Hybrid electric vehicle energy recovery control method based on P2.5 +P4 configuration

Abstract

The invention discloses a hybrid electric vehicle energy recovery control method based on a P2.5 + P4 configuration. The hybrid electric vehicle energy recovery control method comprises the steps that the regeneration capacity of a power assembly is estimated; energy recovery demand types are recognized, wherein the energy recovery demand types comprise sliding energy recovery, braking energy recovery and braking and sliding conversion; if the sliding energy is recovered, setting a corresponding sliding recovery torque according to the sliding energy recovery strength; if the braking energy is recovered, the braking regeneration torque is responded and controlled according to the braking regeneration torque request; and if braking and sliding are switched, zero crossing torque control is executed when sliding energy recovery is not started, gradient management is carried out on the braking torque until torque zero crossing is finished, and then the braking torque is executed according to a braking strategy. According to the hybrid vehicle energy recovery control method based on the P2.5 + P4 configuration, the reasonability of dual-motor energy recovery control is considered, so that the whole vehicle has an excellent energy recovery management system, the oil consumption is reduced, the driving comfort of a user is improved, and the experience feeling is improved.

Description

Technical Field

[0001] The present invention relates to the field of energy recovery technology, and more specifically, to a hybrid vehicle energy recovery control method based on a P2.5+P4 configuration. Background Art

[0002] The hybrid solution of a current four-wheel drive hybrid pickup truck model is the P2.5+P4 configuration, in which the P2.5 hybrid transmission is a 4DHT (4AT) transmission, and the P2.5 motor (EM1) is integrated between the two planetary gears; the P4 motor (EM2) is the rear axle electric drive assembly. When the front drive is purely electric, the P2.5 motor is driven in two gears, and when the front drive engine is driven in series and parallel, it is driven in four gears. The rear drive is driven by the P4 electric drive axle assembly. The vehicle controller includes the vehicle controller VCU, the engine ECU controller, the 4DHT transmission controller HTCU and the P2.5+P4 motor dual motor controller. The HTCU controller is a two-in-one controller of the 4AT transmission controller TCU and the vehicle hybrid mode control HCU. At present, there is no energy recovery control solution for hybrid vehicles based on the P2.5+P4 configuration.

[0003] Based on the P2.5+P4 configuration of the whole vehicle, the hybrid control mode of the whole vehicle is generally divided into three major power source conditions: pure electric mode, parallel mode, and series mode. The existing control mode selection is mainly determined by different working conditions. For example, the parallel control mode is adopted in steady-state conditions (such as the throttle and vehicle speed are relatively stable or relatively stable within a certain range). However, this method of determining the hybrid control mode by the working condition and not adjusting it with the change of the actual required torque may increase the energy consumption of the whole vehicle and affect the driving experience. Therefore, in order to reduce the energy consumption of the whole vehicle while ensuring good economic characteristics, and allowing the whole vehicle to complete the torque distribution control under different torque requirements of the whole vehicle, how to achieve the optimal selection of the hybrid control mode and give the whole vehicle an excellent driving experience is of great significance.

[0004] Therefore, there is an urgent need for a hybrid vehicle energy recovery control method based on the P2.5+P4 configuration. Summary of the invention

[0005] The purpose of the present invention is to provide a hybrid vehicle energy recovery control method based on the P2.5+P4 configuration to solve the above-mentioned problems in the prior art, take into account the rationality of dual-motor energy recovery control, and maximize the optimization of the vehicle energy recovery management system.

