Energy recovery control method for hybrid vehicle based on p2.5+p4 configuration

Abstract

The application discloses a kind of based on P2.5+P4 configuration's hybrid vehicle energy recovery control method, comprising: estimating powertrain regenerative capability;Identify energy recovery demand type, including coasting energy recovery, brake energy recovery and brake and coasting conversion;If it is coasting energy recovery, then according to coasting energy recovery intensity setting corresponding coasting recovery torque;If it is brake energy recovery, then according to brake regenerative torque request, response control brake regenerative torque;If it is brake and coasting conversion, then when not starting coasting energy recovery, execute zero torque control, and gradient management is carried out to brake torque, until torque zero end, then according to brake strategy executes brake torque.The application discloses a kind of based on P2.5+P4 configuration's hybrid vehicle energy recovery control method, reasonable dual-motor energy recovery control is considered, so that the whole vehicle has excellent energy recovery management system, reduces fuel consumption, improves user driving comfort, improves experience.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of energy recovery, more particularly, to a hybrid vehicle energy recovery control method based on P2.5+P4 configuration. BACKGROUND

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

[0003] Based on the P2.5+P4 configuration of the whole vehicle, the overall hybrid control mode of the whole vehicle is divided into three categories of power source working conditions: pure electric mode, parallel mode, and series mode. The existing control mode is mainly determined by different working conditions, such as using parallel control mode in stable state (such as relatively stable or relatively stable within a certain range of throttle and vehicle speed). However, this way of determining the hybrid control mode by the working condition does not adjust with the change of the actual demand torque, which 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, to complete the torque distribution control of the whole vehicle under different torque demands of the whole vehicle, and to realize the optimal selection of the hybrid control mode, it is of great significance to make the whole vehicle have excellent driving experience.

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

[0005] The purpose of the present application is to provide a hybrid vehicle energy recovery control method based on P2.5+P4 configuration to solve the problems in the prior art, which can consider the rationality of dual motor energy recovery control and maximize the optimization of the whole vehicle energy recovery management system.

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

[0007] Step S1, estimating the regenerative capability of the power assembly;

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

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

[0010] Step S4, responding to control a braking regeneration torque according to a braking regeneration torque request;

[0011] Step S5, freezing the coasting torque to 0Nm when the coasting energy recovery has not started, executing a zero-penetration torque control, and performing gradient management on the braking torque until the torque penetration ends, and then executing the braking torque according to a braking strategy.

[0012] The energy recovery control method for the P2.5+P4 configuration-based hybrid vehicle as described above, preferably, the step S1, estimating the powertrain regeneration capability, specifically comprising:

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

[0014] The energy recovery control method for the P2.5+P4 configuration-based hybrid vehicle as described above, preferably, the step S2, identifying the energy recovery demand type, specifically comprising:

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

[0016] The energy recovery control method for the P2.5+P4 configuration-based hybrid vehicle as described above, preferably, the step S2, identifying the energy recovery demand type further comprising:

[0017] In identifying the energy recovery demand type, a coasting recovery prohibited working condition is synchronously identified, and the coasting recovery process is exited when the coasting recovery prohibited working condition is identified.

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

[0019] When the coasting recovery prohibited working condition is identified, the exiting of the coasting recovery process includes:

[0020] The vehicle controller exits the coasting recovery process, wherein the vehicle controller quickly exits the coasting recovery process when AEB deceleration braking or ABS activation conditions are met; and the vehicle controller slowly exits the coasting recovery process when ACC longitudinal control is activated.

[0021] The energy recovery control method for the P2.5+P4 configuration-based hybrid vehicle as described above, wherein preferably, step S3 of 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] The energy recovery control method for the P2.5+P4 configuration-based hybrid vehicle as described above, wherein preferably, the vehicle controller sets the corresponding coasting recovery torque according to the coasting energy recovery intensity, and specifically includes:

[0024] Based on driving comfort and economy, the coasting energy recovery level and the vehicle deceleration curve are determined, and the vehicle demand coasting energy recovery wheel end torque is determined according to the vehicle deceleration curve, the coasting resistance coefficient, and the vehicle related parameters, wherein the coasting energy recovery level includes a standard level and a fast level, and the snow mode only responds to the maximum level of coasting energy recovery torque; if the coasting energy recovery level is switched during coasting, it is enabled after acceleration, and if coasting is not performed, it continues to be executed as before.

