Energy recovery method, vehicle and storage medium

Abstract

This application provides an energy recovery method, vehicle, and storage medium. The method is applicable to the vehicle field and includes: obtaining the vehicle's current speed while the vehicle is in an energy recovery mode; determining whether the current speed is within a target speed range; wherein the target speed range is a speed range where there is a risk of abnormal noise during energy recovery; and prohibiting the vehicle from performing energy recovery if the current speed is determined to be within the target speed range. This method can effectively avoid abnormal noise during energy recovery, reduce noise inside the vehicle, and enhance the user experience.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more particularly, to a method, a vehicle, and a storage medium for energy recovery in the field of vehicles. Background Art

[0002] As global environmental issues become increasingly severe, emission reduction has become a key priority for the automotive industry. Hybrid vehicles, as a new type of vehicle, can both reduce fuel consumption and emissions. Therefore, hybrid vehicles will be the mainstream of the automotive industry for a long time to come.

[0003] Currently, some hybrid vehicles are equipped with energy recovery functions, which can convert energy generated during vehicle operation (usually kinetic energy) into usable energy (such as electricity) for reuse or storage. However, under certain operating conditions, energy recovery may cause abnormal noise in the transmission system, resulting in a poor user experience. Summary of the Invention

[0004] The present application provides an energy recovery method, a vehicle, and a storage medium. The method can effectively avoid abnormal noise during the vehicle's energy recovery process, reduce noise inside the vehicle, and enhance the user experience.

[0005] In a first aspect, a method for energy recovery is provided, the method comprising: obtaining a current vehicle speed when the vehicle is in an energy recovery condition; determining whether the current vehicle speed is within a target speed range; wherein the target speed range is a speed range in which there is a risk of abnormal noise being generated when the vehicle performs energy recovery; and prohibiting the vehicle from performing energy recovery when it is determined that the current vehicle speed is within the target speed range.

[0006] In the above technical solution, when the vehicle is in the energy recovery condition, the current speed of the vehicle can be obtained, and it can be determined whether the current speed is in the target speed range. If it is determined that the vehicle is recovering energy in the target speed range where there is a risk of abnormal noise, it means that the relevant components of the vehicle may be undergoing abnormal stress or vibration, which causes abnormal noise. By prohibiting the vehicle from performing energy recovery in the target speed range, abnormal noise can be effectively avoided, the noise inside the car can be reduced, and the user experience can be improved. In addition, the above abnormal state will also aggravate the wear and collision between components, accelerating the wear of components. By prohibiting the vehicle from performing energy recovery in the target speed range, it can effectively prevent components from working under adverse conditions, thereby extending the service life of the components and reducing the long-term maintenance costs of the vehicle.

[0007] In combination with the first aspect, in some possible implementations, the target speed range is determined by: under the same environmental conditions, controlling the test vehicle to travel within different speed ranges and perform energy recovery; collecting sound frequencies when the test vehicle travels within different speed ranges and performs energy recovery; screening out sound frequencies within a preset frequency range from the collected sound frequencies as target sound frequencies, and determining the speed range corresponding to the target sound frequency as the target speed range.

[0008] In this technical solution, by driving in different speed ranges and collecting the sound frequencies during energy recovery, a comprehensive understanding of the vehicle's energy recovery system's operating status at various speeds is achieved. By screening out sound frequencies within a preset frequency range and the corresponding speed ranges, it is possible to precisely locate speed ranges that may present problems or require special attention. Specifically, this precisely identifies the target speed range where abnormal noises are generated during energy recovery. This facilitates subsequent optimization of the energy recovery strategy for this target speed range, ensuring more stable operation of the energy recovery system within this speed range, improving energy recovery efficiency, and avoiding system losses or failures caused by improper energy recovery operations.

[0009] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, before determining whether the current vehicle speed is in the target speed range, the method also includes: determining whether the current vehicle speed is in the transition speed range; wherein the lower limit value of the transition speed range is greater than the upper limit value of the target speed range; when it is determined that the current vehicle speed is in the transition speed range, determining the target torque for the vehicle to recover energy, and determining the target torque change gradient when adjusting the torque; wherein the target torque is the torque at which the number of abnormal noises occurring when the vehicle is recovering energy is less than a preset number; the target torque change gradient is the torque change gradient at which the number of abnormal noises occurring when the vehicle is recovering energy is less than a preset number; according to the target torque change gradient, controlling the torque change of the vehicle for energy recovery to the target torque.

[0010] In the above technical solution, by setting a transition speed range and determining the corresponding target torque and target torque change gradient, the torque during energy recovery can be smoothly reduced to the target torque. By explicitly setting the target torque and target torque change gradient as parameters that result in the occurrence of abnormal noise less than a preset number, the vehicle can effectively avoid abnormal component vibration and friction caused by improper torque during energy recovery by precisely controlling the torque and its changes, thereby directly reducing the occurrence of abnormal noise. Vehicle drivers and passengers can clearly feel the improved quietness of the vehicle during operation, reducing the annoyance caused by abnormal noise and improving driving comfort.

[0011] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, determining the target torque for energy recovery of the vehicle includes: determining the target torque corresponding to the current vehicle speed based on a first preset correspondence; wherein the first preset correspondence is the correspondence between the vehicle speed and the torque for energy recovery.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the first preset correspondence is generated in the following manner: under the same environmental conditions, the test vehicle is controlled to travel at different speeds and perform energy recovery; the torque value of the test vehicle for energy recovery is adjusted according to a preset adjustment amplitude within a preset torque range until an adaptive torque value is obtained when the test vehicle travels at each speed; wherein the adaptive torque value is a torque value that meets a first preset condition and a second preset condition, the first preset condition being that the energy recovery efficiency when energy is recovered for the test vehicle is greater than or equal to a preset efficiency threshold, and the second preset condition being that the number of abnormal noises occurring when energy is recovered for the test vehicle is less than a preset number; each vehicle speed is combined with the adaptive torque value corresponding to each vehicle speed to obtain the first preset correspondence.

[0013] In the above technical solution, an adaptive torque value is found by adjusting the amplitude for different vehicle speeds. This adaptive torque value must satisfy an energy recovery efficiency greater than or equal to a preset efficiency threshold. This means that the vehicle can find the most suitable torque value for efficient energy recovery at various speeds. The vehicle's kinetic energy state varies at different speeds. This method allows the optimal torque to be precisely matched to the actual vehicle speed, fully utilizing the vehicle's kinetic energy for recovery and improving energy recovery efficiency. Furthermore, while pursuing energy recovery efficiency, the torque value at which abnormal noise occurs less than a preset number of times is determined as the adaptive torque value. This effectively avoids abnormal vibration and friction of vehicle components caused by improper torque settings, significantly reducing the occurrence of abnormal noise during energy recovery, making the vehicle quieter and smoother during operation, and improving the interior driving environment. The generated first preset correspondence provides a clear torque adjustment strategy for the vehicle's energy recovery system. Based on the correspondence between different vehicle speeds and the adaptive torque value, the vehicle control system can adjust the energy recovery torque in real time according to the vehicle speed during actual driving, ensuring that the energy recovery system always operates efficiently. This avoids the problem of low energy recovery efficiency caused by improper torque settings and further optimizes vehicle energy management.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the transition speed interval includes: multiple non-overlapping transition speed sub-intervals; determining the target torque change gradient when adjusting the torque includes: determining the transition speed sub-interval in which the current vehicle speed is located, and based on a second preset corresponding relationship, determining the target torque change gradient corresponding to the transition speed sub-interval; wherein the second preset corresponding relationship is the corresponding relationship between the transition speed sub-interval and the torque change gradient.