[0006] The present invention provides a hybrid vehicle energy recovery control method based on a P2.5+P4 configuration, which includes:

[0007] Step S1, estimating the regeneration capability of the powertrain;

[0008] Step S2, identifying the energy recovery demand type, wherein the energy recovery demand type includes coasting energy recovery, braking energy recovery and braking and coasting conversion. If the energy recovery demand type is coasting energy recovery, executing step S3; if the energy recovery demand type is braking energy recovery, executing step S4; if the energy recovery demand type is braking and coasting conversion, executing step S5;

[0009] Step S3, setting a corresponding coasting recovery torque according to the coasting energy recovery intensity;

[0010] Step S4, responding and controlling the braking regenerative torque according to the braking regenerative torque request;

[0011] Step S5: When the coasting energy recovery is not started, the coasting torque is frozen to 0 Nm, the zero-penetrating torque control is executed, and the braking torque is gradient-managed until the torque zero-penetrating is completed, and then the braking torque is executed according to the braking strategy.

[0012] In the above-mentioned hybrid vehicle energy recovery control method based on the P2.5+P4 configuration, preferably, the step S1, estimating the powertrain regeneration capacity, specifically includes:

[0013] The vehicle controller estimates the regenerative capability of the powertrain according to at least one of the battery power, the electric quantity, the component protection information and the upshift and downshift information.

[0014] In the above-mentioned hybrid vehicle energy recovery control method based on the P2.5+P4 configuration, preferably, the step S2, identifying the energy recovery demand type, specifically includes:

[0015] The vehicle controller identifies the energy recovery demand type according to at least one of the accelerator opening, the brake pedal and the brake torque flag.

[0016] In the above-mentioned hybrid vehicle energy recovery control method based on the P2.5+P4 configuration, preferably, the step S2 of identifying the energy recovery demand type further comprises:

[0017] When the energy recovery demand type is identified, a coasting recovery prohibited condition is simultaneously identified, and when the coasting recovery prohibited condition is identified, the coasting recovery process is exited.

[0018] In the above-mentioned hybrid vehicle energy recovery control method based on the P2.5+P4 configuration, preferably, the prohibited coasting recovery working condition includes: AEB deceleration braking activation, ABS activation or ACC longitudinal control activation,

[0019] When the taxiing recovery prohibition condition is identified, the exit taxiing recovery process includes:

[0020] The vehicle controller exits the sliding recovery process. When the AEB deceleration braking is activated or the ABS is activated, the vehicle controller quickly exits the sliding recovery process; when the ACC longitudinal control is activated, the vehicle controller slowly exits the sliding recovery process.

[0021] In the above-mentioned hybrid vehicle energy recovery control method based on the P2.5+P4 configuration, preferably, the step S3, setting the corresponding coasting recovery torque according to the coasting energy recovery intensity, specifically includes:

[0022] The vehicle controller sets the corresponding coasting recovery torque according to the coasting energy recovery intensity.

[0023] In the above-mentioned hybrid vehicle energy recovery control method based on the P2.5+P4 configuration, preferably, the vehicle controller sets the corresponding coasting recovery torque according to the coasting energy recovery intensity, specifically including:

[0024] Based on driving comfort and economy, the gliding energy recovery level and the vehicle deceleration curve are determined, and the vehicle's required gliding energy recovery wheel-end torque is determined based on the vehicle's deceleration curve, the gliding resistance coefficient and vehicle-related parameters, wherein the gliding energy recovery level includes two levels: standard level and fast level, and the snow mode only responds to the highest level of gliding energy recovery torque; if the gliding energy recovery level is switched during gliding, it will be enabled after the accelerator is pressed to accelerate, and if gliding is performed without pressing the accelerator, it will continue to be executed as before the switch.

[0025] In the above-mentioned hybrid vehicle energy recovery control method based on the P2.5+P4 configuration, preferably, the step S4, responding to and controlling the braking regeneration torque according to the braking regeneration torque request, specifically includes:

[0026] The vehicle controller sends the maximum braking recovery capacity to the vehicle braking system;

[0027] The vehicle braking system sends a braking regenerative torque request to the vehicle controller;

[0028] The vehicle controller responds to the brake regenerative torque, and the vehicle controller sends the actual braking to the vehicle braking system, which distributes the electric braking force and hydraulic braking force to the four wheels.

