Vehicle energy recovery control method and device and vehicle

Abstract

The invention relates to the field of new energy vehicles, and provides a vehicle energy recovery control method and device and a vehicle. The method comprises the following steps: determining a first relative driving speed of a vehicle and a front driving vehicle at a current moment and a first relative driving distance at a next moment, and determining a second relative driving speed of the vehicle and a rear driving vehicle at the current moment and a second relative driving distance at the next moment; based on the first relative driving speed, the first relative driving distance, the second relative driving speed and the second relative driving distance, an energy recovery torque correction value of the vehicle at the current moment is determined; determining a target energy recovery torque of the vehicle at the current moment based on the energy recovery torque correction value and the required energy recovery torque; and according to the target energy recovery torque, the vehicle is controlled to carry out energy recovery. The energy recovery torque of the vehicle can be adjusted in a self-adaptive mode so as to adapt to energy recovery intensity adjustment in different driving scenes, the driving experience can be improved, and the good energy-saving effect can be achieved.

Description

Technical Field

[0001] The present application relates to the field of new energy vehicles, and in particular to a vehicle energy recovery control method, device and vehicle. Background Art

[0002] An important factor in energy saving of new energy vehicles is their energy recovery function. If the energy recovery is too small, the energy saving effect is not obvious; if the energy recovery is too large, the user (driver) will be required to control the vehicle accurately, the driving experience will be poor, and even dangerous accidents may occur, affecting the driving safety of the vehicle.

[0003] In the related art, a plurality of energy recovery gears with fixed intensity levels are usually set when the vehicle leaves the factory, and the driver selects an energy recovery mode with one intensity level to perform energy recovery according to actual needs during driving.

[0004] Generally, users will not switch frequently after selecting an energy recovery mode, and an energy recovery mode with a fixed intensity level cannot adapt to the energy recovery intensity adjustment in different driving scenarios, which affects the driving experience and energy-saving effect. Summary of the invention

[0005] In view of this, the embodiments of the present application provide a vehicle energy recovery control method, device and vehicle to solve the problem that the energy recovery mode with a fixed intensity level adopted in the related technology cannot adapt to the energy recovery intensity adjustment under different driving scenarios, thus affecting the driving experience and energy-saving effect.

[0006] A first aspect of an embodiment of the present application provides a vehicle energy recovery control method, comprising:

[0007] Determine a first relative driving speed between the vehicle and the vehicle ahead at a current moment and a first relative driving distance at a next moment, and a second relative driving speed between the vehicle and the vehicle behind at a current moment and a second relative driving distance at a next moment;

[0008] Determining an energy recovery torque correction value of the vehicle at a current moment based on the first relative driving speed, the first relative driving distance, the second relative driving speed, and the second relative driving distance;

[0009] Obtain the energy recovery torque required by the vehicle at the current moment;

[0010] Determining a target energy recovery torque of the vehicle at the current moment based on the energy recovery torque correction value and the required energy recovery torque;

[0011] According to the target energy recovery torque, the vehicle is controlled to perform energy recovery.

[0012] A second aspect of an embodiment of the present application provides a vehicle energy recovery control device, comprising:

[0013] A first determination module determines a first relative speed between the vehicle and the vehicle ahead at a current moment and a first relative distance between the vehicle and the vehicle ahead at a next moment, and a second relative speed between the vehicle and the vehicle ahead at a current moment and a second relative distance between the vehicle and the vehicle ahead at a next moment;

[0014] A second determination module determines an energy recovery torque correction value of the vehicle at a current moment based on the first relative driving speed, the first relative driving distance, the second relative driving speed, and the second relative driving distance;

[0015] An acquisition module is used to acquire the energy recovery torque required by the vehicle at the current moment;

[0016] A third determination module determines a target energy recovery torque of the vehicle at a current moment based on the energy recovery torque correction value and the required energy recovery torque;

[0017] The control module controls the vehicle to perform energy recovery according to the target energy recovery torque.

[0018] According to a third aspect of an embodiment of the present application, a vehicle is provided, including a vehicle controller, which includes a memory, a processor, and a vehicle energy recovery control program stored in the memory and executable on the processor. When the processor executes the vehicle energy recovery control program, the steps of the above method are implemented.

[0019] According to a fourth aspect of an embodiment of the present application, a computer-readable storage medium is provided, which stores a computer program, and when the computer program is executed by a processor, the steps of the above method are implemented.

[0020] Compared with the prior art, the beneficial effects of the embodiments of the present application include at least: adaptively adjusting the vehicle's energy recovery torque according to the relative speed and relative distance between the vehicle and the vehicles traveling in the front and rear, and being able to adapt to various scenarios without the user having to switch energy recovery modes. The energy recovery intensity can be adjusted to suit different driving scenarios, which can not only improve the driving experience, but also achieve good energy-saving effects. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0022] Figure 1It is a schematic diagram of an application scenario of an embodiment of the present application;

[0023] Figure 2 It is a flow chart of a vehicle energy recovery control method provided in an embodiment of the present application;

[0024] Figure 3 is a structural block diagram of the vehicle provided by an embodiment of the present application;

[0025] Figure 4 is a structural schematic diagram of a vehicle energy recovery control device provided in an embodiment of the present application;

[0026] Figure 5 It is a structural schematic diagram of a vehicle controller provided in an embodiment of the present application. DETAILED DESCRIPTION

[0027] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0028] A vehicle energy recovery control method and device according to an embodiment of the present application will be described in detail below with reference to the accompanying drawings.

