the current vehicle according to the target energy recovery torque.

[0185] In an exemplary embodiment, the second determination module 630 includes: a first determination unit, used to determine the basic energy recovery torque of the drive motor according to the required acceleration, sliding resistance, curb weight and road slope; an adjustment unit, used to adjust the basic energy recovery torque according to the relative driving parameters between the current vehicle and the corresponding preceding vehicle of the current vehicle, so as to obtain the target energy recovery torque of the drive motor.

[0186] In an exemplary embodiment, the adjustment unit includes: a first determination subunit, used to determine the torque adjustment coefficient based on the relative driving parameters between the current vehicle and the vehicle preceding the current vehicle; a second determination subunit, used to determine the torque adjustment data based on the torque adjustment coefficient and the energy recovery torque threshold of the current vehicle; and an adjustment subunit, used to adjust the basic energy recovery torque based on the torque adjustment data to obtain the target energy recovery torque of the drive motor.

[0187] In an exemplary embodiment, the first determination subunit is specifically used to: determine the torque adjustment coefficient based on the relative distance between the current vehicle and the vehicle preceding the current vehicle; and / or determine the torque adjustment coefficient based on the relative speed between the current vehicle and the vehicle preceding the current vehicle.

[0188] In an exemplary embodiment, the second determination subunit is specifically used to: obtain the allowable recovery power of the power battery in the current vehicle, the maximum recovery torque of the drive motor, and the accessory power consumption of the on-board accessories; determine the reference torque threshold based on the allowable recovery power and the accessory power consumption; determine the energy recovery torque threshold of the current vehicle based on the reference torque threshold and the maximum recovery torque; determine the torque adjustment data based on the torque adjustment coefficient and the energy recovery torque threshold.

[0189] In an exemplary embodiment, the first determination unit includes: a third determination subunit, used to determine the motor driving force of the drive motor according to the required acceleration, sliding resistance, curb weight and road slope; a fourth determination subunit, used to determine the candidate energy recovery torque according to the motor driving force, the tire rolling radius of the current vehicle and the motor transmission ratio of the drive motor; a selection subunit, used to select the larger torque between the candidate energy recovery torque and the preset energy recovery torque as the basic energy recovery torque.

[0190] In an exemplary embodiment, the second determination module 630 also includes: a second determination unit, used to determine the slope filter coefficient based on the curb mass, the suspension stiffness of the current vehicle, the current driving speed and the slope sampling interval; a processing unit, used to filter the road slope according to the slope filter coefficient to update the road slope; a third determination unit, used to determine the target energy recovery torque of the drive motor based on the required acceleration, sliding resistance, curb mass and the updated road slope.

[0191] In an exemplary embodiment, the first determination module configuration 620 includes: a fourth determination unit, used to: determine the required acceleration corresponding to the current vehicle at the current driving speed based on the first mapping relationship; wherein the first mapping relationship is constructed in the following manner: obtain the first reference vehicle speed and the corresponding reference acceleration under standard coasting test conditions corresponding to the first reference vehicle of the current vehicle; perform polynomial fitting with the first reference vehicle speed as the independent variable and the reference acceleration corresponding to the first reference vehicle speed as the target variable to obtain the first mapping relationship; wherein the first reference vehicle is a vehicle with the same specification parameters as the current vehicle, without energy recovery capability, and with a different power supply method.

[0192] In an exemplary embodiment, the first determination module configuration 620 also includes: a fifth determination unit, used to: determine the sliding resistance corresponding to the current vehicle at the current driving speed based on the second mapping relationship; wherein the second mapping relationship is constructed in the following manner: obtain the second reference vehicle speed and the corresponding driving resistance under standard sliding test conditions corresponding to the second reference vehicle of the current vehicle; perform polynomial fitting with the second reference vehicle speed as the independent variable and the driving resistance corresponding to the second reference vehicle speed as the target variable to obtain a second mapping relationship wherein the second reference vehicle is of the same vehicle type as the current vehicle.