[0025] The energy recovery control method for the P2.5+P4 configuration-based hybrid vehicle as described above, wherein preferably, step S4 of responding to control the brake regeneration torque according to the brake regeneration torque request specifically includes:

[0026] The vehicle controller sends the maximum brake recovery capability to the vehicle brake system;

[0027] The vehicle brake system sends a brake regeneration torque request to the vehicle controller;

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

[0029] The energy recovery control method for the P2.5+P4 configuration-based hybrid vehicle as described above, wherein preferably, step S4 of responding to control the brake regeneration torque according to the brake regeneration torque request further includes:

[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 brake energy recovery torque to the limit value according to a preset gradient, superimposes the coasting torque to obtain A according to the torque limit value;

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

[0033] If the demand torque |A| is greater than the demand torque |B|, the actual demand torque is the demand torque B, otherwise the actual demand torque is the demand torque A, and the vehicle braking system adjusts the hydraulic brake according to the actual demand torque.

[0034] The energy recovery control method for the hybrid vehicle based on the P2.5+P4 configuration as described above, preferably, the step S5, the step S5, when the coasting energy recovery is not started, the coasting torque is frozen to 0Nm, the zero torque control is performed, the brake torque is gradient managed, until the torque zero passing is ended, and then the brake torque is performed according to the brake strategy, specifically comprising:

[0035] If the brake torque flag is 1 and the actual wheel end torque has not been reduced to the negative torque, it is indicated that the coasting energy recovery is not started at this time, the vehicle controller freezes the coasting torque to 0Nm, the vehicle controller performs the zero torque control, the brake torque is gradient managed, the wheel end torque is 200Nm / s, and can be calibrated, until the torque zero passing is ended, the zero passing range of the wheel end torque is-50Nm~50Nm, and can be calibrated, and then the brake torque is performed according to the brake strategy.

[0036] The application provides an energy recovery control method for a hybrid vehicle based on a P2.5+P4 configuration, designs an energy recovery control strategy based on the hybrid P2.5+P4 configuration, considers the rationality of the dual-motor energy recovery control, optimizes the vehicle energy recovery management system to the maximum, makes the vehicle have an excellent energy recovery management system, can reduce fuel consumption, improve user driving comfort, improve experience, and can greatly improve the advantages of the energy recovery management control scheme of the hybrid configuration. BRIEF DESCRIPTION OF DRAWINGS

[0037] To make the purpose, technical scheme and advantages of the application more clear, the application will be further described below with reference to the drawings, in which:

[0038] Figure 1 A flowchart of an embodiment of the energy recovery control method for the hybrid vehicle based on the P2.5+P4 configuration provided by the application is shown in the figure. 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 in nature and is in no way intended to limit the disclosure, its application or uses. The disclosure can be implemented in numerous different forms, not limited to the embodiments described herein. These embodiments are provided so that this disclosure will be thorough and complete, and fully convey the scope of the disclosure to those skilled in the art. It should be noted that: unless otherwise specifically stated, the relative arrangement of components and steps, the composition of materials, numerical expressions, and numerical values set forth in these embodiments should be interpreted as merely illustrative, rather than as a limitation.

[0040] The terms "first", "second", and similar terms used in the present disclosure do not denote any order, number or importance, but are used to distinguish different parts. The terms "comprise", "comprising", and similar terms mean that the elements before the term encompass the elements listed after the term, and do not exclude the possibility of also encompassing other elements. "Up", "down", and the like are used only to indicate relative positional relationships, and when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0041] In the present disclosure, when it is described that a specific component is located between a first component and a second component, there can be an intervening component between the specific component and the first component or the second component, or there can be no intervening component. When it is described that a specific component is connected to other components, the specific component can be directly connected to the other components without an intervening component, or it can not be directly connected to the other components with an intervening component.

[0042] All terms used in the present disclosure, including technical terms or scientific terms, have the same meaning as understood by a person of ordinary skill in the art to which the present disclosure belongs, unless otherwise specifically defined. It should also be understood that terms defined in a general dictionary should be interpreted to have meanings consistent with their meanings in the context of the relevant technology, and should not be interpreted in an idealized or extremely formalized sense, unless otherwise specifically defined herein.

[0043] Techniques, methods, and devices known to those of ordinary skill in the relevant art can not be discussed in detail, but where appropriate, the techniques, methods, and devices should be considered as part of the specification.