[0029] When driving at high speed, low energy recovery is more conducive to vehicle gliding and more stable control. Frequent acceleration and deceleration conditions require strong energy recovery to save energy. However, in actual applications, users generally do not switch frequently after selecting an energy recovery mode, and an energy recovery mode with a fixed intensity level cannot adapt to the energy recovery intensity adjustment under different driving scenarios, thus affecting the driving experience and energy saving effect. For example, the user has selected a low energy recovery mode. Under frequent acceleration and deceleration conditions, the energy saving effect of the low energy recovery mode is not obvious. For another example, the user has selected a strong energy recovery mode. Under high-speed driving conditions, the driver is required to control the vehicle accurately, the driving experience is poor, and even dangerous accidents may occur, affecting the driving safety of the vehicle.

[0030] In view of this, an embodiment of the present application provides a vehicle energy recovery control method, which can adaptively adjust the vehicle's energy recovery torque according to the relative speed and relative distance between the vehicle and the vehicles traveling in the front and rear directions. It can adapt to various scenarios and can adapt to the energy recovery intensity adjustment in different driving scenarios without the user having to switch the energy recovery mode. It can not only improve the driving experience, but also achieve good energy-saving effects.

[0031] Figure 1is a schematic diagram of an application scenario provided by an embodiment of the present application. Figure 1 The application scenario may include the vehicle 101 , the vehicle 102 in front and the vehicle 103 in the rear.

[0032] The vehicle 101 may be a new energy vehicle. The new energy vehicle in the embodiment of the present application refers to a vehicle that uses new energy (non-traditional petroleum and diesel energy) and has advanced technology. These vehicles use a new power system that can effectively reduce vehicle emissions, reduce the impact on the environment, and improve energy efficiency. The new energy vehicles in the embodiment of the present application include but are not limited to the following types of vehicles: electric vehicles (EV), battery electric vehicles (BEV), fuel cell electric vehicles (FCEV), plug-in hybrid electric vehicles (PHEV) and hybrid electric vehicles (HEV), etc.

[0033] The front vehicle 102 can be understood as a vehicle traveling on the front section of the current road of the vehicle 101. The rear vehicle 103 can be understood as a vehicle traveling on the rear section of the current road of the vehicle 101. That is, the vehicle 101 is traveling behind the front vehicle 102, and the rear vehicle 103 is traveling behind the vehicle 101.

[0034] Figure 2 The vehicle energy recovery control method of the embodiment of the present application can be applied to Figure 1 The vehicle 101 is shown. Figure 2 , the vehicle energy recovery control method may include the following steps:

[0035] Step S201, determining a first relative speed between the vehicle and the vehicle ahead at the current moment and a first relative distance at the next moment, and a second relative speed between the vehicle and the vehicle behind at the current moment and a second relative distance at the next moment.

[0036] The next moment refers to the time point that arrives after a preset time interval from the current moment. For example, if the current moment is t and the preset time interval is 10ms, then the next moment is t+10ms.

[0037] Figure 3 This is a structural block diagram of the vehicle provided by an embodiment of the present application. For the convenience of description, only part of the structure related to this embodiment is shown in the figure, which is described in detail as follows:

[0038] See also Figure 3The vehicle 101 includes but is not limited to: a vehicle control unit (VCU) 1011, a battery management system (BMS) 1012, a micro control unit (MCU) 1013, an advanced driver assistance system (ADS) 1014, a car PTC heater (Positive Temperature Coefficient, PTC) 1015, a direct current / direct current converter (Direct Current-Direct Current Converter, DCDC) 1016, a motor 1017, and a power battery 1018.

[0039] The vehicle controller 1011 can be respectively connected to the battery management system 1012, the micro control unit 1013, the advanced driver assistance system 1014, the vehicle PTC heater 1015, and the DC / DC converter 1016. The micro control unit 1013 can be connected to the motor 1017. The motor 1017 can be electrically connected to the power battery 1018.

[0040] As an example, the vehicle controller 1011 may first obtain the current speed of the front vehicle 102 through the advanced driver assistance system 1014 (denoted as V F ), the rear vehicle 103's current speed (denoted as V R ), the front distance between the front of the vehicle 101 and the rear of the vehicle 102 in front (denoted as d F ), the rear distance between the rear of the vehicle 101 and the front of the vehicle 103 traveling behind (denoted as d R ), and the current driving speed of the vehicle 101 (denoted as V S ), and then calculate the first relative speed between the vehicle 102 and the vehicle 101 at the current moment according to the vehicle speed of the vehicle 102 and the vehicle speed of the vehicle 101 at the current moment.

[0041] For example, the vehicle controller 1011 can calculate the first relative speed between the vehicle and the vehicle ahead at the current moment by using the following mathematical expression (1):

[0042] ΔV F =V F -V S (1);

[0043] In formula (1), ΔV F Indicates the first relative speed between the vehicle and the vehicle ahead at the current moment; VF V represents the current speed of the front vehicle 102; S Indicates the driving speed of the vehicle 101 at the current moment.

[0044] As an example, the vehicle controller 1011 can calculate the second relative driving speed between the vehicle and the front vehicle at the current moment based on the vehicle's driving speed at the current moment and the rear vehicle's driving speed at the current moment.