[0015] In combination with the first aspect and the above-mentioned implementation methods, in certain possible implementation methods, the multiple non-overlapping transition speed sub-intervals include: a first transition speed sub-interval and a second transition speed sub-interval, and the lower limit value of the first transition speed sub-interval is greater than the upper limit value of the second transition speed sub-interval; based on the second preset corresponding relationship, the target torque change gradient corresponding to the transition speed sub-interval is determined, including: if the current vehicle speed is within the first transition speed sub-interval, then the first descending gradient is determined as the target torque change gradient; if the current vehicle speed is within the second transition speed sub-interval, then the second descending gradient is determined as the target torque change gradient; wherein the first descending gradient is greater than the second descending gradient.

[0016] In the above technical solution, the transition speed interval is subdivided into a first transition speed subinterval and a second transition speed subinterval, and different target torque change gradients are determined based on the vehicle speed interval. This enables the vehicle energy recovery system to more accurately match energy recovery requirements at different vehicle speed stages. Setting a larger first decreasing gradient in the first transition speed subinterval, where vehicle speeds are higher, allows the torque to be adjusted to the appropriate range in a relatively short period of time to meet the energy recovery requirements at higher vehicle speeds. Setting a smaller second decreasing gradient in the second transition speed subinterval, where vehicle speeds are lower, allows for smooth torque adjustment, avoiding adverse effects on the vehicle system caused by excessively rapid torque changes, thereby improving the efficiency and stability of energy recovery.

[0017] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the second preset correspondence is generated in the following manner: under the same environmental conditions, the test vehicle is controlled to travel in different speed ranges and perform energy recovery; for each speed range, the torque value of the test vehicle for energy recovery is adjusted according to different torque change gradients within the preset torque range until the adaptive torque change gradient of the test vehicle in each speed range is obtained; wherein, the adaptive torque change gradient is the torque change gradient in which the number of abnormal noises occurring is less than the preset number when the energy recovery torque of the test vehicle is adjusted; each speed range is combined with the adaptive torque change gradient corresponding to each speed range to obtain the second preset correspondence.

[0018] In the above technical solution, within each speed range, the adaptive value is found by continuously adjusting the torque change gradient, with the criterion being that the number of abnormal noises is less than a preset number. This allows the vehicle to accurately determine the torque change gradient that effectively reduces abnormal noises when performing energy recovery at different speeds. Each speed range and the corresponding adaptive torque change gradient are combined into a second preset correspondence, providing a precise control basis for the vehicle control system. The vehicle control system can quickly obtain the appropriate torque change gradient from this correspondence based on the real-time vehicle speed, achieving precise adjustment of the energy recovery torque, which can effectively reduce the number of abnormal noises generated during the energy recovery torque adjustment process.

[0019] In a second aspect, an energy recovery device is provided, which includes: an acquisition module for acquiring the current vehicle speed when the vehicle is in an energy recovery condition; a judgment module for judging whether the current vehicle speed is within a target speed range; wherein the target speed range is a speed range in which there is a risk of abnormal noise when the vehicle performs energy recovery; and a prohibition module for prohibiting the vehicle from performing energy recovery when it is determined that the current vehicle speed is within the target speed range.

[0020] In combination with the second aspect, in some possible implementations, the target speed range determination module is used to, under the same environmental conditions, control the test vehicle to travel within different speed ranges and perform energy recovery; collect sound frequencies when the test vehicle travels within different speed ranges and performs energy recovery; filter out sound frequencies within a preset frequency range from the collected sound frequencies as target sound frequencies, and determine the speed range corresponding to the target sound frequency as the target speed range.

[0021] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the device also includes a second judgment module for judging whether the current vehicle speed is in a transition speed range; wherein, the lower limit value of the transition speed range is greater than the upper limit value of the target speed range; when it is determined that the current vehicle speed is in the transition speed range, the target torque for the vehicle to recover energy is determined, and the target torque change gradient when adjusting the torque is determined; wherein, the target torque is the torque at which the number of abnormal noises occurring when the vehicle is recovering energy is less than a preset number; the target torque change gradient is the torque change gradient at which the number of abnormal noises occurring when the vehicle is recovering energy is less than a preset number; according to the target torque change gradient, the torque change of the vehicle for energy recovery is controlled to change to the target torque.

[0022] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the second judgment module includes a torque determination unit, which is used to determine the target torque corresponding to the current vehicle speed based on a first preset correspondence relationship; wherein the first preset correspondence relationship is the correspondence between the vehicle speed and the torque for energy recovery.

[0023] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the first preset correspondence generation unit is used to control the test vehicle to travel at different speeds and perform energy recovery under the same environmental conditions; the torque value of the test vehicle for energy recovery is adjusted according to a preset adjustment amplitude within a preset torque range until an adaptive torque value is obtained when the test vehicle travels at each speed; wherein the adaptive torque value is a torque value that meets a first preset condition and a second preset condition, the first preset condition being that the energy recovery efficiency when energy is recovered for the test vehicle is greater than or equal to a preset efficiency threshold; the second preset condition being that the number of abnormal noises occurring when energy is recovered for the test vehicle is less than a preset number; each vehicle speed is combined with the adaptive torque value corresponding to each vehicle speed to obtain a first preset correspondence.

[0024] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the transition speed interval includes: multiple non-overlapping transition speed sub-intervals; the second judgment module includes a gradient determination unit, which is used to determine the transition speed sub-interval in which the current vehicle speed is located, and based on a second preset corresponding relationship, determine the target torque change gradient corresponding to the transition speed sub-interval; wherein the second preset corresponding relationship is the correspondence between the transition speed sub-interval and the torque change gradient.

[0025] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, multiple non-overlapping transition speed sub-intervals include: a first transition speed sub-interval and a second transition speed sub-interval, and the lower limit value of the first transition speed sub-interval is greater than the upper limit value of the second transition speed sub-interval; the gradient determination unit is specifically used to determine the first descending gradient as the target torque change gradient if the current vehicle speed is within the first transition speed sub-interval; and determine the second descending gradient as the target torque change gradient if the current vehicle speed is within the second transition speed sub-interval; wherein the first descending gradient is greater than the second descending gradient.

[0026] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the second preset correspondence generation unit is used to control the test vehicle to travel and perform energy recovery in different speed ranges under the same environmental conditions; for each speed range, the torque value of the test vehicle for energy recovery is adjusted according to different torque change gradients within the preset torque range until an adaptive torque change gradient of the test vehicle in each speed range is obtained; wherein the adaptive torque change gradient is a torque change gradient in which the number of abnormal noises occurring is less than a preset number when the energy recovery torque of the test vehicle is adjusted; each speed range is combined with the adaptive torque change gradient corresponding to each speed range to obtain a second preset correspondence.

[0027] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is configured to store executable program code, and the processor is configured to retrieve and execute the executable program code from the memory, so that the vehicle executes the method of the first aspect or any possible implementation of the first aspect.

[0028] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0029] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 is a schematic flow chart of an energy recovery method provided in an embodiment of the present application;

[0031] Figure 2 1 is a schematic diagram of a curve showing a change in recovery torque with speed provided in an embodiment of the present application;

[0032] Figure 3 This is a schematic diagram of the structure of an energy recovery device provided in an embodiment of the present application;

[0033] Figure 4 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0034] The following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more than two.

[0035] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0036] As global environmental issues become increasingly severe, emission reduction has become a key priority for the automotive industry. Hybrid vehicles, as a new type of vehicle, can both reduce fuel consumption and emissions. Therefore, hybrid vehicles will be the mainstream of the automotive industry for a long time to come.

[0037] Currently, some hybrid vehicles are equipped with energy recovery functions, which can convert energy generated during vehicle operation (usually kinetic energy) into usable energy (such as electricity) for reuse or storage. However, under certain operating conditions, energy recovery may cause abnormal noise in the transmission system, resulting in a poor user experience.