[0193] Each module in the above energy recovery control device can be implemented in whole or in part by software, hardware or a combination thereof. Each module can be embedded in or independent of a processor in a computer device in the form of hardware, or can be stored in a memory in a computer device in the form of software, so that the processor can call and execute operations corresponding to each module.

[0194] In an exemplary embodiment, a computer device is provided. The computer device may be a server, and its internal structure diagram may be as shown in FIG. Figure 7As shown. The computer device includes a processor, a memory, an input / output interface (Input / Output, referred to as I / O) and a communication interface. The processor, the memory and the input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. The processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program and a database. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The database of the computer device is used to store driving status data. The input / output interface of the computer device is used to exchange information between the processor and an external device. The communication interface of the computer device is used to communicate with an external terminal through a network connection. When the computer program is executed by the processor, an energy recovery control method is implemented.

[0195] Those skilled in the art will understand that Figure 7 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.

[0196] In an optional embodiment, the computer device may be a vehicle-mounted terminal.

[0197] In an exemplary embodiment, a computer device is provided, including a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the following steps when executing the computer program: obtaining driving status data of a current vehicle; wherein the driving status data includes a current driving speed, a curb weight, and a road slope of a current driving road; determining a required acceleration and a sliding resistance of the current vehicle according to the current driving speed; determining a target energy recovery torque of a drive motor corresponding to the current vehicle according to the required acceleration, the sliding resistance, the curb weight, and the road slope; and performing energy recovery control on the current vehicle according to the target energy recovery torque.

[0198] In one embodiment, the processor also implements the following steps when executing the computer program: determining the basic energy recovery torque of the drive motor according to the required acceleration, sliding resistance, curb weight and road slope; adjusting the basic energy recovery torque according to the relative driving parameters between the current vehicle and the vehicle preceding the current vehicle to obtain the target energy recovery torque of the drive motor.

[0199] In one embodiment, the processor also implements the following steps when executing the computer program: determining a torque adjustment coefficient based on relative driving parameters between the current vehicle and the vehicle preceding the current vehicle; determining torque adjustment data based on the torque adjustment coefficient and the energy recovery torque threshold of the current vehicle; and adjusting the basic energy recovery torque based on the torque adjustment data to obtain the target energy recovery torque of the drive motor.

[0200] In one embodiment, when the processor executes the computer program, the following steps are also implemented: determining the torque adjustment coefficient based on the relative distance between the current vehicle and the vehicle preceding the current vehicle; and / or determining the torque adjustment coefficient based on the relative speed between the current vehicle and the vehicle preceding the current vehicle.

[0201] In one embodiment, when the processor executes the computer program, the following steps are also implemented: obtaining the allowable recovery power of the power battery in the current vehicle, the maximum recovery torque of the drive motor, and the accessory power consumption of the vehicle-mounted accessories; determining a reference torque threshold based on the allowable recovery power and the accessory power consumption; determining an energy recovery torque threshold of the current vehicle based on the reference torque threshold and the maximum recovery torque; and determining torque adjustment data based on the torque adjustment coefficient and the energy recovery torque threshold.

[0202] In one embodiment, the processor also implements the following steps when executing the computer program: determining the motor driving force of the drive motor according to the required acceleration, sliding resistance, curb weight and road slope; determining the candidate energy recovery torque according to the motor driving force, the tire rolling radius of the current vehicle and the motor transmission ratio of the drive motor; selecting the larger torque between the candidate energy recovery torque and the preset energy recovery torque as the basic energy recovery torque.

[0203] In one embodiment, the processor also implements the following steps when executing the computer program: determining a slope filter coefficient based on the curb mass, the current vehicle suspension stiffness, the current driving speed and the slope sampling interval; filtering the road slope based on the slope filter coefficient to update the road slope; determining the target energy recovery torque of the drive motor based on the required acceleration, sliding resistance, curb mass and the updated road slope.