[0045] Exemplarily, the vehicle controller 1011 may calculate the second relative speed between the vehicle and the vehicle ahead at the current moment by the following mathematical expression (2):

[0046] ΔV R =V S -V R (2);

[0047] In formula (1), ΔV R V represents the second relative speed between the vehicle and the vehicle behind at the current moment; R V represents the current speed of the rear vehicle 103; S Indicates the driving speed of the vehicle 101 at the current moment.

[0048] As an example, the vehicle controller 1011 can calculate the first relative driving distance between the vehicle 101 and the vehicle 102 in front at the next moment based on the front distance between the front of the vehicle 101 and the rear of the vehicle 102 in front and the first relative driving speed between the vehicle 101 and the vehicle in front at the current moment.

[0049] For example, the vehicle controller 1011 can calculate the first relative driving distance between the vehicle 101 and the vehicle 102 ahead at the next moment by the following mathematical expression (3):

[0050] Δd F =d F +ΔV F *Δt (3);

[0051] In formula (3), Δd F Indicates the first relative driving distance between the vehicle 101 and the vehicle 102 ahead at the next moment; d F It represents the front distance between the front of the vehicle 101 and the rear of the vehicle 102 traveling in front; Δt represents the time interval, which can be flexibly set according to actual conditions, for example, it can be the calculation step of the software, such as 10ms.

[0052] As an example, the vehicle controller 1011 can calculate the second relative driving distance between the vehicle 101 and the rear vehicle 103 at the next moment based on the rear distance between the rear of the vehicle 101 and the front of the rear vehicle 103 and the second relative driving speed between the vehicle 101 and the rear vehicle 103 at the current moment.

[0053] Exemplarily, the vehicle controller 1011 can calculate the second relative driving distance between the vehicle 101 and the rear vehicle 103 at the next moment by the following mathematical expression (4):

[0054] Δd R =d R +ΔV R *Δt (4);

[0055] In formula (4), Δd R Indicates the second relative travel distance between the vehicle 101 and the vehicle 103 behind at the next moment; d R It represents the rear distance between the rear end of the vehicle 101 and the front end of the vehicle 103 traveling behind; Δt represents the time interval, which can be flexibly set according to actual conditions, for example, it can be the calculation step of the software, such as 10ms.

[0056] Step S202: determining the energy recovery torque correction value of the vehicle at the current moment based on the first relative driving speed, the first relative driving distance, the second relative driving speed, and the second relative driving distance.

[0057] As an example, the vehicle controller 1011 can calculate the relative speed difference between the vehicle and the vehicles in front and behind based on the first relative driving speed and the second relative driving speed; calculate the distance change rate between the vehicle and the vehicles in front and behind based on the first relative driving distance and the second relative driving distance; calculate the energy recovery torque correction value of the vehicle at the current moment based on the relative speed difference between the vehicle and the vehicles in front and behind and the distance change rate between the vehicle and the vehicles in front and behind.

[0058] Step S203, obtaining the energy recovery torque required by the vehicle at the current moment.

[0059] As an example, the vehicle controller 1011 may obtain the accelerator pedal opening and the vehicle driving speed of the vehicle 101 at the current moment, and determine the required energy recovery torque of the vehicle at the current moment based on the accelerator pedal opening and the vehicle driving speed.

[0060] Exemplarily, a correspondence table of "accelerator pedal opening-driving speed-required energy recovery torque" can be pre-set and stored in the vehicle controller 1011. After obtaining the accelerator pedal opening and driving speed of the vehicle 101 at the current moment, the vehicle controller 1011 determines the required energy recovery torque of the vehicle at the current moment by querying the correspondence table of "accelerator pedal opening-driving speed-required energy recovery torque".

[0061] Among them, the correspondence table of "accelerator pedal opening-driving speed-required energy recovery torque" can be calibrated according to indicators such as vehicle weight and driving performance.

[0062] As an example, the calibration process of the correspondence table of "accelerator pedal opening-driving speed-required energy recovery torque" is roughly as follows: 1) Obtain vehicle parameters: Collect basic information such as vehicle parameters and driving parameters. These parameters include vehicle mass, tire specifications, braking system characteristics, motor performance, etc., which are the basis for subsequent calculations and calibrations. 2) Set initial values: Set an initial braking energy recovery torque based on vehicle parameters and expected performance requirements. This initial value can be determined based on empirical formulas, simulation results or preliminary real vehicle test data. 3) Calculate braking force: Use the initial braking energy recovery torque and combine vehicle parameters to calculate the total braking force of each speed range at different brake pedal openings. During the calibration process, special consideration should be given to the impact of different road adhesion coefficients on energy recovery torque. Depending on the road conditions, it may be necessary to adjust the sliding energy recovery torque and braking energy recovery torque to ensure that the wheels are not easily locked, the ABS (Anti-lock Braking System) is not frequently triggered, and there is no obvious impact when the ABS is triggered to exit the recovery torque. 4) Actual vehicle testing and adjustment: After completing the above calculations and simulations, actual vehicle testing is required to verify the validity of the calibration results. During the test, attention should be paid to the vehicle's braking performance, energy recovery efficiency, and driving smoothness under different working conditions. According to the test results, make necessary adjustments and optimizations to the calibration parameters. For example, for low, medium, and high gears, you can first calibrate the required energy recovery torque under high gear, and then multiply the energy recovery torque of the high gear by the coefficient to obtain the energy recovery torque under medium and low gears. 5) Establish a correspondence table of "accelerator pedal opening-driving speed-required energy recovery torque": Based on the above calibration and test results, establish a correspondence table of "accelerator pedal opening-driving speed-required energy recovery torque".