[0038] In order to solve the above technical problems, an embodiment of the present application provides an energy recovery method, the execution subject of the method is a vehicle, specifically a controller in the vehicle.

[0039] Figure 1 This is a schematic flow chart of an energy recovery method provided in an embodiment of the present application.

[0040] For example, Figure 1 As shown, the method 100 includes:

[0041] Step 101, when the vehicle is in an energy recovery state, obtaining the current speed of the vehicle;

[0042] Step 102, determining whether the current vehicle speed is within the target speed range;

[0043] The target speed range is a speed range in which there is a risk of abnormal noise being generated during energy recovery of the vehicle.

[0044] Step 103 : If it is determined that the current vehicle speed is within the target speed range, energy recovery of the vehicle is prohibited.

[0045] exist Figure 1 In the embodiment shown, when the vehicle is in an energy recovery condition, the current speed of the vehicle can be obtained, and it can be determined whether the current speed is within the target speed range. If it is determined that the vehicle is recovering energy within the target speed range where there is a risk of abnormal noise, it means that the relevant components of the vehicle may be undergoing abnormal stress or vibration, which may cause abnormal noise. By prohibiting the vehicle from performing energy recovery within the target speed range, abnormal noise can be effectively avoided, the noise inside the vehicle can be reduced, and the user experience can be improved. In addition, the above-mentioned abnormal state will also aggravate the wear and collision between components, accelerating the wear of components. By prohibiting the vehicle from performing energy recovery within the target speed range, it can effectively prevent components from working under adverse conditions, thereby extending the service life of the components and reducing the long-term maintenance costs of the vehicle.

[0046] Below Figure 1 The specific implementation of each step in the embodiment shown is described in detail:

[0047] In step 101 , energy recovery refers to the vehicle's energy recovery system converting energy that would otherwise be wasted in the vehicle into usable energy to improve the vehicle's overall energy efficiency.

[0048] Exemplarily, energy recovery may include braking energy recovery, which means that when a vehicle decelerates or brakes, the motor or generator can work in reverse during braking to convert the vehicle's kinetic energy into electrical energy and store it in the battery.

[0049] It can be understood that energy recovery refers to a state in which a vehicle, through specific technical means, converts energy that would otherwise be wasted (such as braking energy) into storable energy (such as electrical energy to charge the battery) under certain driving conditions. The energy recovery system is typically activated during vehicle deceleration, braking, or downhill driving. In this operating condition, the vehicle's powertrain, electronic control system, and other components work together to achieve effective energy recovery.

[0050] The current vehicle speed refers to the actual speed of the vehicle at a given moment, which is usually monitored in real time by a speed sensor and fed back to the vehicle control system. In the embodiment of the present application, the current vehicle speed refers to the actual vehicle speed information obtained by the speed sensor when the vehicle is in the energy recovery mode.

[0051] Furthermore, when the vehicle is in an energy recovery state, changes in vehicle speed are detected in real time, and when changes in vehicle speed are detected, the current vehicle speed is obtained, so that the energy recovery strategy can be dynamically adjusted according to the changes in speed to ensure that the energy recovery amount is maximized within the most effective speed range.

[0052] Energy recovery within certain speed ranges may produce abnormal noise or other adverse effects. Real-time monitoring of the vehicle's current speed when it is in energy recovery mode helps to take timely measures to avoid abnormal noise or other adverse effects.

[0053] In step 102, during the energy recovery process, the vehicle may generate abnormal noise within a certain speed range due to various factors, including the vehicle's structural characteristics, the coordination between various components, and the operating characteristics of the energy recovery system. This specific speed range is defined as the target speed range.

[0054] It is understandable that the abnormal noise produced by the vehicle during energy recovery is usually related to the transmission system.

[0055] The drivetrain has its own natural frequency, determined by factors such as its structure, mass distribution, and stiffness. During energy recovery, factors such as the motor's operation and braking force generate periodic excitation forces, each with its own frequency. Within a specific vehicle speed range, the frequency of this excitation force may be close to or equal to the natural frequency of a drivetrain component or entire subsystem, triggering resonance. Resonance can dramatically increase the component's vibration amplitude, resulting in noticeable abnormal noise.

[0056] The drivetrain consists of multiple components, such as the drive shaft, gears, and differential, each with its own natural frequency. At specific vehicle speeds, the resonant frequencies of these components may couple with each other, forming a more complex vibration pattern. This coupled vibration can cause unusual noise. For example, if the resonant frequency of the drive shaft approaches that of a particular gear, the interaction between them can exacerbate the vibration and produce unusual noise.

[0057] In some embodiments, after obtaining the current vehicle speed when the vehicle is in the energy recovery state, the frequency generated when the transmission system of the vehicle recovers energy when traveling at the current vehicle speed can be determined.

[0058] For example, it is assumed that the vehicle speed and the vehicle attribute parameters can be expressed by formula (1):

[0059]

[0060] Among them, v represents the vehicle speed; r represents the vehicle wheel radius; n refers to the vehicle wheel speed, which can also be understood as the speed of the drive shaft in the vehicle transmission system; i refers to the vehicle's transmission ratio (for example, the ratio between the speed of the transmission input shaft and the speed of the transmission output shaft).

[0061] The frequency of the vehicle's transmission system can usually be expressed by formula (2):

[0062]

[0063] Among them, f represents the frequency of the vehicle's transmission system (ie, the sound frequency); n represents the rotational speed of the drive shaft in the vehicle's transmission system; and p refers to the number of pole pairs.

[0064] Furthermore, by using the above formulas (1) and (2), the corresponding relationship between the frequency of the vehicle's transmission system and the vehicle's speed can be determined. This corresponding relationship can be expressed by formula (3):

[0065]

[0066] For example, if the current vehicle speed v is 30 km / h, the vehicle wheel radius r is 0.3 meters, the transmission ratio i is 4, and the pole pair number p is 2, based on the above formula (3), it can be calculated that the frequency of the vehicle's transmission system is approximately 35.5 Hz.

[0067] Furthermore, the frequency range under normal operating conditions is calculated using relevant formulas based on the transmission system's design parameters, including the number of gear teeth, shaft speed, and transmission ratio. If the transmission system frequency calculated based on the current vehicle speed is not within the normal operating frequency range, it indicates a transmission system anomaly, indicating a risk of abnormal noise generation in the vehicle's transmission system.

[0068] To more accurately and quickly determine whether there's a risk of abnormal noise when regenerating at the current vehicle speed, it's possible to determine in advance through experimental testing the target speed range within which the vehicle's regenerating noise is at risk. Once the vehicle's current speed is determined, it's possible to directly determine whether it's within the target speed range.

[0069] In one possible implementation, the target speed range is determined by: controlling the test vehicle to travel within different speed ranges and perform energy recovery under the same environmental conditions; collecting sound frequencies when the test vehicle travels within different speed ranges and performs energy recovery; screening out sound frequencies within a preset frequency range from the collected sound frequencies as target sound frequencies, and determining the speed range corresponding to the target sound frequencies as the target speed range.

[0070] Identical environmental conditions mean ensuring that all tests are conducted under conditions that are as consistent as possible, thereby reducing the impact of external variables on the results. Specifically, this can include ensuring the same road conditions, weather conditions, and load conditions.

[0071] The different speed ranges may include 0-10 km / h, 10-20 km / h, 20-30 km / h, 30-40 km / h, 40-50 km / h and 50-60 km / h.

[0072] The test vehicle is controlled to travel within the aforementioned speed ranges and enters energy recovery mode by releasing the accelerator pedal or lightly applying the brake. Acoustic sensors installed at key locations inside the vehicle and at certain locations outside the vehicle then record the frequency, intensity, and duration of the sound signals, ensuring that the recorded sound information corresponds to the vehicle's operating data (such as speed, acceleration, and motor speed).