[0204] In one embodiment, the processor further implements the following steps when executing the computer program: determining the required acceleration corresponding to the current vehicle at the current driving speed according to the first mapping relationship; wherein the first mapping relationship is constructed in the following manner: obtaining the first reference vehicle speed and the corresponding reference acceleration under standard coasting test conditions corresponding to the first reference vehicle of the current vehicle; performing polynomial fitting with the first reference vehicle speed as the independent variable and the reference acceleration corresponding to the first reference vehicle speed as the target variable to obtain the first mapping relationship; wherein the first reference vehicle is a vehicle with the same specification parameters as the current vehicle, without energy recovery capability, and with a different power supply method.

[0205] In one embodiment, the processor further implements the following steps when executing the computer program: determining the sliding resistance corresponding to the current vehicle at the current driving speed according to the second mapping relationship; wherein the second mapping relationship is constructed in the following manner: obtaining the second reference vehicle speed and the corresponding driving resistance under standard sliding test conditions corresponding to the second reference vehicle corresponding to the current vehicle; performing polynomial fitting with the second reference vehicle speed as the independent variable and the driving resistance corresponding to the second reference vehicle speed as the target variable to obtain the second mapping relationship wherein the second reference vehicle is of the same vehicle type as the current vehicle.

[0206] In an optional embodiment, the present application also provides a vehicle, in which the following Figure 7 Computer equipment shown.

[0207] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps in the above-mentioned method embodiments are implemented.

[0208] In one embodiment, a computer program product is provided, including a computer program, which implements the steps in the above method embodiments when executed by a processor.

[0209] A person of ordinary skill in the art can understand that all or part of the processes in the above-mentioned embodiment method can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to the memory, database or other medium used in the embodiments provided in the present application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The database involved in each embodiment provided in this application may include at least one of a relational database and a non-relational database. Non-relational databases may include distributed databases based on blockchains, etc., but are not limited to this. The processor involved in each embodiment provided in this application may be a general-purpose processor, a central processing unit, a graphics processor, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, an artificial intelligence (AI) processor, etc., but are not limited to this.

[0210] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0211] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the present application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the attached claims.

Claims

1. An energy recovery control method, characterized in that: The method comprises: Acquire the current driving state data of the vehicle; wherein the driving state data includes the current driving speed, curb weight and the road slope of the current driving road; Determining respectively the required acceleration and the sliding resistance of the current vehicle according to the current driving speed; Determining a target energy recovery torque of a drive motor corresponding to the current vehicle according to the required acceleration, the sliding resistance, the curb weight and the road slope; Energy recovery control is performed on the current vehicle according to the target energy recovery torque.

2. The method according to claim 1, characterized in that The determining, according to the required acceleration, the sliding resistance, the curb weight and the road slope, a target energy recovery torque corresponding to the drive motor of the current vehicle includes: determining a basic energy recovery torque of the drive motor according to the required acceleration, the sliding resistance, the curb weight and the road slope; The basic energy recovery torque is adjusted according to the relative driving parameters between the current vehicle and the preceding vehicle corresponding to the current vehicle to obtain the target energy recovery torque of the drive motor.

3. The method according to claim 2, characterized in that The step of adjusting the basic energy recovery torque according to the relative driving parameter between the current vehicle and a preceding vehicle corresponding to the current vehicle to obtain the target energy recovery torque of the drive motor includes: determining a torque adjustment coefficient according to a relative driving parameter between the current vehicle and a preceding vehicle corresponding to the current vehicle; Determining torque adjustment data according to the torque adjustment coefficient and the energy recovery torque threshold of the current vehicle; The basic energy recovery torque is adjusted according to the torque adjustment data to obtain the target energy recovery torque of the drive motor.

4. The method according to claim 3, characterized in that The relative driving parameters include a relative distance and a relative speed. The determining of the torque adjustment coefficient according to the relative driving parameters between the current vehicle and the preceding vehicle corresponding to the current vehicle includes: determining the torque adjustment coefficient according to a relative distance between the current vehicle and a preceding vehicle corresponding to the current vehicle; and / or, The torque adjustment coefficient is determined according to a relative speed between the current vehicle and a preceding vehicle corresponding to the current vehicle.