[0029] In the above-mentioned hybrid vehicle energy recovery control method based on the P2.5+P4 configuration, preferably, the step S4, responding to and controlling the braking regeneration torque according to the braking regeneration torque request, further comprises:

[0030] When the absolute value of the actual torque is greater than the absolute value of the torque limit:

[0031] The vehicle braking system reduces the braking energy recovery torque to the limit value according to the preset gradient based on the torque limit value, and superimposes the sliding torque to obtain A;

[0032] The vehicle controller performs torque unloading according to the actual torque and the limit torque at a larger gradient to obtain the required torque B;

[0033] If the required torque |A|≥required torque |B|, the actual required torque is the required torque B, otherwise the actual required torque is the required torque A, and the vehicle braking system adjusts the hydraulic braking according to the actual required torque.

[0034] The above-mentioned hybrid vehicle energy recovery control method based on the P2.5+P4 configuration, wherein preferably, in the step S5, when the coasting energy recovery is not started, the coasting torque is frozen to 0Nm, the zero-penetrating torque control is performed, and the braking torque is gradient-managed until the torque zero-penetrating ends, and then the braking torque is executed according to the braking strategy, specifically including:

[0035] If the actual wheel-end torque has not dropped to negative torque when the braking torque flag is 1, indicating that the coasting energy recovery has not started at this time, the vehicle controller will freeze the coasting torque at 0Nm, and the vehicle controller will execute zero-penetrating torque control and perform gradient management on the braking torque, wherein the wheel-end torque is 200Nm / s and can be calibrated until the torque passes through zero, wherein the zero-penetrating range of the wheel-end torque is -50Nm~50Nm and can be calibrated, and then the braking torque is executed according to the braking strategy.

[0036] The present invention provides a hybrid vehicle energy recovery control method based on a P2.5+P4 configuration, designs an energy recovery control strategy based on the hybrid P2.5+P4 configuration, takes into account the rationality of dual-motor energy recovery control, optimizes the whole vehicle energy recovery management system to the maximum extent, enables the whole vehicle to have an excellent energy recovery management system, can reduce fuel consumption, improve user driving comfort, enhance experience, and greatly enhance the advantages of the energy recovery management control solution of the hybrid configuration. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In order to make the purpose, technical solutions and advantages of the present invention more clear, the present invention will be further described below with reference to the accompanying drawings, in which:

[0038] Figure 1 The present invention provides a flow chart of an embodiment of a hybrid vehicle energy recovery control method based on a P2.5+P4 configuration. DETAILED DESCRIPTION

[0039] Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. The description of the exemplary embodiments is merely illustrative and is in no way intended to limit the present disclosure and its application or use. The present disclosure can be implemented in many different forms and is not limited to the embodiments described herein. These embodiments are provided to make the present disclosure thorough and complete and to fully express the scope of the present disclosure to those skilled in the art. It should be noted that unless otherwise specifically stated, the relative arrangement of the components and steps, the composition of the materials, the numerical expressions and the numerical values ​​set forth in these embodiments should be interpreted as being merely exemplary and not as limiting.

[0040] The words "first", "second" and similar words used in this disclosure do not indicate any order, quantity or importance, but are only used to distinguish different parts. The words "include" or "comprises" and similar words mean that the elements before the word include the elements listed after the word, and do not exclude the possibility of including other elements. "Up", "down" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0041] In the present disclosure, when a specific component is described as being located between a first component and a second component, there may or may not be an intermediate component between the specific component and the first component or the second component. When a specific component is described as being connected to other components, the specific component may be directly connected to the other components without an intermediate component, or may not be directly connected to the other components but have an intermediate component.

[0042] All terms (including technical terms or scientific terms) used in the present disclosure have the same meanings as those understood by ordinary technicians in the field to which the present disclosure belongs, unless otherwise specifically defined. It should also be understood that terms defined in general dictionaries, such as general dictionaries, should be interpreted as having meanings consistent with their meanings in the context of the relevant technology, and should not be interpreted in an idealized or extremely formal sense, unless explicitly defined herein.