[0073] Furthermore, based on existing experience and preliminary calculation tests, a preset frequency range is determined, which is considered to be a frequency range that is prone to generating abnormal noise.

[0074] For example, the preset frequency range may be determined based on the estimated frequency range that causes the transmission system to resonate. For example, if the frequency range that causes the transmission system to resonate is 30 Hz to 50 Hz, the preset frequency range may be determined to be 30 Hz to 50 Hz.

[0075] Furthermore, the collected sound signal is converted into a frequency domain representation using a spectrum analysis tool, and sound frequencies within a preset frequency range are selected as target sound frequencies. The speed interval corresponding to the selected target sound frequencies is then marked as the target speed interval.

[0076] For example, assuming that the preset frequency range is 30Hz to 50Hz, the sound frequencies within the preset frequency range are screened out from the collected sound frequencies as the target sound frequencies. If the speed range corresponding to the target sound frequency is 30-40km / h, the speed range of 30-40km / h can be determined as the target speed range.

[0077] The above method, by driving in different speed ranges and collecting the sound frequencies during energy recovery, can provide a comprehensive understanding of the operating status of the vehicle's energy recovery system at various speeds. By screening out sound frequencies and corresponding speed ranges within a preset frequency range, it is possible to precisely locate speed ranges that may present problems or require special attention. Specifically, it can pinpoint the target speed range where abnormal noises are generated during energy recovery. This facilitates subsequent optimization of the energy recovery strategy for this target speed range, making the energy recovery system operate more stably within this speed range, improving energy recovery efficiency, and avoiding system losses or failures caused by improper energy recovery operations.

[0078] In step 103, when the vehicle is in the target speed range and performing energy recovery, it may cause resonance in the drivetrain, resulting in abnormal vibration or noise, and even affecting the vehicle's handling performance and driving safety. Therefore, if the vehicle's current speed is determined to be within the target speed range, energy recovery is prohibited within this range. This effectively prevents noise generation while ensuring smooth vehicle operation.

[0079] For example, assuming that the target speed range is 30-40 km / h, if the current vehicle speed is obtained to be 33 km / h and it is determined that the current vehicle speed is within the target speed range, energy recovery of the vehicle can be immediately prohibited.

[0080] Furthermore, disabling regenerative braking means the regenerative torque is zero. To smooth the reduction of the regenerative torque, a transition speed range can be set, with the lower limit of this transition speed range being greater than the upper limit of the target speed range. The regenerative torque can also be adjusted within the transition speed range, ensuring that when the vehicle speed reaches the target speed range, the regenerative torque is smoothly reduced to zero, allowing the vehicle to transition smoothly to a safer regenerative state.

[0081] In one possible implementation, before determining whether the current vehicle speed is in the target speed range, the method further includes: determining whether the current vehicle speed is in the transition speed range; wherein the lower limit value of the transition speed range is greater than the upper limit value of the target speed range; when it is determined that the current vehicle speed is in the transition speed range, determining the target torque for the vehicle to recover energy, and determining the target torque change gradient when adjusting the torque; wherein the target torque is the torque at which the number of abnormal noises occurring when the vehicle is recovering energy is less than a preset number; the target torque change gradient is the torque change gradient at which the number of abnormal noises occurring when the vehicle is recovering energy is less than a preset number; and according to the target torque change gradient, controlling the torque change of the vehicle for energy recovery to the target torque.

[0082] It is understood that during the process of braking to trigger energy recovery, the vehicle's current speed will gradually decelerate from a higher speed to enter the target speed range. Before entering the target speed range, the vehicle speed may first enter the transition speed range. Based on this, it is possible to first determine whether the current vehicle speed is in the transition speed range before determining whether it is in the target speed range.

[0083] For example, if the target speed interval is [30 km / h, 40 km / h], and the lower limit of the transition speed interval is higher than the upper limit of the target speed interval, the transition speed interval can be determined to be (40 km / h, 50 km / h].

[0084] Furthermore, if it is determined that the current vehicle speed is in the transition speed range, the target torque at which the number of abnormal noises occurring during energy recovery at the current vehicle speed is less than a preset number can be determined, and the target torque change gradient at which the number of abnormal noises occurring during torque adjustment is less than a preset number can also be determined, thereby controlling the torque to be adjusted to the target torque according to the target torque change gradient.

[0085] It can be understood that the above-mentioned number of abnormal noise occurrences refers to the number of abnormal noise occurrences during the entire torque adjustment process.

[0086] For example, the above preset number of times can be set according to actual needs, for example, it can be set to 5 times.

[0087] The target torque is the torque at which abnormal noise occurs less than the preset number of times during regenerative braking. During regenerative braking, the torque directly affects the operating state of components such as the drivetrain. Excessive or inappropriate torque can cause abnormal vibration and friction between components, resulting in abnormal noise. Therefore, determining an appropriate target torque ensures smooth and normal vehicle operation during regenerative braking, minimizing noise caused by torque issues.

[0088] The target torque gradient is the one that produces fewer than a preset number of abnormal noises during regenerative braking. During regenerative braking, torque changes must be minimal, as these can cause unstable component movement and produce abnormal noises. Therefore, it's important to determine an appropriate torque gradient to ensure a smooth and gradual change. This allows components to adapt to the torque changes during regenerative braking and minimizes abnormal noises caused by sudden torque changes.

[0089] For example, assuming that the transition speed interval is (40km / h, 50km / h], if a change in vehicle speed is detected, the current vehicle speed is obtained to be 44km / h, which is in the transition speed interval. Through experiments and data analysis, it is determined that when the current vehicle speed is 44km / h, the target torque when the number of abnormal noises is less than the preset number is 550NM, and the target torque change gradient when the number of abnormal noises is less than the preset number when the torque is adjusted is determined to be 60NM / (km / h), that is, the torque is adjusted by 60NM for every 1km / h change in speed. The energy recovery torque can be gradually adjusted according to the target torque change gradient, and the current torque value can be adjusted to the target torque of 550NM according to the torque adjustment amplitude of 60NM for every 1km / h change in speed.

[0090] In the above method, by setting a transition speed range and determining the corresponding target torque and target torque change gradient, the torque during energy recovery can be dropped to the target torque more smoothly. By explicitly setting the target torque and target torque change gradient as parameters that result in the occurrence of abnormal noise less than a preset number, the vehicle can effectively avoid abnormal component vibration and friction caused by improper torque during energy recovery by precisely controlling the torque and its changes, thereby directly reducing the occurrence of abnormal noise. Vehicle drivers and passengers can clearly feel the improved quietness of the vehicle during operation, reducing the annoyance caused by abnormal noise and improving driving comfort.

[0091] In some embodiments, a correspondence between the vehicle speed and the torque for energy recovery is established in advance, and then based on the correspondence, a target torque corresponding to the current vehicle speed is determined.

[0092] In one possible implementation, determining the target torque for energy recovery of the vehicle includes: determining the target torque corresponding to the current vehicle speed based on a first preset correspondence; wherein the first preset correspondence is the correspondence between the vehicle speed and the torque for energy recovery.

[0093] Among them, the target torque refers to the most appropriate torque for the vehicle to recover energy at the current vehicle speed. This torque value can ensure that the energy recovery efficiency is maximized and the number of abnormal noises is less than the preset number.

[0094] The first preset correspondence relationship may be a pre-set mapping relationship or function that describes target torque values ​​for energy recovery at different vehicle speeds. The target torque corresponding to the current vehicle speed may be determined using the first preset correspondence relationship.