5. The method according to claim 3, characterized in that: The step of determining the torque adjustment data according to the torque adjustment coefficient and the energy recovery torque threshold of the current vehicle includes: Acquiring the allowable recovery power of the power battery in the current vehicle, the maximum recovery torque of the drive motor, and the accessory consumption power of the vehicle-mounted accessories; determining a reference torque threshold value according to the allowable recovery power and the accessory power consumption; Determining an energy recovery torque threshold of the current vehicle according to the reference torque threshold and the maximum recovery torque; The torque adjustment data is determined according to the torque adjustment coefficient and the energy recovery torque threshold.

6. The method according to claim 2, characterized in that The determining the basic energy recovery torque of the drive motor according to the required acceleration, the sliding resistance, the curb weight and the road slope includes: determining a motor driving force of the driving motor according to the required acceleration, the sliding resistance, the curb weight and the road slope; determining a candidate energy recovery torque according to the motor driving force, the tire rolling radius of the current vehicle, and the motor transmission ratio of the drive motor; A larger torque between the candidate energy recovery torque and the preset energy recovery torque is selected as the basic energy recovery torque.

7. The method according to any one of claims 1 to 6, characterized in that: The determining, according to the required acceleration, the sliding resistance, the curb weight and the road slope, a target energy recovery torque corresponding to the drive motor of the current vehicle includes: Determining a slope filtering coefficient according to the curb weight, the suspension stiffness of the current vehicle, the current driving speed and the slope sampling interval; filtering the road slope according to the slope filtering coefficient to update the road slope; The target energy recovery torque of the drive motor is determined according to the required acceleration, the sliding resistance, the curb weight and the updated road slope.

8. The method according to any one of claims 1 to 6, characterized in that: Determining the current required acceleration of the vehicle according to the current driving speed includes: Determining, according to the first mapping relationship, a required acceleration corresponding to the current vehicle at the current driving speed; The first mapping relationship is constructed in the following manner: Obtaining a first reference vehicle speed and a corresponding reference acceleration of the current vehicle corresponding to a first reference vehicle under standard coasting test conditions; Performing polynomial fitting with the first reference vehicle speed as an independent variable and a reference acceleration corresponding to the first reference vehicle speed as a target variable to obtain the first mapping relationship; The first reference vehicle is a vehicle having the same specification parameters as the current vehicle, but having no energy recovery capability and having a different power supply method.

9. The method according to any one of claims 1 to 6, characterized in that: Determining the sliding resistance of the current vehicle according to the current driving speed includes: Determining, according to the second mapping relationship, a sliding resistance corresponding to the current vehicle at the current driving speed; The second mapping relationship is constructed in the following manner: Obtaining a second reference vehicle speed and a corresponding driving resistance of a second reference vehicle corresponding to the current vehicle under standard coasting test conditions; The second reference vehicle speed is used as an independent variable, and the driving resistance corresponding to the second reference vehicle speed is used as a target variable for polynomial fitting to obtain the second mapping relationship, wherein the second reference vehicle and the current vehicle belong to the same vehicle type.

10. An energy recovery control device, characterized in that: The device comprises: An acquisition module, used to acquire the current driving state data of the vehicle; wherein the driving state data includes the current driving speed, the curb weight and the road slope of the current driving road; A first determination module, configured to determine the required acceleration and sliding resistance of the current vehicle according to the current driving speed; a second determination module, configured to determine a target energy recovery torque of a drive motor corresponding to the current vehicle according to the required acceleration, the sliding resistance, the curb weight and the road slope; A control module is used to perform energy recovery control on the current vehicle according to the target energy recovery torque.

11. A computer device comprising a memory and a processor, wherein the memory stores a computer program, wherein: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 9 are implemented.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 9 are implemented.

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