[0043] Technologies, methods, and equipment known to ordinary technicians in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and equipment should be considered part of the specification.

[0044] like Figure 1 As shown, the energy recovery control method for a hybrid vehicle based on a P2.5+P4 configuration provided in this embodiment includes the following steps in actual execution:

[0045] Step S1: estimating the regenerative capability of the powertrain.

[0046] Specifically, the vehicle controller estimates the powertrain regeneration capacity based on at least one of the battery power, power, component protection information, and shift up / down information. The vehicle braking system does not consider the engine friction torque, and the vehicle controller needs to consider the engine friction torque when calculating the torque capacity.

[0047] Step S2, identifying the energy recovery demand type, the energy recovery demand type includes coasting energy recovery, braking energy recovery and braking and coasting conversion. If the energy recovery demand type is coasting energy recovery, execute step S3; if the energy recovery demand type is braking energy recovery, execute step S4; if the energy recovery demand type is braking and coasting conversion, execute step S5.

[0048] Specifically, the vehicle controller identifies the energy recovery demand type according to at least one of the accelerator opening, the brake pedal and the brake torque flag.

[0049] Furthermore, in an embodiment of a hybrid vehicle energy recovery control method based on a P2.5+P4 configuration of the present invention, step S2 further includes:

[0050] When the energy recovery demand type is identified, a coasting recovery prohibited condition is simultaneously identified, and when the coasting recovery prohibited condition is identified, the coasting recovery process is exited.

[0051] The prohibited coasting recovery conditions include: AEB deceleration braking activation, ABS activation or ACC longitudinal control activation.

[0052] Specifically, when a taxiing recovery prohibition condition is identified, the exit taxiing recovery process includes:

[0053] The vehicle controller exits the coasting recovery process. When the AEB deceleration braking or ABS is activated, the vehicle controller quickly exits the coasting recovery process; when the ACC longitudinal control is activated, the vehicle controller slowly exits the coasting recovery process, that is, when the ACC activated wheel-end coasting torque exits, the smoothing change rate takes a smaller value.

[0054] Step S3: setting a corresponding coasting recovery torque according to the coasting energy recovery intensity.

[0055] Specifically, the vehicle controller sets the corresponding sliding recovery torque according to the sliding energy recovery intensity. Specifically, in one embodiment of the present invention, based on driving comfort and economy, the sliding energy recovery level and the vehicle deceleration curve are determined, and the vehicle required sliding energy recovery wheel end torque is determined according to the vehicle deceleration curve, the sliding resistance coefficient and vehicle-related parameters, wherein the sliding energy recovery level includes two levels: standard level and fast level, and the snow mode only responds to the highest level of sliding energy recovery torque. If the sliding energy recovery level is switched during the sliding process, it is enabled after the accelerator is pressed to accelerate, and if the accelerator is not pressed to slide, it continues to be executed before the switch.

[0056] Specifically, during the coasting energy recovery process, if the ABS activation status bit is 1, coasting energy recovery is prohibited, and the coasting energy recovery in the current braking cycle is no longer enabled until the next time the accelerator pedal is pressed; at the same time, the vehicle controller immediately exits energy recovery, and the actual feedback torque of the vehicle exits at a gradient of 3500Nm / s (calibratable). Furthermore, for the braking cycle with ABS activated, the vehicle braking system does not perform brake energy recovery, and it is enabled again in the next braking cycle.

[0057] Furthermore, when the vehicle speed is ≤10km / h, the coasting torque must be reduced to 0.

[0058] Furthermore, in some embodiments of the present invention, when the gear is switched from D gear to N gear during coasting, the vehicle controller exits the coasting torque according to a preset calibrable gradient.

[0059] Furthermore, in some other embodiments of the present invention, when the gear is switched from N gear to D gear during coasting, the vehicle controller recovers the coasting torque according to the coasting of the vehicle.

[0060] Step S4: responding and controlling the braking regenerative torque according to the braking regenerative torque request.