[0095] In one possible implementation, the first preset correspondence is generated in the following manner: under the same environmental conditions, the test vehicle is controlled to travel at different speeds and perform energy recovery; the torque value of the test vehicle for energy recovery is adjusted according to a preset adjustment range within a preset torque range until an adaptive torque value is obtained when the test vehicle travels at each speed; wherein the adaptive torque value is a torque value that meets a first preset condition and a second preset condition, the first preset condition being that the energy recovery efficiency when energy is recovered for the test vehicle is greater than or equal to a preset efficiency threshold; the second preset condition being that the number of abnormal noises occurring when energy is recovered for the test vehicle is less than a preset number; each vehicle speed is combined with the adaptive torque value corresponding to each vehicle speed to obtain the first preset correspondence.

[0096] As mentioned above, identical environmental conditions mean ensuring that all tests are conducted under conditions that are as consistent as possible, thereby reducing the impact of external variables on the results. Specifically, this means ensuring the same road conditions, weather conditions, and load conditions.

[0097] The test vehicle is controlled to travel at different speeds (such as 20km / h, 30km / h, 40km / h, etc.), and the vehicle is controlled to enter the energy recovery state by releasing the accelerator pedal or lightly pressing the brake.

[0098] Set a reasonable torque adjustment range, such as 0NM to 1000NM; and set a reasonable preset adjustment range, such as reducing the torque by 100NM each time.

[0099] At each vehicle speed, starting from the beginning of a preset torque range (e.g., 1000 NM), gradually adjust the torque. After each adjustment, record the energy recovery efficiency at that torque, whether or not abnormal noise is generated during energy recovery at that torque, and the number of times the abnormal noise occurs. Continue adjusting the torque value until an adaptive torque value is found that meets both conditions: energy recovery efficiency is greater than or equal to the preset efficiency threshold, and the number of abnormal noises is less than the preset number.

[0100] Illustratively, the preset efficiency threshold can be set according to actual needs, for example, it can be set to 80%.

[0101] Determining whether abnormal noise is generated when regenerating energy at a certain torque value at a certain speed can be determined by analyzing the acoustic frequency of the vehicle's drivetrain during regenerating energy. Specifically, acoustic sensors installed at key locations within the vehicle and at certain locations outside the vehicle can record the frequency of the sound signal and then determine whether the sound frequency is within the frequency range that causes the drivetrain to resonate. If the sound frequency is determined not to be within the frequency range that causes the drivetrain to resonate, it is determined that abnormal noise will not be generated when regenerating energy at that torque value at that speed.

[0102] If an abnormal noise is generated when energy recovery is performed at this torque value at this vehicle speed, the number of times the abnormal noise occurs is recorded, and the torque value is continuously adjusted until a torque value is found at which the number of abnormal noises is less than the preset number and which just meets the energy recovery efficiency requirements.

[0103] Furthermore, for each vehicle speed, a torque value is determined that meets both the energy recovery efficiency requirement and the requirement that the number of abnormal noises is less than a preset number when traveling at that speed and performing energy recovery, that is, an adaptive torque value corresponding to each vehicle speed is determined.

[0104] By combining each vehicle speed with its corresponding adaptive torque value, a mapping relationship table can be formed, namely, a first preset corresponding relationship. For example, the formed first preset corresponding relationship can be shown in Table 1:

[0105] Table 1

[0106] Vehicle speed (km / h) 48 47 46 45 44 43 42 Adaptation torque value (NM) 800 700 600 500 400 300 200

[0107] As shown in Table 1, assuming the target speed range is [30km / h, 40km / h], the closer the current vehicle speed is to the target speed range, the lower the adaptive torque value corresponding to the current vehicle speed.

[0108] In the above method, an adaptive torque value is found by adjusting the amplitude for different vehicle speeds. This adaptive torque value must satisfy an energy recovery efficiency greater than or equal to a preset efficiency threshold. This means that the vehicle can find the most suitable torque value for efficient energy recovery at various speeds. The vehicle's kinetic energy state varies at different speeds. This method allows for precise matching of the optimal torque to the actual speed, fully utilizing the vehicle's kinetic energy for recovery and improving energy recovery efficiency. Furthermore, while pursuing energy recovery efficiency, the torque value at which abnormal noise occurs less than a preset number of times can be determined as the adaptive torque value. This effectively avoids abnormal vibration and friction of vehicle components caused by improper torque settings, significantly reducing the occurrence of abnormal noise during energy recovery, making the vehicle quieter and smoother during operation, and improving the interior driving environment. The generated first preset correspondence provides a clear torque adjustment strategy for the vehicle's energy recovery system. Based on the correspondence between different vehicle speeds and the adaptive torque value, the vehicle control system can adjust the energy recovery torque in real time according to the vehicle speed during actual driving, ensuring that the energy recovery system always operates efficiently. This avoids the problem of low energy recovery efficiency caused by improper torque settings and further optimizes vehicle energy management.

[0109] In addition to the vehicle speed causing abnormal noise during energy recovery, abnormal noise will also be generated when the vehicle's braking force is higher than the energy recovery force and the difference between the vehicle's braking force and the energy recovery force reaches a threshold.

[0110] Among them, the vehicle braking force refers to the total braking force applied by the vehicle during braking in order to slow down or stop the vehicle, including traditional friction braking force and energy recovery braking force.

[0111] Regenerative braking refers to the braking force generated by a vehicle during energy recovery. In electric or hybrid vehicles, when the vehicle decelerates, the motor switches to generator mode, converting the vehicle's kinetic energy into electrical energy to create resistance, thereby achieving a braking effect. This resistance is the regenerative braking force.

[0112] If the vehicle's braking force exceeds the regenerative force, it indicates that the current regenerative force is insufficient to meet the vehicle's braking needs. If the difference between the vehicle's braking force and the regenerative force exceeds a pre-set threshold, the vehicle's brake cylinders intervene, increasing the braking torque to compensate for the shortfall, ensuring the vehicle decelerates or stops as expected.

[0113] However, when the brake cylinder adds braking torque, abnormal friction, collision or vibration may occur between the components of the brake system, causing abnormal noise and resulting in a poor user experience.

[0114] In one possible scenario, when the user has no intention to brake and only steps lightly on the brake pedal, the vehicle's braking force will usually be generated. According to industry experience, the vehicle's braking force generated at this time is usually 280NM. If the current vehicle speed is close to the target speed range at this time, the adaptive torque value for the vehicle's energy recovery may be relatively low, that is, the energy recovery force is low, which may be lower than the vehicle's braking force. When the energy recovery force is lower than the vehicle's braking force and the difference between the two exceeds a preset difference threshold, the brake cylinder will be triggered to increase the braking torque, thereby triggering an abnormal noise. Among them, the difference threshold can be set according to actual needs, for example, it can be set to 50NM.

[0115] And if the vehicle is currently traveling on a bumpy road, the vehicle speed will continue to change, and the energy recovery force will also continue to change. It may be higher than the braking force of the entire vehicle, or it may be lower than the braking force of the entire vehicle, causing the brake cylinder to repeatedly jump between the two states of adding braking force and exiting the adding braking force, thereby generating multiple abnormal noises and a poor user experience.

[0116] For example, assuming the difference threshold is 50NM, as shown in Table 1, if the vehicle speed is 42km / h, the corresponding energy recovery force is 200NM. At this time, the energy recovery force is lower than the vehicle braking force of 280NM and the difference between the two exceeds the difference threshold of 50NM, which will trigger the brake cylinder to add braking force, resulting in the first abnormal noise. If the road is bumpy and the vehicle speed changes to 43km / h again, the corresponding energy recovery force is 300NM. The energy recovery force is higher than the vehicle braking force of 280NM, which will trigger the brake cylinder to stop adding braking force. If the vehicle speed changes to 42km / h again, the brake cylinder will be triggered to add braking force again, resulting in the second abnormal noise. By analogy, if the vehicle speed keeps changing repeatedly, it may cause the brake cylinder to repeatedly jump between the two states of adding braking force and stopping adding braking force, thereby generating multiple abnormal noises.