[0063] The required energy recovery torque in the embodiment of the present application represents the coasting energy recovery torque required by the vehicle at the current moment.

[0064] Step S204: determining the target energy recovery torque of the vehicle at the current moment based on the energy recovery torque correction value and the required energy recovery torque.

[0065] The target energy recovery torque represents the torque value output by the motor 1017 of the vehicle 101 controlled by the vehicle controller 1011 during the energy recovery process.

[0066] Step S205: controlling the vehicle to perform energy recovery according to the target energy recovery torque.

[0067] As an example, after the vehicle controller 1011 determines the target energy recovery torque through the above steps, it can send a first control instruction to the microcontroller unit 1013, and the first control instruction includes the target energy recovery torque; when the microcontroller unit 1013 receives the first control instruction, it sends a second control instruction to the motor controller, and the second control instruction includes the target energy recovery torque; the motor controller executes the second control instruction to control the motor 1017 to output the target energy recovery torque, thereby realizing energy recovery of the vehicle.

[0068] The technical solution provided by the embodiment of the present application determines a first relative driving speed between the vehicle and the vehicle ahead at a current moment and a first relative driving distance at a next moment, a second relative driving speed between the vehicle and the vehicle behind at a current moment and a second relative driving distance at a next moment; determines an energy recovery torque correction value of the vehicle at the current moment based on the first relative driving speed, the first relative driving distance, the second relative driving speed and the second relative driving distance; obtains the required energy recovery torque of the vehicle at the current moment; determines a target energy recovery torque of the vehicle at the current moment based on the energy recovery torque correction value and the required energy recovery torque; and controls the vehicle to perform energy recovery according to the target energy recovery torque. In this way, the energy recovery torque of the vehicle can be adaptively adjusted according to the relative speed and relative distance between the vehicle and the vehicles ahead and behind, so as to adapt to the energy recovery intensity adjustment in different driving scenarios, which can not only improve the driving experience, but also achieve good energy-saving effects.

[0069] In some embodiments, determining the energy recovery torque correction value of the vehicle at the current moment based on the first relative driving speed, the first relative driving distance, the second relative driving speed, and the second relative driving distance includes:

[0070] Determining a speed correction coefficient according to the first relative driving speed;

[0071] determining a distance correction coefficient according to the first relative driving distance and the second relative driving distance;

[0072] An energy recovery torque correction value of the vehicle at the current moment is determined according to the speed correction coefficient, the distance correction coefficient, the first relative driving speed, the first relative driving distance, the second relative driving speed, and the second relative driving distance.

[0073] The speed correction coefficient reflects the adjustment range of the energy recovery torque of the vehicle due to the first relative speed between the vehicle and the vehicle ahead.

[0074] The distance correction coefficient reflects the adjustment range of the energy recovery torque of the vehicle due to the first relative driving distance between the vehicle and the vehicle in front and the second relative driving distance between the vehicle and the vehicle in the rear. The influencing factors of the speed correction coefficient and the distance correction coefficient can be determined according to different driving scenarios. For example, in the following vehicle condition, the speed correction coefficient is related to the mass (weight) of the vehicle, the driving acceleration of the vehicle and the first relative driving speed between the vehicle and the vehicle in front, so the influencing factors of the speed correction coefficient may include the mass (weight) of the vehicle, the driving acceleration of the vehicle and the first relative driving speed between the vehicle and the vehicle in front. The distance correction coefficient is related to the mass (weight) of the vehicle, the driving acceleration of the vehicle, the first relative driving speed between the vehicle and the vehicle in front, the second relative driving speed between the vehicle and the vehicle in the rear, and the road slope of the current driving road of the vehicle, so the influencing factors of the distance correction coefficient may include the mass (weight) of the vehicle, the driving acceleration of the vehicle, the first relative driving speed between the vehicle and the vehicle in front, the second relative driving speed between the vehicle and the vehicle in the rear, and the road slope of the current driving road of the vehicle.

[0075] In some embodiments, determining the speed correction factor according to the first relative driving speed includes:

[0076] Obtain the driving state parameters of the vehicle at the current moment, the driving state parameters including the vehicle mass, the vehicle driving acceleration and the vehicle driving speed;

[0077] A speed correction factor is determined according to the driving state parameter and the first relative driving speed.

[0078] As an example, the vehicle controller 1011 can determine the speed correction coefficient k by the following mathematical expression (5): 1 :

[0079]

[0080] Among them, in formula (5), k 1 represents the speed correction coefficient; m represents the mass (weight) of the vehicle; g represents the gravity acceleration constant; a represents the driving acceleration of the vehicle; ΔV F Indicates the first relative speed between the vehicle and the vehicle ahead at the current moment; V SIndicates the driving speed of the vehicle 101 at the current moment.

[0081] Generally, under the same energy recovery torque, when the mass of the vehicle is larger, the vehicle's driving acceleration is smaller, and a larger speed correction coefficient is required to adjust the energy recovery torque. Under the same energy recovery torque, when the vehicle's driving acceleration is larger and the first relative driving speed is smaller, the vehicle is more likely to collide with the vehicle ahead, and a larger speed correction coefficient is required to adjust the energy recovery torque.

[0082] In some embodiments, determining a distance correction factor according to the first relative driving distance and the second relative driving distance includes:

[0083] Determine the road slope of the current road on which the vehicle is traveling, the vehicle mass, the vehicle speed, and the vehicle acceleration;

[0084] A distance correction coefficient is determined according to the road slope angle, the mass of the vehicle, the driving speed of the vehicle, the driving acceleration of the vehicle, the first relative driving distance, and the second relative driving distance.