[0061] Specifically, the vehicle controller receives the braking regeneration torque request sent by the vehicle braking system, and responds to control the braking regeneration torque. At this time, the braking torque flag is 1. In an embodiment of a hybrid vehicle energy recovery control method based on a P2.5+P4 configuration of the present invention, the step S4 may specifically include:

[0062] Step S41: The vehicle controller sends the maximum braking recovery capacity to the vehicle braking system.

[0063] Step S42: The vehicle braking system sends a braking regenerative torque request to the vehicle controller.

[0064] Step S43: The vehicle controller responds to the braking regenerative torque, and the vehicle controller sends the actual braking to the vehicle braking system, which distributes the electric braking force and the hydraulic braking force to the four wheels.

[0065] Among them, in snow mode, the vehicle's braking system prohibits braking energy recovery.

[0066] Furthermore, in an embodiment of a hybrid vehicle energy recovery control method based on a P2.5+P4 configuration of the present invention, step S4 further includes:

[0067] Step S44: when the absolute value of the actual torque is greater than the absolute value of the torque limit, for example, when the vehicle operating condition changes and affects the brake torque capacity limit (battery failure, etc.), resulting in the absolute value of the actual torque being greater than the absolute value of the torque limit:

[0068] The vehicle braking system reduces the braking energy recovery torque to the limit value according to the preset gradient based on the torque limit value, and superimposes the sliding torque to obtain A;

[0069] The vehicle controller performs torque unloading according to the actual torque and the limit torque at a larger gradient to obtain the required torque B;

[0070] If the required torque |A|≥required torque |B|, the actual required torque is the required torque B, otherwise the actual required torque is the required torque A, and the vehicle braking system adjusts the hydraulic braking according to the actual required torque.

[0071] Step S5: When the coasting energy recovery is not started, the coasting torque is frozen to 0 Nm, the zero-penetrating torque control is executed, and the braking torque is gradient-managed until the torque zero-penetrating is completed, and then the braking torque is executed according to the braking strategy.

[0072] Specifically, if the actual wheel-end torque has not dropped to negative torque when the braking torque flag is 1, indicating that the gliding energy recovery has not started at this time, the vehicle controller will freeze the gliding torque at 0Nm, and the vehicle controller will execute zero-penetrating torque control and perform gradient management on the braking torque, wherein the wheel-end torque is 200Nm / s and can be calibrated until the torque passes through zero, wherein the zero-penetrating range of the wheel-end torque is -50Nm~50Nm and can be calibrated, and then the braking torque is executed according to the braking strategy.

[0073] Among them, the energy recovery demand type is the conversion between braking and coasting, which is divided into three operating conditions: braking to coasting, coasting to braking, and braking and coasting conversion.

[0074] For the condition of braking to sliding, after releasing the brake pedal, the vehicle braking system will control the superimposed electric braking torque (the superposition here refers to the superposition of the braking effects generated by hydraulic braking and motor recovery) to rise according to the preset slope, and when hydraulic braking is present, the hydraulic braking will decrease synchronously. Specifically, after releasing the brake pedal, the vehicle braking system will control the superimposed motor torque to rise according to the preset slope, and the hydraulic braking will decrease synchronously. If the braking torque flag is 1, the vehicle controller will continue to execute the braking torque control strategy (freeze the sliding torque and superimpose the braking torque); if the braking torque flag is 0, the vehicle controller will execute the sliding torque control strategy. In some embodiments of the present invention, if the gear is switched from N gear to D gear during braking, if the braking torque flag is 1, the vehicle controller will execute the braking torque control strategy (freeze the sliding torque to 0 and superimpose the braking torque); if the braking torque flag is 0, the vehicle controller will execute the sliding energy recovery.