[0117] Typically, when adjusting the regenerative torque, it is adjusted according to a preset gradient. If the gradient is set improperly, the brake cylinder will repeatedly jump between applying and removing braking force, generating multiple abnormal noises, as described above. Therefore, embodiments of the present application can set a reasonable torque change gradient and adjust the regenerative torque appropriately based on the torque change gradient, thereby reducing the frequency of abnormal noises.

[0118] It is understandable that the closer the current vehicle speed is to the target speed range, the smaller the energy recovery force is, the greater the possibility of triggering the brake cylinder to add braking force, that is, the greater the possibility of abnormal noise.

[0119] Based on this, the transition speed interval can be divided into multiple non-overlapping transition speed sub-intervals. For example, assuming the transition speed interval is [40 km / h, 50 km / h], the transition speed sub-intervals can be [40 km / h, 45 km / h] and [45 km / h, 50 km / h].

[0120] Furthermore, different torque change gradients may be set for different transition speed subintervals.

[0121] In some embodiments, a correspondence between a transition speed subinterval and a torque change gradient is established in advance, and then the transition speed subinterval in which the current vehicle speed is located is determined. Based on the established correspondence, a target torque change gradient corresponding to the transition speed subinterval is determined.

[0122] In one possible implementation, the transition speed interval includes: multiple non-overlapping transition speed sub-intervals; determining the target torque change gradient when adjusting the torque includes: determining the transition speed sub-interval in which the current vehicle speed is located, and based on a second preset corresponding relationship, determining the target torque change gradient corresponding to the transition speed sub-interval; wherein the second preset corresponding relationship is the corresponding relationship between the transition speed sub-interval and the torque change gradient.

[0123] The transition speed sub-interval means that the entire transition speed interval is further divided into multiple smaller, non-overlapping sub-intervals, and each sub-interval represents a different deceleration stage.

[0124] The target torque change gradient refers to the optimal torque change rate at which the number of abnormal noises generated when adjusting the energy recovery torque is less than a preset number. The target torque change gradient determines the speed at which the torque changes with vehicle speed.

[0125] Furthermore, after obtaining the current vehicle speed, the transition speed sub-interval in which the current vehicle speed is located may be determined first, and then the target torque change gradient corresponding to the transition speed sub-interval may be determined based on a second preset relationship established in advance.

[0126] Exemplarily, if the transition speed interval is divided into two transition speed sub-intervals, namely a first transition speed sub-interval and a second transition speed sub-interval, and the lower limit value of the first transition speed sub-interval is greater than the upper limit value of the second transition speed sub-interval, it means that the second transition speed sub-interval is closer to the target speed interval.

[0127] As mentioned above, the closer the vehicle's current speed is to the target speed range, the smaller the energy recovery force is, and the greater the possibility of triggering the brake cylinder to add braking force. That is, when the current vehicle speed is in the second transition speed sub-range, the possibility of generating abnormal noise is greater.

[0128] In order to avoid the brake cylinder from generating multiple abnormal noises due to jumping between the two states of adding braking force and exiting the additional braking force, the descending gradient corresponding to the second transition speed sub-interval can be set to be smaller than the descending gradient corresponding to the first transition speed sub-interval, thereby ensuring that during the energy recovery process when the vehicle speed is in the second transition speed sub-interval, the brake cylinder is avoided as much as possible from repeatedly jumping between the two states of adding braking force and exiting the additional braking force, thereby reducing the number of abnormal noises.

[0129] In one possible implementation, based on a second preset correspondence, a target torque change gradient corresponding to a transition speed subinterval is determined, including: if the current vehicle speed is within a first transition speed subinterval, a first descending gradient is determined as the target torque change gradient; if the current vehicle speed is within a second transition speed subinterval, a second descending gradient is determined as the target torque change gradient; wherein the first descending gradient is greater than the second descending gradient.

[0130] It can be understood that if the current vehicle speed is in the first transition speed sub-interval, the target torque change gradient adopted is the first descending gradient; if the current vehicle speed is in the second transition speed sub-interval, the target torque change gradient adopted is the second descending gradient.

[0131] As mentioned above, because the second transition speed subrange is closer to the target speed range, it is more likely to produce abnormal noise. Setting the first descent gradient larger than the second descent gradient means that the torque change rate is faster in the higher vehicle speed range (i.e., the first transition speed subrange) and slower in the lower vehicle speed range (i.e., the second transition speed subrange).

[0132] The descent gradient can be thought of as the rate at which the regenerative force adjusts as the vehicle speed changes. A smaller descent gradient means the regenerative force adjusts more gradually as the vehicle speed changes, without experiencing sudden changes.

[0133] When the vehicle speed is in the second transition speed sub-interval, the smaller descending gradient causes the energy recovery force to decrease steadily as the vehicle speed decreases. The difference between the vehicle braking force and the energy recovery force also changes more smoothly, thereby avoiding as much as possible the brake cylinder from repeatedly jumping between the two states of adding braking force and exiting the adding braking force.

[0134] Exemplarily, the first descent gradient may be set to 140 NM / (km / h), and the second descent gradient may be set to 60 NM / (km / h).

[0135] In the above method, the transition speed interval is subdivided into a first transition speed subinterval and a second transition speed subinterval, and different target torque gradients are determined based on the vehicle speed range. This enables the vehicle's energy recovery system to more accurately match energy recovery requirements at different vehicle speeds. Setting a larger first decreasing gradient in the first transition speed subinterval, where vehicle speeds are higher, allows the torque to be adjusted to the appropriate range in a relatively short period of time to meet energy recovery requirements at higher speeds. Setting a smaller second decreasing gradient in the second transition speed subinterval, where vehicle speeds are lower, allows for smooth torque adjustment, avoiding adverse effects on the vehicle system caused by rapid torque changes, thereby improving energy recovery efficiency and stability. Setting a smaller second decreasing gradient also minimizes the brake cylinder's repeated switching between applying and removing braking force during energy recovery in the second transition speed subinterval, thereby reducing the occurrence of abnormal noise.

[0136] The second predetermined correspondence may also be a predefined mapping relationship or function that describes the torque gradient when adjusting the energy recovery torque in different speed ranges. The target torque gradient corresponding to the transition speed subrange can be determined using this second predetermined correspondence.

[0137] In one possible implementation, the second preset correspondence is generated in the following manner: under the same environmental conditions, the test vehicle is controlled to travel in different speed ranges and perform energy recovery; for each speed range, the torque value of the test vehicle for energy recovery is adjusted according to different torque change gradients within the preset torque range until an adaptive torque change gradient is obtained for the test vehicle in each speed range; wherein the adaptive torque change gradient is a torque change gradient in which the number of abnormal noises occurring is less than a preset number when the energy recovery torque of the test vehicle is adjusted; each speed range is combined with the adaptive torque change gradient corresponding to each speed range to obtain the second preset correspondence.

[0138] Similar to the previous example, identical environmental conditions mean ensuring that all tests are conducted under as consistent conditions as possible to reduce the impact of external variables on the results. Specifically, this means ensuring identical road conditions, weather conditions, and load conditions.

[0139] The different speed ranges may include 0-10km / h, 10-20km / h, 25-30km / h, 30-40km / h, 40-45km / h and 45-50km / h.

[0140] Set a reasonable torque adjustment range, such as 0NM to 1000NM. Also set a reasonable gradient adjustment range, such as setting the initial torque change gradient to 100NM / (km / h) and adjusting the gradient by 10NM each time, meaning the gradient adjustment amount is 10NM. Set the preset number of times to 3 based on actual needs.