[0085] As an example, the vehicle controller 1011 can calculate a first distance change rate between the vehicle and the vehicle in front based on a first relative driving distance between the vehicle and the vehicle in front; calculate a second distance change rate between the vehicle and the vehicle behind based on a second relative driving distance between the vehicle and the vehicle behind; determine a distance correction coefficient based on the first distance change rate, the second distance change rate, the road slope angle, the vehicle mass, the vehicle speed, the vehicle acceleration, the first relative driving distance, and the second relative driving distance.

[0086] Exemplarily, the vehicle controller 1011 may calculate the first distance change rate between the vehicle and the vehicle ahead by the following mathematical expression (6).

[0087]

[0088] Among them, in formula (6), The first distance change rate can be characterized by the first relative travel distance Δd F Taking the derivative with respect to time t, we get:

[0089] The vehicle controller 1011 can calculate the second distance change rate between the vehicle and the vehicle behind by the following mathematical expression (7).

[0090]

[0091] Among them, in formula (7), The second distance change rate can be characterized by the second relative travel distance Δd R Taking the derivative with respect to time t, we get:

[0092] The vehicle controller 1011 can determine the distance correction coefficient k by the following mathematical expression (8): 2 :

[0093]

[0094] In formula (6), k 2 represents the distance correction coefficient; m represents the mass (weight) of the vehicle; g represents the gravitational acceleration constant; a represents the driving acceleration of the vehicle; θ represents the road slope of the current road of the vehicle, climbing is positive and downhill is negative; Δd F Indicates the first relative distance between the vehicle 101 and the vehicle 102 ahead at the next moment; Δd R V represents the second relative distance between the vehicle 101 and the vehicle 103 behind at the next moment; S Indicates the driving speed of the vehicle 101 at the current moment; Characterizing the time derivative of the first relative travel distance; Characterize the time derivative of the second relative travel distance.

[0095] As an example, the vehicle controller 1011 can determine the energy recovery torque correction value ΔT of the vehicle at the current moment by the following mathematical expression (9):

[0096]

[0097] In formula (9), ΔT represents the energy recovery torque correction value of the vehicle at the current moment; k 1 Characterizes the speed correction factor; ΔV F Indicates the first relative speed between the vehicle and the vehicle ahead at the current moment; k 2 Characterize the distance correction factor; Characterizes the first distance change rate; ΔV R A second relative speed between the vehicle and the vehicle behind at the current moment; Characterizes the rate of change of the second distance.

[0098] In some embodiments, based on the energy recovery torque correction value and the required energy recovery torque, determining the target energy recovery torque of the vehicle at the current moment includes:

[0099] determining a first recovery torque proportional coefficient based on the first relative driving distance, and determining a second recovery torque proportional coefficient based on the second relative driving distance;

[0100] Based on the first recovery torque proportional coefficient, the second recovery torque proportional coefficient, the energy recovery torque correction value and the required energy recovery torque, a target energy recovery torque of the vehicle at the current moment is determined.

[0101] In some embodiments, determining a first recovery torque proportional coefficient based on the first relative driving distance includes:

[0102] If the first relative driving distance is less than or equal to the preset safe following distance, determining the first recovery torque proportional coefficient to be 1;

[0103] If the first relative driving distance is greater than the preset safe following distance and less than the preset maximum following distance, a first recovery torque proportional coefficient is determined based on the first relative driving distance, the preset safe following distance and the preset maximum following distance; wherein the preset safe following distance is less than the preset maximum following distance;

[0104] If the first relative driving distance is greater than or equal to the preset maximum following distance, the first recovery torque proportional coefficient is determined to be 0.

[0105] The preset safe following distance is a manually set safe following distance, which can be set by the car manufacturer (automaker). For example, the preset safe following distance can be the farthest safe following distance that can be set in the advanced driver assistance system (ADS) 1014.

[0106] The preset maximum following distance needs to be greater than the preset safe following distance.

[0107] In the first case, if Δd F ≤d safe , d safe Representing the preset safe following distance, the first recovery torque proportional coefficient J 1 is 1.

[0108] In the second case, if d safe <Δd F <d max , d max Representing the preset maximum following distance, the first recovery torque proportional coefficient J 1 for

[0109] In the third case, if Δd F ≥d max , then the first recovery torque proportional coefficient J 1 is 0.

[0110] When Δd F ≥d max When there is no vehicle on the road ahead of the vehicle 101, or the vehicle ahead is very far away from the vehicle, the calculated target energy recovery torque is 0, and the vehicle can be controlled to glide.

[0111] The embodiment of the present application introduces a first recovery torque proportional coefficient to adjust the required energy recovery torque of the vehicle, which can reduce the risk of collision between the vehicle and the vehicle ahead, thereby improving the driving safety of the vehicle.

[0112] In some embodiments, determining the second recovery torque proportional coefficient based on the second relative driving distance includes:

[0113] If the second relative driving distance is greater than or equal to the preset safe following distance, determining the second recovery torque proportional coefficient to be 1;

[0114] If the second relative driving distance is less than the preset safe following distance, a second recovery torque proportional coefficient is determined based on the second relative driving distance and the preset safe following distance.

[0115] In one case, if Δd R ≥d safe , then the second recovery torque proportional coefficient J 2 is 1.

