Energy recovery control method and system, vehicle and storage medium

Abstract

The invention relates to the technical field of vehicle control, in particular to an energy recovery control method and system, a vehicle and a storage medium, and the method comprises the following steps: acquiring a sliding energy recovery target torque and a vehicle state, and identifying a driver braking intention; and according to the braking intention of the driver and the vehicle state, the sliding energy recovery target torque is dynamically adjusted, and the adjusted energy recovery total target torque is output. According to the invention, the problem of frequent ABS triggering caused by energy recovery can be avoided.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to an energy recovery control method, system, vehicle and storage medium. Background Art

[0002] In the field of electric vehicles, both pure electric and hybrid models are integrated with efficient energy recovery systems. This system cleverly utilizes the reverse torque characteristics of the motor when the vehicle is coasting or braking, converting mechanical energy that would otherwise be dissipated as heat energy into electrical energy and charging it back into the battery pack, which not only reduces the thermal load of the braking system, but also significantly improves the vehicle's endurance.

[0003] However, in order to ensure that the driving experience of the vehicle is consistent when it is fully charged and not fully charged, especially the smoothness and consistency during deceleration, the traditional approach is to introduce additional mechanical braking force to supplement the energy recovery effect that may be weakened when the vehicle is fully charged. However, this approach is often accompanied by potential side effects, such as frequent intervention of the anti-lock braking system (ABS), and possible increased noise and unevenness, which affects the overall driving experience.

[0004] For example, the patent document CN115009039A discloses a sliding energy recovery control system, which includes: setting the preset vehicle speed, actual vehicle speed, slip ratio, ABS function status and sliding energy recovery torque mapping relationship, and adjusting in real time to obtain the final sliding energy recovery target value. This method focuses on the power system as the main control party, reducing the impact of ABS on sliding energy recovery, but lacks the optimization strategy of driving experience and smoothness by simultaneously triggering braking function intervention and energy recovery under different working conditions.

[0005] Therefore, it is necessary to develop a new energy recovery control method, system, vehicle and storage medium. Summary of the invention

[0006] The object of the present invention is to provide an energy recovery control method, system, vehicle and storage medium, which can avoid the problem of frequent ABS triggering caused by energy recovery.

[0007] In a first aspect, an energy recovery control method according to the present invention comprises the following steps:

[0008] Obtain the coasting energy recovery target torque and vehicle status, and identify the driver's braking intention;

[0009] The coasting energy recovery target torque is dynamically adjusted according to the driver's braking intention and vehicle status, and the adjusted total energy recovery target torque is output.

[0010] Optionally, the coasting energy recovery target torque is dynamically adjusted according to the driver's braking intention and the vehicle state, specifically:

[0011] determining a first preset braking distance according to the coasting energy recovery target torque and the driver's braking intention;

[0012] Acquire slope information of the slope on which the vehicle is currently located, and determine a second preset braking distance according to the slope information and the first preset braking distance;

[0013] Acquire a current vehicle speed, and determine a third preset braking distance according to the current vehicle speed and the second preset braking distance, wherein the third preset braking distance is greater than the second preset braking distance;

[0014] During vehicle braking, calculate the actual braking distance;

[0015] The actual braking distance is compared with the second preset braking distance and the third preset braking distance, and the coasting energy recovery target torque is adjusted according to the comparison result. By setting the first preset braking distance, the second preset braking distance, and the third preset braking distance, and comparing the relationship between the actual braking distance and these thresholds, fine control of the braking process is achieved to ensure that the best energy recovery effect can be achieved under different braking intensities.

[0016] Optionally, the actual braking distance is compared with the second preset braking distance and the third preset braking distance, and the coasting energy recovery target torque is adjusted according to the comparison result, specifically:

[0017] When the actual braking distance is less than or equal to the second preset braking distance, the coasting energy recovery target torque is not corrected, and the total energy recovery target torque is directly output; this ensures the continuity and stability of energy recovery during slight braking;

[0018] When the actual braking distance is greater than the second preset braking distance and less than or equal to the third preset braking distance, the coasting energy recovery target torque is corrected in real time, and the corrected energy recovery total target torque is output; so as to adapt to the change of braking intensity and improve the flexibility and accuracy of energy recovery;

[0019] When the actual braking distance is greater than the third preset braking distance, the energy recovery operation is stopped, and the braking torque analyzed by the brake pedal stroke is provided by the mechanical braking torque; this ensures the safety and braking efficiency during emergency braking.