[0075] For the condition of coasting-to-braking, when the brake is applied (calibrated amount) during coasting, the vehicle braking system will superimpose the braking deceleration on the deceleration of coasting braking, and the vehicle braking system is responsible for the conversion between electric braking and hydraulic braking. Specifically, in some embodiments of the present invention, under the braking-to-coasting condition, if the gear is switched from D gear to N gear during braking, and the braking torque flag is 1, the vehicle controller continues to execute the braking torque control strategy (i.e., freezing the coasting torque and superimposing the braking torque); if the braking torque flag is 0, the vehicle controller exits the energy recovery torque according to the preset calibrable gradient.

[0076] For the braking and coasting conversion condition, the vehicle controller requests the motor torque based on the braking recovery torque and the coasting target torque, and is responsible for coordinating the coasting energy recovery and the braking energy recovery torque during the braking and coasting conversion process. Specifically, if the brake is pressed, the coasting torque is processed as required; if the brake is released, the coasting torque is responded to as required.

[0077] In some embodiments of the present invention, after the brake pedal is depressed or the electric braking torque is enabled, the coasting torque needs to be frozen immediately, and the target torque remains unchanged; and during the braking process, as the vehicle speed decreases, the absolute value of the coasting torque is allowed to decrease and is not allowed to increase.

[0078] An embodiment of the present invention provides a hybrid vehicle energy recovery control method based on a P2.5+P4 configuration. An energy recovery control strategy is designed based on the hybrid P2.5+P4 configuration, taking into account the rationality of dual-motor energy recovery control, and optimizing the vehicle energy recovery management system to the maximum extent, so that the vehicle has an excellent energy recovery management system, which can reduce fuel consumption, improve user driving comfort, and enhance user experience, and can greatly enhance the advantages of the energy recovery management control scheme of the hybrid configuration.

[0079] So far, various embodiments of the present disclosure have been described in detail. In order to avoid obscuring the concept of the present disclosure, some details known in the art are not described. Based on the above description, those skilled in the art can fully understand how to implement the technical solution disclosed here.

[0080] Although some specific embodiments of the present disclosure have been described in detail by way of examples, it should be understood by those skilled in the art that the above examples are for illustration only and are not intended to limit the scope of the present disclosure. It should be understood by those skilled in the art that the above embodiments may be modified or some technical features may be replaced by equivalents without departing from the scope and spirit of the present disclosure. The scope of the present disclosure is defined by the appended claims.

Claims

1. A hybrid vehicle energy recovery control method based on P2.5+P4 configuration, characterized in that: include: Step S1, estimating the regeneration capability of the powertrain; Step S2, identifying the energy recovery demand type, wherein the energy recovery demand type includes coasting energy recovery, braking energy recovery and braking and coasting conversion. If the energy recovery demand type is coasting energy recovery, executing step S3; if the energy recovery demand type is braking energy recovery, executing step S4; if the energy recovery demand type is braking and coasting conversion, executing step S5; Step S3, setting a corresponding coasting recovery torque according to the coasting energy recovery intensity; Step S4, responding and controlling the braking regenerative torque according to the braking regenerative torque request; Step S5: When the coasting energy recovery is not started, the coasting torque is frozen to 0 Nm, the zero-penetrating torque control is executed, and the braking torque is gradient-managed until the torque zero-penetrating is completed, and then the braking torque is executed according to the braking strategy.

2. A hybrid vehicle energy recovery control method based on P2.5+P4 configuration according to claim 1, characterized in that: The step S1, estimating the powertrain regeneration capability, specifically includes: The vehicle controller estimates the regenerative capability of the powertrain according to at least one of the battery power, the electric quantity, the component protection information and the upshift and downshift information.

3. The energy recovery control method for a hybrid vehicle based on a P2.5+P4 configuration according to claim 1, characterized in that: The step S2, identifying the energy recovery demand type, specifically includes: The vehicle controller identifies the energy recovery demand type according to at least one of the accelerator opening, the brake pedal and the brake torque flag.

4. The energy recovery control method for a hybrid vehicle based on a P2.5+P4 configuration according to claim 1, characterized in that: The step S2 of identifying the energy recovery demand type further comprises: When the energy recovery demand type is identified, a coasting recovery prohibited condition is simultaneously identified, and when the coasting recovery prohibited condition is identified, the coasting recovery process is exited.