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

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

[0046] Specifically, the vehicle controller estimates the power assembly regenerative capability according to at least one of the battery power, the battery power level, the component protection information and the upshift and downshift information. The vehicle brake system does not consider the engine friction torque, and the vehicle controller needs to consider the engine friction torque when calculating the torque capability.

[0047] Step S2, identify 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 degree, the brake pedal and the braking torque flag.

[0049] Further, in an embodiment of the energy recovery control method for the P2.5+P4 hybrid vehicle, the step S2 further includes:

[0050] In the identification of the energy recovery demand type, the prohibition of the coasting recovery working condition is identified synchronously, and the coasting recovery process is exited when the prohibition of the coasting recovery working condition is identified.

[0051] The prohibition of the coasting recovery working condition includes AEB deceleration braking activation, ABS activation or ACC longitudinal control activation.

[0052] Specifically, when the prohibition of the coasting recovery working condition is identified, the exit of the coasting recovery process includes:

[0053] The vehicle controller exits the coasting recovery process, wherein the vehicle controller quickly exits the coasting recovery process in the AEB deceleration braking activation or ABS activation working condition, and the vehicle controller slowly exits the coasting recovery process in the ACC longitudinal control activation, that is, the ACC activation wheel end coasting torque exits, and the smooth change rate takes a smaller value.

[0054] Step S3, set the corresponding coasting recovery torque according to the coasting energy recovery intensity.

[0055] Specifically, the vehicle controller sets the corresponding coasting recovery torque according to the coasting energy recovery intensity. Specifically, in an embodiment of the present application, the coasting energy recovery level and the vehicle deceleration curve are determined based on driving comfort and economy, and the vehicle demand coasting energy recovery wheel end torque is determined according to the vehicle deceleration curve, the coasting resistance coefficient and the vehicle related parameters, wherein the coasting energy recovery level includes two levels of standard level and fast level, and the snow mode only responds to the maximum level of coasting energy recovery torque. If the coasting energy recovery level is switched during the coasting process, it is enabled after the accelerator is stepped on for acceleration, and if the coasting is not stepped on, it continues to be executed as before the switching.

[0056] Specifically, during the coasting energy recovery process, if the ABS activation state bit is 1, the coasting energy recovery is prohibited, and the current braking cycle coasting recovery is no longer enabled until the next accelerator pedal is stepped on to enable it again; at the same time, the vehicle controller immediately exits the energy recovery, and the actual feedback torque of the vehicle exits with a gradient of 3500Nm / s (which can be calibrated). Further, for the ABS activated braking cycle, the vehicle braking system does not perform braking energy recovery, and the next braking cycle is enabled.

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

[0058] Further, in some embodiments of the present application, during the coasting process, the gear is switched from D to N, and then the vehicle controller exits the coasting torque according to the preset calibratable gradient.

[0059] Further, in some embodiments of the present application, during the coasting process, the gear is switched from D to N, and then the vehicle controller exits the coasting torque according to the preset calibratable gradient.

[0060] Step S4, controlling the braking regeneration torque in response to the braking regeneration torque request.

[0061] Specifically, the vehicle controller receives the braking regeneration torque request sent by the vehicle braking system, and controls the braking regeneration torque in response, at this time, the braking torque flag bit is 1. In an embodiment of the present application, the energy recovery control method of a hybrid vehicle based on P2.5+P4 configuration, the step S4 can specifically include:

[0062] Step S41, the vehicle controller sends the maximum braking recovery capability to the vehicle braking system.

[0063] Step S42, the vehicle braking system sends the braking regeneration torque request to the vehicle controller.

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

[0065] In the snow mode, the vehicle braking system prohibits braking energy recovery.

[0066] Further, in an embodiment of the energy recovery control method for a P2.5+P4 hybrid vehicle according to the present application, the step S4 further comprises:

[0067] Step S44, when the absolute value of the actual torque is greater than the absolute value of the torque limit, for example, due to changes in vehicle operating conditions affecting the braking torque capability 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, and superimposes the coasting torque to obtain A.

[0069] The vehicle controller simultaneously adjusts the actual torque and the limit torque according to the larger gradient to obtain the demand torque B.

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

[0071] Step S5, when the coasting energy recovery has not started, the coasting torque is frozen at 0Nm, the zero-torque control is executed, the braking torque is gradient-managed, until the torque zero-crossing ends, and then the braking torque is executed according to the braking strategy.