[0116] In another case, if Δd R <d safe , then the second recovery torque proportional coefficient J 2 for

[0117] By introducing the second recovery torque proportional coefficient to adjust the required energy recovery torque of the vehicle, the risk of the rear vehicle rear-ending the vehicle can be reduced, thereby improving the driving safety of the vehicle.

[0118] As an example, the vehicle controller 1011 can determine the target energy recovery torque T of the vehicle at the current moment through the following mathematical expression (10): Tar :

[0119] T Tar =(T Dem +ΔT)*J 1 *J 2 (10);

[0120] Among them, in formula (10), T Tar Represents the target energy recovery torque of the vehicle at the current moment; T Dem represents the required energy recovery torque of the vehicle at the current moment; ΔT represents the energy recovery torque correction value of the vehicle at the current moment; J 1 Characterizes the first recovery torque proportional coefficient; J 2 Characterizes the second recovery torque proportional coefficient.

[0121] In some embodiments, controlling the vehicle to perform energy recovery according to the target energy recovery torque includes:

[0122] Obtain the current allowable recovery power of the vehicle's power battery, the maximum recovery torque of the motor, and the power consumption of the vehicle's accessories;

[0123] Based on the allowable recovery power of the power battery, the maximum recovery torque of the motor and the power consumption of the vehicle accessories, the maximum energy recovery torque of the vehicle at the current moment is determined;

[0124] The target energy recovery torque of the vehicle is controlled between zero torque and maximum energy recovery torque to perform energy recovery.

[0125] As an example, see Figure 3 The vehicle controller 1011 can establish communication connections with the battery management system (BMS) 1012, the microcontroller unit (MCU) 1013, the vehicle PTC heater (PTC) 1015, and the DC / DC converter (DCDC) 1016 respectively, and obtain the power recovery power allowed by the power battery from the battery management system (BMS) 1012; obtain the maximum recovery torque of the motor from the microcontroller unit (MCU) 1013; obtain the power consumption of the vehicle accessories from the air conditioner, PTC\DCDC and other accessories; then the maximum energy recovery torque T of the vehicle at the current moment can be determined by the following mathematical expression (11) Rmax :

[0126]

[0127] Among them, in formula (11), T Rmax Indicates the maximum energy recovery torque of the vehicle at the current moment; P R Characterizes the power recovery allowed by the power battery; P acsy Characterizes the power consumption of vehicle accessories; T R It represents the maximum recovered torque of the motor; n represents the real-time speed of the motor, which can be obtained from the MCU; η represents the energy recovery efficiency of the motor, which can be set to an average value. For example, the average efficiency of energy recovery under WLTC conditions (the power generated by the drive motor divided by the mechanical energy recovered by the drive motor) can be used.

[0128] By controlling the target energy recovery torque T of the vehicle Tar In [0,T R max ] range, excessive acceleration or deceleration of the vehicle can be avoided, which is beneficial to improving the driving experience.

[0129] In some embodiments, see Figure 3 The vehicle controller 1011 can obtain the current driving speed V of the front vehicle 102 from the advanced driver assistance system 1014. F , the rear vehicle speed V of the rear vehicle 103 at the current moment R, the front distance d between the front of the vehicle 101 and the rear of the vehicle 102 in front F , the rear distance d between the rear of the vehicle 101 and the front of the vehicle 103 traveling behind R , the current driving speed V of the vehicle 101 S ; Obtain the power battery allowed recovery power P from the battery management system 1012 R ; Obtain the maximum motor recovery torque T from the micro control unit 1013 R ; Obtain the vehicle accessory power consumption P from accessories such as air conditioner, car PTC heater 1015, DC / DC converter 1016, etc. acsy ; The required energy recovery torque T of the vehicle at the current moment is determined by looking up the table based on the accelerator pedal opening and the vehicle's driving speed Dem ; Then, according to V F 、V R ,d F ,d R , calculate the energy recovery torque correction value ΔT of the vehicle at the current moment; according to T Dem and ΔT determine the target energy recovery torque T of the vehicle at the current moment Tar ; Then, according to T Tar The output torque of the motor 1017 is controlled to recover energy of the vehicle. The recovered energy can be stored in the power battery 1018. Tar Need to be controlled in [0,T R max ] range.

[0130] Through the above implementation, the energy recovery torque of the vehicle can be adaptively adjusted according to the relative speed and relative distance between the vehicle and the vehicles in front and behind. The energy recovery intensity can be adjusted to adapt to various scenarios without the user switching the energy recovery mode, which can not only improve the driving experience, but also achieve good energy-saving effects.

[0131] All the above optional technical solutions can be arbitrarily combined to form optional embodiments of the present application, which will not be described one by one here.

[0132] The following is an embodiment of the device of the present application, which can be used to execute the embodiment of the method of the present application. For details not disclosed in the embodiment of the device of the present application, please refer to the embodiment of the method of the present application.

[0133] Figure 4 Schematic diagram of the structure of a vehicle energy recovery control device provided in an embodiment of the present application. Figure 4 As shown, the vehicle energy recovery control device includes:

[0134] The first determination module 401 determines a first relative speed between the vehicle and the vehicle ahead at a current moment and a first relative distance between the vehicle and the vehicle ahead at a next moment, and a second relative speed between the vehicle and the vehicle ahead at a current moment and a second relative distance between the vehicle and the vehicle ahead at a next moment;

[0135] A second determination module 402 determines an energy recovery torque correction value of the vehicle at a current moment based on the first relative driving speed, the first relative driving distance, the second relative driving speed, and the second relative driving distance;

[0136] An acquisition module 403 is used to acquire the energy recovery torque required by the vehicle at the current moment;

[0137] A third determination module 404 determines a target energy recovery torque of the vehicle at a current moment based on the energy recovery torque correction value and the required energy recovery torque;

[0138] The control module 405 controls the vehicle to perform energy recovery according to the target energy recovery torque.