5. A hybrid vehicle energy recovery control method based on P2.5+P4 configuration according to claim 4, characterized in that: The prohibited sliding recovery conditions include: AEB deceleration braking activation, ABS activation or ACC longitudinal control activation, When the taxiing recovery prohibition condition is identified, the exit taxiing recovery process includes: The vehicle controller exits the sliding recovery process. When the AEB deceleration braking is activated or the ABS is activated, the vehicle controller quickly exits the sliding recovery process; when the ACC longitudinal control is activated, the vehicle controller slowly exits the sliding recovery process.

6. The hybrid vehicle energy recovery control method based on P2.5+P4 configuration according to claim 1, characterized in that: The step S3, setting the corresponding coasting recovery torque according to the coasting energy recovery intensity, specifically includes: The vehicle controller sets the corresponding coasting recovery torque according to the coasting energy recovery intensity.

7. A hybrid vehicle energy recovery control method based on P2.5+P4 configuration according to claim 6, characterized in that: The vehicle controller sets the corresponding coasting recovery torque according to the coasting energy recovery intensity, specifically including: Based on driving comfort and economy, the gliding energy recovery level and the vehicle deceleration curve are determined, and the vehicle's required gliding energy recovery wheel-end torque is determined based on the vehicle's deceleration curve, the gliding resistance coefficient and vehicle-related parameters, wherein the gliding energy recovery level includes two levels: standard level and fast level, and the snow mode only responds to the highest level of gliding energy recovery torque; if the gliding energy recovery level is switched during gliding, it will be enabled after the accelerator is pressed to accelerate, and if gliding is performed without pressing the accelerator, it will continue to be executed as before the switch.

8. The hybrid vehicle energy recovery control method based on P2.5+P4 configuration according to claim 1, characterized in that: The step S4, responding and controlling the braking regeneration torque according to the braking regeneration torque request, specifically includes: The vehicle controller sends the maximum braking recovery capacity to the vehicle braking system; The vehicle braking system sends a braking regenerative torque request to the vehicle controller; The vehicle controller responds to the brake regenerative torque, and the vehicle controller sends the actual braking to the vehicle braking system, which distributes the electric braking force and hydraulic braking force to the four wheels.

9. A hybrid vehicle energy recovery control method based on P2.5+P4 configuration according to claim 8, characterized in that: The step S4, responding and controlling the braking regenerative torque according to the braking regenerative torque request, further comprises: When the absolute value of the actual torque is greater than the absolute value of the torque limit: The vehicle braking system reduces the braking energy recovery torque to the limit value according to the preset gradient based on the torque limit value, and superimposes the sliding torque to obtain A; The vehicle controller performs torque unloading according to the actual torque and the limit torque at a larger gradient to obtain the required torque B; If the required torque |A|≥required torque |B|, the actual required torque is the required torque B, otherwise the actual required torque is the required torque A, and the vehicle braking system adjusts the hydraulic braking according to the actual required torque.

10. The hybrid vehicle energy recovery control method based on P2.5+P4 configuration according to claim 1, characterized in that: The step S5, when the coasting energy recovery is not started, freezes the coasting torque to 0 Nm, executes the zero-penetrating torque control, and performs gradient management on the braking torque until the torque zero-penetrating ends, and then executes the braking torque according to the braking strategy, specifically including: If the actual wheel-end torque has not dropped to negative torque when the braking torque flag is 1, indicating that the coasting energy recovery has not started at this time, the vehicle controller will freeze the coasting torque at 0Nm, and the vehicle controller will execute zero-penetrating torque control and perform gradient management on the braking torque, wherein the wheel-end torque is 200Nm / s and can be calibrated until the torque passes through zero, wherein the zero-penetrating range of the wheel-end torque is -50Nm~50Nm and can be calibrated, and then the braking torque is executed according to the braking strategy.

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