[0072] Specifically, if the braking torque flag is 1 and the actual wheel-end torque has not dropped to negative torque, it means that the coasting energy recovery has not started, the vehicle controller freezes the coasting torque at 0Nm, the vehicle controller executes the zero-torque control, and the braking torque is gradient-managed, wherein the wheel-end torque is 200Nm / s and can be calibrated, until the torque zero-crossing ends, wherein the wheel-end torque zero-crossing range is -50Nm~50Nm and can be calibrated, and then the braking torque is executed according to the braking strategy.

[0073] The energy recovery demand type is the conversion of braking and coasting, which is further divided into three operating conditions: braking to coasting, coasting to braking, and conversion of braking and coasting.

[0074] For the braking and coasting working condition, after the brake pedal is released, the vehicle braking system controls the superimposed electric braking torque (here, superimposed refers to the superposition of the hydraulic braking and the braking effect generated by motor recovery) to rise according to a preset slope, and when the hydraulic braking exists, the hydraulic braking is synchronously reduced. Specifically, after the brake pedal is released, the vehicle braking system controls the superimposed motor torque to rise according to a preset slope, and the hydraulic braking is synchronously reduced. If the braking torque flag is 1, the vehicle controller continues to execute the braking torque control strategy (frozen coasting torque, superimposed braking torque); if the braking torque flag is 0, the vehicle controller executes the coasting torque control strategy. In some embodiments of the present application, if the gear is switched from N to D during the braking process, if the braking torque flag is 1, the vehicle controller executes the braking torque control strategy (frozen coasting torque is 0, superimposed braking torque); if the braking torque flag is 0, the vehicle controller executes the coasting energy recovery.

[0075] For the coasting-to-braking working condition, during the coasting process, the brake pedal is pressed (a certain amount of braking is required), and the vehicle braking system will superimpose the braking deceleration on the basis of the coasting braking deceleration, and the vehicle braking system is responsible for the conversion between the electric braking and the hydraulic braking. Specifically, in some embodiments of the present application, during the braking and coasting conversion working condition, if the gear is switched from D to N during the braking process, and the braking torque flag is 1, the vehicle controller continues to execute the braking torque control strategy (i.e., frozen coasting torque, superimposed braking torque); if the braking torque flag is 0, the vehicle controller exits the energy recovery torque according to a preset markable gradient.

[0076] For the braking and coasting conversion working condition, the vehicle controller requests the motor torque according to the braking recovery torque and the coasting target torque, and is responsible for the coordination between the coasting energy recovery and the braking energy recovery torque during the braking and coasting conversion process. Specifically, if the brake pedal is pressed, the coasting torque is processed according to the demand; if the brake pedal is released, the coasting torque is responded according to the demand.

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

[0078] The energy recovery control method of the hybrid vehicle based on the P2.5+P4 configuration provided by the embodiment of the present application designs the energy recovery control strategy based on the hybrid P2.5+P4 configuration, considers the rationality of the dual-motor energy recovery control, optimizes the vehicle energy recovery management system to the maximum extent, enables the vehicle to have an excellent energy recovery management system, can reduce fuel consumption, improve user driving comfort, improve experience, and can greatly improve the advantages of the energy recovery management control scheme of the hybrid configuration.

[0079] So far, the 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. Those skilled in the art can fully understand how to implement the technical solutions disclosed herein according to the above description.

[0080] Although some specific embodiments of the present disclosure have been described in detail through examples, those skilled in the art should understand that the above examples are only for illustration, not for limiting the scope of the present disclosure. Those skilled in the art should understand that the above embodiments can be modified or some technical features can 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 P2.5+P4 configuration-based hybrid vehicle energy recovery control method, characterized by, The method comprises the following steps: Step S1, estimating the regenerative capability of the power assembly; Step S2, identifying the energy recovery demand type, which includes coasting energy recovery, braking energy recovery, and braking and coasting conversion, if the energy recovery demand type is coasting energy recovery, step S3 is executed, if the energy recovery demand type is braking energy recovery, step S4 is executed, and if the energy recovery demand type is braking and coasting conversion, step S5 is executed; Step S3, setting the corresponding coasting recovery torque according to the coasting energy recovery intensity; Step S4, responding to the control of the braking regenerative torque according to the braking regenerative torque request; Step S5, when the coasting energy recovery has not started, the coasting torque is frozen to 0Nm, the zero-passing torque control is executed, the braking torque is gradient-managed until the torque zero-passing ends, and then the braking torque is executed according to the braking strategy, The step S5, when the coasting energy recovery has not started, the coasting torque is frozen to 0Nm, the zero-passing torque control is executed, the braking torque is gradient-managed until the torque zero-passing ends, and then the braking torque is executed according to the braking strategy, specifically comprising: If the braking torque flag is 1 and the actual torque at the wheel end has not decreased to a negative torque, it indicates that the coasting energy recovery has not started, the vehicle controller freezes the coasting torque to 0Nm, the vehicle controller executes the zero-passing torque control, the braking torque is gradient-managed, the wheel end torque is 200Nm / s and can be calibrated, until the torque zero-passing ends, the zero-passing 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.