[0139] In some embodiments, the second determining module 402 may include:

[0140] A first determining unit determines a speed correction coefficient according to a first relative traveling speed;

[0141] a second determining unit, determining a distance correction coefficient according to the first relative driving distance and the second relative driving distance;

[0142] The third determination unit determines the energy recovery torque correction value of the vehicle at the current moment according to the speed correction coefficient, the distance correction coefficient, the first relative driving speed, the first relative driving distance, the second relative driving speed and the second relative driving distance.

[0143] In some embodiments, the first determining unit may include:

[0144] The parameter acquisition component acquires the driving state parameters of the vehicle at the current moment. The driving state parameters include the vehicle mass, the vehicle driving acceleration and the vehicle driving speed.

[0145] The first determination component determines a speed correction coefficient according to a driving state parameter and a first relative driving speed.

[0146] In some embodiments, the first determining unit may further include:

[0147] The second determination component determines the road slope of the current road on which the vehicle is traveling, the vehicle mass, the vehicle speed and the vehicle acceleration;

[0148] The third determination component determines the distance correction coefficient according to the road slope, the mass of the vehicle, the driving speed of the vehicle, the driving acceleration of the vehicle, the first relative driving distance and the second relative driving distance.

[0149] In some embodiments, the third determining module 404 may include:

[0150] a coefficient determination unit, which determines a first recovery torque proportional coefficient based on a first relative driving distance, and determines a second recovery torque proportional coefficient based on a second relative driving distance;

[0151] The torque determination unit determines a target energy recovery torque of the vehicle at a current moment based on the first recovery torque proportional coefficient, the second recovery torque proportional coefficient, the energy recovery torque correction value and the required energy recovery torque.

[0152] In some embodiments, the coefficient determination unit may include:

[0153] A first coefficient determination component, if the first relative driving distance is less than or equal to a preset safe following distance, determines the first recovery torque proportional coefficient to be 1;

[0154] a second coefficient determination component, determining a first recovery torque proportional coefficient based on the first relative driving distance, the preset safe following distance and the preset farthest following distance if the first relative driving distance is greater than a preset safe following distance and less than a preset farthest following distance; wherein the preset safe following distance is less than the preset farthest following distance;

[0155] The third coefficient determination component determines the first recovery torque proportional coefficient to be 0 if the first relative driving distance is greater than or equal to a preset maximum following distance.

[0156] In some embodiments, the coefficient determination unit may further include:

[0157] a fourth coefficient determination component, determining the second recovery torque proportional coefficient to be 1 if the second relative driving distance is greater than or equal to a preset safe following distance;

[0158] The fifth coefficient determination component determines a second recovery torque proportional coefficient based on the second relative driving distance and the preset safe following distance if the second relative driving distance is less than the preset safe following distance.

[0159] In some embodiments, the control module 405 may include:

[0160] An acquisition unit is used to acquire the current allowable recovery power of the power battery of the vehicle, the maximum recovery torque of the motor, and the power consumption of the accessories of the vehicle;

[0161] A maximum torque determination unit determines the maximum energy recovery torque of the vehicle at the current moment based on the allowable recovery power of the power battery, the maximum recovery torque of the motor, and the power consumption of the vehicle accessories;

[0162] The control unit controls the target energy recovery torque of the vehicle to be between zero torque and maximum energy recovery torque so as to perform energy recovery.

[0163] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0164] An embodiment of the present application also provides a vehicle, including a vehicle controller, which includes a memory, a processor, and a vehicle energy recovery control program stored in the memory and executable on the processor. When the processor executes the vehicle energy recovery control program, the steps of the above method are implemented.

[0165] Figure 5 Schematic diagram of the structure of a vehicle controller provided by an embodiment of the present application. Figure 5 As shown, the vehicle controller 5 of this embodiment includes: a processor 501, a memory 502, and a computer program 503 stored in the memory 502 and executable on the processor 501. When the processor 501 executes the computer program 503, the steps in the above-mentioned method embodiments are implemented. Alternatively, when the processor 501 executes the computer program 503, the functions of the modules / units in the above-mentioned device embodiments are implemented.

[0166] The vehicle controller 5 may include but is not limited to a processor 501 and a memory 502. Those skilled in the art will appreciate that Figure 5 The vehicle controller 5 is merely an example and does not limit the vehicle controller 5 , and may include more or less components than those shown in the figure, or different components.

[0167] The processor 501 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0168] The memory 502 may be an internal storage unit of the vehicle controller 5, for example, a hard disk or memory of the vehicle controller 5. The memory 502 may also be an external storage device of the vehicle controller 5, for example, a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the vehicle controller 5. The memory 502 may also include both an internal storage unit and an external storage device of the vehicle controller 5. The memory 502 is used to store computer programs and other programs and data required by the vehicle controller.

[0169] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units.