[0141] The test vehicle is controlled to travel within the aforementioned speed ranges and enters regenerative mode by releasing the accelerator pedal or lightly applying the brake. Starting from the preset starting value of the torque range (e.g., 1000 NM), the regenerative torque is adjusted according to the initial torque gradient and vehicle speed change until the torque is adjusted to zero.

[0142] Acoustic sensors installed at key locations inside the vehicle and certain locations outside the vehicle record sound signals and determine whether the abnormal noise is caused by the additional torque applied by the brake cylinder. The number of times the abnormal noise occurs when the torque is adjusted with the initial torque change gradient within different speed ranges is observed.

[0143] If the number of abnormal noises produced during energy recovery within certain speed ranges is greater than or equal to a preset number, the initial torque gradient can be adjusted according to the gradient adjustment amount to obtain an adjusted torque gradient. Based on the adjusted torque gradient and the vehicle speed change, the vehicle's energy recovery torque is further adjusted until the torque is adjusted to 0. The user then observes whether the number of abnormal noises produced when adjusting the torque with the adjusted torque gradient within different speed ranges decreases. Similarly, through the above method, the torque gradient that produces the lowest number of abnormal noises during energy recovery torque adjustment, less than the preset number, is determined.

[0144] Furthermore, for each vehicle speed range, the torque change gradient that generates the smallest number of abnormal noises less than a preset number when controlling the torque change for energy recovery is determined, that is, the adaptive torque change gradient corresponding to each vehicle speed range is determined.

[0145] Similarly, by combining each vehicle speed range with its corresponding adaptive torque change gradient, a mapping relationship table can be formed, namely, a second preset corresponding relationship. For example, the formed second preset corresponding relationship can be shown in Table 2:

[0146] Table 2

[0147]

[0148] As shown in Table 2, assuming the target speed range is [30 km / h, 40 km / h], the closer the vehicle speed range is to the target speed range, the lower the adaptive torque change gradient corresponding to the vehicle speed range.

[0149] It is understandable that, as mentioned above, the smaller descent gradient causes the energy recovery force to decrease steadily as the vehicle speed decreases, and the difference between the vehicle's braking force and the energy recovery force also changes more steadily, thereby avoiding as much as possible the brake cylinder from repeatedly jumping between the two states of adding braking force and exiting the adding braking force, which can effectively reduce the number of abnormal noises that occur when adjusting the torque.

[0150] In the above method, within each speed range, the adaptive value is found by continuously adjusting the torque change gradient, and the criterion is that the number of abnormal noises occurs is less than a preset number. This allows the vehicle to accurately determine the torque change gradient that can effectively reduce abnormal noises when performing energy recovery at different speeds. Each speed range and the corresponding adaptive torque change gradient are combined into a second preset correspondence, providing a precise control basis for the vehicle control system. The vehicle control system can quickly obtain the appropriate torque change gradient from this correspondence based on the real-time vehicle speed, achieving precise adjustment of the energy recovery torque, which can effectively reduce the number of abnormal noises generated during the energy recovery torque adjustment process.

[0151] In some embodiments, the adaptive torque change gradient corresponding to each vehicle speed interval can be determined first, and then the target torque value corresponding to the vehicle speed in each speed interval can be determined based on the adaptive torque change gradient and the target torque value corresponding to the limit of the speed interval.

[0152] For example, if the adaptive torque change gradient in the vehicle speed range (45, 50) is determined to be 140 NM / (km / h), and the target torque value corresponding to 50 km / h is determined to be 1000 NM, then the target torque value corresponding to 49 km / h can be determined to be 860 NM.

[0153] In some embodiments, if the vehicle speed continues to decrease and falls below the lower limit of a target speed range, the speed range in which the current vehicle speed falls can be determined, and the target torque and target torque change gradient corresponding to the speed range can be determined. This allows the energy recovery torque to be increased to the target torque according to the target torque change gradient.

[0154] For example, assuming the target speed range is [30 km / h, 40 km / h], if the current vehicle speed changes to 28 km / h, the speed range of 28 km / h can be determined to be (25, 30), and the target torque and target torque change gradient corresponding to the speed range (25, 30) are determined. In this way, the energy recovery torque is controlled to increase to the target torque according to the target torque change gradient.

[0155] In some embodiments, taking the vehicle speed changing from 50 km / h to 40 km / h as an example, the curve of the regenerative torque of the vehicle during energy recovery as a function of speed may be as follows: Figure 2 shown.

[0156] For example, Figure 2 As shown in the figure, if the current vehicle speed is 50 km / h, the regenerative torque can be determined to be 1000 NM. If the current vehicle speed continues to decrease and drops to 48 km / h, it can be determined that the changed vehicle speed is within the speed range (45, 50). By consulting Table 2 above, it can be determined that the torque change gradient with a slope of 140 NM / (km / h) is used to control the torque decrease until it drops to the target torque corresponding to 48 km / h.

[0157] If the current vehicle speed continues to decrease and drops to 43 km / h, it can be determined that the changed vehicle speed is within the speed range of (40, 45]. By querying the above Table 2, it can be determined that the torque change gradient with a slope of 60 NM / (km / h) is used to control the torque to decrease until it drops to the target torque corresponding to 43 km / h.

[0158] In some embodiments, Figure 2 The equation corresponding to the change curve in can be a straight line equation or a parabola equation. This embodiment of the present application does not limit this.

[0159] Figure 3 It is a structural schematic diagram of an energy recovery device provided in an embodiment of the present application.

[0160] For example, Figure 3 As shown, the device 300 includes:

[0161] An acquisition module 301 is used to acquire the current speed of the vehicle when the vehicle is in an energy recovery state;

[0162] The judgment module 302 is used to judge whether the current vehicle speed is within the target speed range;

[0163] The target speed range is the speed range where there is a risk of abnormal noise when the vehicle performs energy recovery;

[0164] The prohibition module 303 is configured to prohibit the vehicle from performing energy recovery when it is determined that the current vehicle speed is within the target speed range.

[0165] In one possible implementation, the target speed range determination module is used to, under the same environmental conditions, control the test vehicle to travel within different speed ranges and perform energy recovery; collect sound frequencies when the test vehicle travels within different speed ranges and performs energy recovery; filter out sound frequencies within a preset frequency range from the collected sound frequencies as target sound frequencies, and determine the speed range corresponding to the target sound frequency as the target speed range.

[0166] Optionally, the device also includes a second judgment module for judging whether the current vehicle speed is in a transition speed range; wherein the lower limit value of the transition speed range is greater than the upper limit value of the target speed range; when it is determined that the current vehicle speed is in the transition speed range, the target torque for energy recovery of the vehicle is determined, and the target torque change gradient when adjusting the torque is determined; wherein the target torque is the torque at which the number of abnormal noises occurring when the vehicle is performing energy recovery is less than a preset number; the target torque change gradient is the torque change gradient at which the number of abnormal noises occurring when the vehicle is performing energy recovery is less than a preset number; according to the target torque change gradient, the torque change of the vehicle for energy recovery is controlled to change to the target torque.

[0167] In one possible implementation, the second judgment module includes a torque determination unit for determining a target torque corresponding to the current vehicle speed based on a first preset correspondence; wherein the first preset correspondence is a correspondence between the vehicle speed and the torque for energy recovery.

[0168] In one possible implementation, a first preset correspondence generation unit is used to control the test vehicle to travel at different speeds and perform energy recovery under the same environmental conditions; the torque value of the test vehicle for energy recovery is adjusted according to a preset adjustment amplitude within a preset torque range until an adaptive torque value is obtained when the test vehicle travels at each speed; wherein the adaptive torque value is a torque value that meets a first preset condition and a second preset condition, the first preset condition being that the energy recovery efficiency when energy is recovered for the test vehicle is greater than or equal to a preset efficiency threshold; the second preset condition being that the number of abnormal noises occurring when energy is recovered for the test vehicle is less than a preset number; each vehicle speed is combined with the adaptive torque value corresponding to each vehicle speed to obtain a first preset correspondence.