2. The energy recovery control method for a P2.5+P4 configuration-based hybrid vehicle according to claim 1, characterized by, The step S1, estimating the regenerative capability of the power assembly, specifically comprises: The vehicle controller estimates the regenerative capability of the power assembly according to at least one of the battery power, the battery capacity, the component protection information, and the upshift and downshift information.

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

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

5. The P2.5+P4 configuration-based hybrid vehicle energy recovery control method according to claim 4, characterized in that, The prohibited coasting recovery working condition includes AEB deceleration braking activation, ABS activation, or ACC longitudinal control activation, When the prohibited coasting recovery working condition is identified, the exit of the coasting recovery process comprises: The vehicle controller exits the coasting recovery process, wherein the vehicle controller quickly exits the coasting recovery process in the AEB deceleration braking activation or ABS activation working condition, and slowly exits the coasting recovery process in the ACC longitudinal control activation.

6. The energy recovery control method for a P2.5+P4 configuration-based hybrid vehicle according to claim 1, characterized by, The step S3, setting the corresponding coasting recovery torque according to the coasting energy recovery intensity, specifically comprises: The vehicle controller sets the corresponding coasting recovery torque according to the coasting energy recovery intensity.

7. The P2.5+P4 configuration-based hybrid vehicle energy recovery control method according to claim 6, characterized in that, The vehicle controller sets the corresponding coasting recovery torque according to the coasting energy recovery intensity, specifically comprising: The vehicle controller sets the corresponding coasting recovery torque according to the coasting energy recovery intensity, specifically comprising: Based on driving comfort and economy, a coasting energy recovery level and a whole vehicle deceleration curve are determined, and a whole vehicle required coasting energy recovery wheel end torque is determined according to the whole vehicle deceleration curve, a coasting resistance coefficient and vehicle related parameters, wherein the coasting energy recovery level includes two levels of a standard level and a fast level, and the snow mode only responds to the maximum level of the coasting energy recovery torque; if the coasting energy recovery level is switched during coasting, it is enabled after acceleration by stepping on the accelerator, and if coasting is not performed by stepping on the accelerator, it is continued to be performed according to the switching before.

8. The energy recovery control method for a P2.5+P4 configuration-based hybrid vehicle according to claim 1, characterized by, The step S4, according to the braking regeneration torque request, responds to control the braking regeneration torque, specifically including: The whole vehicle controller sends the maximum braking recovery capability to the whole vehicle braking system; The whole vehicle braking system sends the braking regeneration torque request to the whole vehicle controller; The whole vehicle controller responds to the braking regeneration torque, and the whole vehicle controller sends the actual braking to the whole vehicle braking system, and the whole vehicle braking system distributes the electric braking force and the hydraulic braking force to the four wheels.

9. The P2.5+P4 configuration-based hybrid vehicle energy recovery control method according to claim 8, characterized in that, The step S4, according to the braking regeneration torque request, responds to control the braking regeneration torque, specifically including: When the absolute value of the actual torque is greater than the absolute value of the torque limit: The whole vehicle braking system reduces the braking energy recovery torque to the limit value according to the preset gradient, and superimposes the coasting torque to obtain A; The whole vehicle controller synchronously adjusts the torque according to the actual torque and the limit torque according to the larger gradient to obtain the required torque B; If the required torque |A| is greater than the required torque |B|, the actual required torque is the required torque B, otherwise the actual required torque is the required torque A, and the whole vehicle braking system adjusts the hydraulic braking according to the actual required torque.

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