[0170] If the integrated module / unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a readable storage medium, and the computer program can implement the steps of the above-mentioned various method embodiments when executed by the processor. The computer program may include computer program code, and the computer program code may be in source code form, object code form, executable file or some intermediate form. The computer readable medium may include: any entity or device capable of carrying computer program code, recording medium, U disk, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium. It should be noted that the content contained in the computer readable medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, the computer readable medium does not include electric carrier signals and telecommunication signals.

[0171] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A vehicle energy recovery control method, characterized in that: include: Determine a first relative driving speed between the vehicle and the vehicle ahead at a current moment and a first relative driving distance at a next moment, and a second relative driving speed between the vehicle and the vehicle behind at a current moment and a second relative driving distance at a next moment; determining an energy recovery torque correction value of the vehicle at a current moment based on the first relative driving speed, the first relative driving distance, the second relative driving speed, and the second relative driving distance; Obtaining the energy recovery torque required by the vehicle at the current moment; Determining a target energy recovery torque of the vehicle at a current moment based on the energy recovery torque correction value and the required energy recovery torque; According to the target energy recovery torque, the vehicle is controlled to perform energy recovery.

2. The method according to claim 1, characterized in that Determining the energy recovery torque correction value of the vehicle at the current moment based on the first relative driving speed, the first relative driving distance, the second relative driving speed, and the second relative driving distance includes: determining a speed correction coefficient according to the first relative driving speed; determining a distance correction coefficient according to the first relative driving distance and the second relative driving distance; The energy recovery torque correction value of the vehicle at the current moment is determined according to the speed correction coefficient, the distance correction coefficient, the first relative driving speed, the first relative driving distance, the second relative driving speed and the second relative driving distance.

3. The method according to claim 2, characterized in that Determining a speed correction coefficient according to the first relative driving speed includes: Acquire the driving state parameters of the vehicle at the current moment, wherein the driving state parameters include the vehicle mass, the vehicle driving acceleration and the vehicle driving speed; A speed correction coefficient is determined according to the driving state parameter and the first relative driving speed.

4. The method according to claim 2, characterized in that: Determining a distance correction coefficient according to the first relative driving distance and the second relative driving distance includes: Determining the road slope of the current road on which the vehicle is traveling, the vehicle mass, the vehicle speed, and the vehicle acceleration; A distance correction coefficient is determined according to the road slope, the mass of the vehicle, the driving speed of the vehicle, the driving acceleration of the vehicle, the first relative driving distance and the second relative driving distance.

5. The method according to claim 1, characterized in that Determining the target energy recovery torque of the vehicle at the current moment based on the energy recovery torque correction value and the required energy recovery torque includes: determining a first recovery torque proportional coefficient based on the first relative driving distance, and determining a second recovery torque proportional coefficient based on the second relative driving distance; Based on the first recovery torque proportional coefficient, the second recovery torque proportional coefficient, the energy recovery torque correction value and the required energy recovery torque, the target energy recovery torque of the vehicle at the current moment is determined.

6. The method according to claim 5, characterized in that Determining a first recovery torque proportional coefficient based on the first relative driving distance includes: If the first relative driving distance is less than or equal to a preset safe following distance, determining the first recovery torque proportional coefficient to be 1; If the first relative driving distance is greater than a preset safe following distance and less than a preset maximum following distance, a first recovery torque proportional coefficient is determined based on the first relative driving distance, the preset safe following distance and the preset maximum following distance; wherein the preset safe following distance is less than the preset maximum following distance; If the first relative driving distance is greater than or equal to a preset maximum following distance, the first recovery torque proportional coefficient is determined to be 0.

7. The method according to claim 5, characterized in that Determining a second recovery torque proportional coefficient based on the second relative driving distance includes: If the second relative driving distance is greater than or equal to a preset safe following distance, determining the second recovery torque proportional coefficient to be 1; If the second relative driving distance is less than a preset safe following distance, a second recovery torque proportional coefficient is determined based on the second relative driving distance and the preset safe following distance.

8. The method according to claim 1, characterized in that: According to the target energy recovery torque, controlling the vehicle to perform energy recovery includes: Obtaining the current allowable recovery power of the power battery, the maximum recovery torque of the motor, and the power consumption of the accessories of the vehicle; Determining the maximum energy recovery torque of the vehicle at the current moment based on the allowable recovery power of the power battery, the maximum recovery torque of the motor, and the power consumption of the vehicle accessories; The target energy recovery torque of the vehicle is controlled to be between zero torque and the maximum energy recovery torque to perform energy recovery.

9. A vehicle energy recovery control device, characterized in that: include: A first determination module determines a first relative speed between the vehicle and the vehicle ahead at a current moment and a first relative distance between the vehicle and the vehicle ahead at a next moment, and a second relative speed between the vehicle and the vehicle ahead at a current moment and a second relative distance between the vehicle and the vehicle ahead at a next moment; a second determination module, determining an energy recovery torque correction value of the vehicle at a current moment based on the first relative driving speed, the first relative driving distance, the second relative driving speed, and the second relative driving distance; An acquisition module, for acquiring the energy recovery torque required by the vehicle at the current moment; A third determination module determines a target energy recovery torque of the vehicle at a current moment based on the energy recovery torque correction value and the required energy recovery torque; The control module controls the vehicle to perform energy recovery according to the target energy recovery torque.

10. A vehicle, characterized in that: A vehicle controller, the vehicle controller comprising a memory, a processor, and a vehicle energy recovery control program stored in the memory and executable on the processor, wherein when the processor executes the vehicle energy recovery control program, the steps of the method as claimed in any one of claims 1 to 8 are implemented.

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