[0169] In one possible implementation, the transition speed interval includes: multiple non-overlapping transition speed sub-intervals; the second judgment module includes a gradient determination unit, which is used to determine the transition speed sub-interval in which the current vehicle speed is located, and determine the target torque change gradient corresponding to the transition speed sub-interval based on a second preset corresponding relationship; wherein the second preset corresponding relationship is the corresponding relationship between the transition speed sub-interval and the torque change gradient.

[0170] In one possible implementation, the multiple non-overlapping transition speed subintervals include: a first transition speed subinterval and a second transition speed subinterval, and the lower limit value of the first transition speed subinterval is greater than the upper limit value of the second transition speed subinterval; the gradient determination unit is specifically configured to determine a first descending gradient as the target torque change gradient if the current vehicle speed is within the first transition speed subinterval; and determine a second descending gradient as the target torque change gradient if the current vehicle speed is within the second transition speed subinterval; wherein the first descending gradient is greater than the second descending gradient.

[0171] In one possible implementation, the second preset correspondence generation unit is used to control the test vehicle to travel and perform energy recovery in different speed ranges under the same environmental conditions; for each speed range, the torque value of the test vehicle for energy recovery is adjusted according to different torque change gradients within the preset torque range until an adaptive torque change gradient of the test vehicle in each speed range is obtained; wherein the adaptive torque change gradient is a torque change gradient in which the number of abnormal noises occurring is less than a preset number when the energy recovery torque of the test vehicle is adjusted; each speed range and the adaptive torque change gradient corresponding to each speed range are combined to obtain a second preset correspondence.

[0172] Figure 4 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0173] For example, Figure 4 As shown, the vehicle 400 includes: a memory 401 and a processor 402, wherein the memory 401 stores an executable program code 4011, and the processor 402 is used to call and execute the executable program code 4011 to perform an energy recovery method.

[0174] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform an energy recovery method provided in an embodiment of the present application.

[0175] In this embodiment, the device can be divided into functional modules based on the above-described method examples. For example, each functional module can be mapped to a specific functional module, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only a logical functional division. In actual implementation, other division methods may be used.

[0176] In the case of dividing each functional module into corresponding functional modules, the device may further include an acquisition module, a judgment module, a prohibition module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module and will not be repeated here.

[0177] It should be understood that the device provided in this embodiment is used to perform the above-mentioned energy recovery method, and thus can achieve the same effect as the above-mentioned implementation method.

[0178] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is used in a vehicle, the processing module may be used to control and manage the vehicle's movements. The storage module may be used to support the vehicle's execution of relevant program codes and data.

[0179] The processing module may be a processor or controller that implements or executes the various exemplary logic blocks, modules, and circuits described in conjunction with the present disclosure. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processing (DSP) and a microprocessor, and the storage module may be a memory.

[0180] In addition, the device provided in the embodiments of the present application can specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute an energy recovery method provided in the above embodiment.

[0181] This embodiment also provides a computer-readable storage medium, which stores computer program code. When the computer program code runs on a computer, the computer executes the above-mentioned related method steps to implement an energy recovery method provided by the above embodiment.

[0182] This embodiment also provides a computer program product. When the computer program product is run on a computer, it enables the computer to execute the above-mentioned related steps to implement an energy recovery method provided by the above embodiment.

[0183] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0184] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0185] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0186] The above content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A method for energy recovery, characterized in that: The method comprises: When the vehicle is in an energy recovery state, obtaining a current speed of the vehicle; determining whether the current vehicle speed is in a transition speed range; When it is determined that the current vehicle speed is within the transition speed range, a target torque for the vehicle to perform energy recovery is determined, and a target torque change gradient when adjusting the torque is determined; wherein the target torque is the torque at which the number of abnormal noises generated during energy recovery by the vehicle is less than a preset number; and the target torque change gradient is the torque change gradient at which the number of abnormal noises generated during energy recovery by the vehicle is less than a preset number; According to the target torque change gradient, controlling the torque of the vehicle for energy recovery to change to the target torque; determining whether the current vehicle speed is within a target speed range; wherein a lower limit of the transition speed range is greater than an upper limit of the target speed range; and the target speed range is a speed range in which there is a risk of abnormal noise being generated during energy recovery by the vehicle; When it is determined that the current vehicle speed is within the target speed range, energy recovery of the vehicle is prohibited.

2. The method according to claim 1, characterized in that The target speed range is determined by: Under the same environmental conditions, the test vehicle is controlled to travel in different speed ranges and perform energy recovery; collecting sound frequencies when the test vehicle is traveling in different speed ranges and performing energy recovery; A sound frequency within a preset frequency range is selected from the collected sound frequencies as a target sound frequency, and a speed interval corresponding to the target sound frequency is determined as the target speed interval.

3. The method according to claim 1, characterized in that Determining the target torque for energy recovery of the vehicle includes: Based on a first preset correspondence, a target torque corresponding to the current vehicle speed is determined; wherein the first preset correspondence is a correspondence between the vehicle speed and the torque for energy recovery.

4. The method according to claim 3, characterized in that The first preset corresponding relationship is generated in the following manner: Under the same environmental conditions, the test vehicle is controlled to travel at different speeds and perform energy recovery; Adjusting the torque value of the test vehicle during energy recovery according to a preset adjustment range within a preset torque range until an adaptive torque value is obtained when the test vehicle is traveling at each vehicle speed; wherein the adaptive torque value is a torque value that satisfies a first preset condition and a second preset condition, the first preset condition being that an energy recovery efficiency during energy recovery of the test vehicle is greater than or equal to a preset efficiency threshold, and the second preset condition being that the number of abnormal noises occurring during energy recovery of the test vehicle is less than a preset number; Each vehicle speed is combined with the adaptive torque value corresponding to each vehicle speed to obtain the first preset corresponding relationship.

5. The method according to claim 1, wherein The transition speed interval includes: a plurality of non-overlapping transition speed subintervals; The step of determining the target torque change gradient when adjusting the torque includes: Determine the transition speed subinterval in which the current vehicle speed is located, and determine the target torque change gradient corresponding to the transition speed subinterval based on a second preset correspondence; wherein the second preset correspondence is a correspondence between the transition speed subinterval and the torque change gradient.

6. The method according to claim 5, wherein the plurality of non-overlapping transition speed sub-intervals comprise: a first transition speed subinterval and a second transition speed subinterval, wherein a lower limit value of the first transition speed subinterval is greater than an upper limit value of the second transition speed subinterval; The determining, based on the second preset corresponding relationship, the target torque change gradient corresponding to the transition speed subinterval includes: If the current vehicle speed is within the first transition speed subinterval, determining the first descending gradient as the target torque change gradient; If the current vehicle speed is within the second transition speed sub-interval, a second descending gradient is determined as the target torque change gradient; wherein the first descending gradient is greater than the second descending gradient.

7. The method according to claim 5, characterized in that The second preset corresponding relationship is generated in the following manner: Under the same environmental conditions, the test vehicle is controlled to travel in different speed ranges and perform energy recovery; For each speed range, adjusting the torque value of the test vehicle for energy recovery according to different torque change gradients within a preset torque range until an adapted torque change gradient for the test vehicle in each speed range is obtained; wherein the adapted torque change gradient is a torque change gradient at which the number of abnormal noises generated when adjusting the energy recovery torque of the test vehicle is less than a preset number; Each vehicle speed interval and the adaptive torque change gradient corresponding to each vehicle speed interval are combined to obtain the second preset corresponding relationship.

8. A vehicle, characterized in that: The vehicle comprises: a memory for storing executable program code; A processor is configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 7.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 7 is implemented.

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