[0020] Optionally, the coasting energy recovery target torque is corrected in real time, specifically:

[0021] Step a. constructing a relationship between a preset braking distance and a sliding energy recovery target torque;

[0022] Step b. Calculating the actual braking distance in real time during dynamic driving of the vehicle, and calculating the deviation between the actual braking distance and the second preset braking distance;

[0023] Step c. According to the deviation calculated in step b, the relationship constructed in step a is adjusted according to a preset ratio to correct the coasting energy recovery target torque, reduce the wheel slip degree, and thus improve energy recovery efficiency and driving safety.

[0024] Optionally, the step a is specifically:

[0025] Construct a linear equation with the preset braking distance and the coasting energy recovery target torque as variables, wherein the horizontal coordinate of one point is the second preset braking distance, and the vertical coordinate is the coasting energy recovery target torque at the current moment; the horizontal coordinate of another point is the third preset braking distance, and the vertical coordinate is 0; construct a straight line through these two points;

[0026] Alternatively, a linear equation with the preset braking distance and the coasting energy recovery target torque as variables is constructed, wherein the horizontal coordinate of one point is the second preset braking distance, and the vertical coordinate is the coasting energy recovery target torque at the current moment; the horizontal coordinate of another point is the third preset braking distance, and the vertical coordinate is 0; a straight line is constructed through these two points, and multiple inflection points are added to the straight line to form a piecewise linear relationship to meet the complex requirements under different braking distances;

[0027] Or get M data points (x i ,y i ), where x i represents the preset braking distance of the ith data point, y i represents the coasting energy recovery target torque of the i-th data point, i is all integers from 1 to M; for multiple data points (x i ,y i ) is fitted to obtain a mapping relationship between the preset braking distance and the coasting energy recovery target torque.

[0028] The present invention provides a mathematical basis for adjustment by constructing a relationship between a preset braking distance and a target torque for sliding energy recovery (such as a straight line equation, a piecewise linear relationship, or a fitting relationship based on data points).

[0029] Optionally, identifying the driver's braking intention includes monitoring brake pedal travel.

[0030] Optionally, the actual braking distance is calculated as follows:

[0031] Get the current vehicle speed and deceleration;

[0032] The actual braking distance is determined according to the vehicle speed and deceleration at the current moment. By obtaining the vehicle speed and deceleration at the current moment, the actual braking distance is calculated using a physical formula, providing accurate data support for comparison and adjustment.

[0033] In a second aspect, an energy recovery control system described in the present invention includes a controller and a memory, wherein the memory stores a computer-readable program, and when the computer-readable program is called by the controller, it can execute the steps of the energy recovery control method described in the present invention.

[0034] In a third aspect, a vehicle described in the present invention adopts the energy recovery control system described in the present invention.

[0035] In a fourth aspect, a storage medium described in the present invention stores a computer-readable program, and when the computer-readable program is called, it can execute the steps of the energy recovery control method described in the present invention.

[0036] Beneficial effects of the present invention:

[0037] (1) For extreme working conditions such as low-adhesion roads, the present invention proposes a processing logic for energy recovery and braking function coupling scenarios. By adjusting the target torque for coasting energy recovery in real time, the problem of frequent ABS triggering due to energy recovery is avoided, thereby reducing the sense of frustration and noise interference during braking and optimizing the driving experience. Under extreme working conditions, the present invention can give priority to ensuring that the wheels are not locked and ensure driving safety. This is achieved by comparing the actual braking distance with the preset braking distance and adjusting the energy recovery torque accordingly.

[0038] (2) The present invention constructs a mapping relationship between braking distance, brake pedal, and coasting energy recovery target torque, and considers the influence of factors such as slope and vehicle speed on braking distance, so that the system can intelligently adjust the energy recovery strategy according to real-time working conditions. This intelligent adjustment mechanism enables the system to adapt to different driving scenarios and road conditions, improving the system's adaptive ability and overall performance.

[0039] (3) The present invention optimizes the energy recovery strategy and can maximize the recovery of energy during braking while ensuring driving safety and smoothness, and use it for subsequent driving of the vehicle, thereby improving energy utilization efficiency.

[0040] In summary, the present invention improves driving smoothness and safety, optimizes driving experience under extreme conditions, enhances the intelligence and adaptability of the system, and improves energy efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 This is a flow chart of the energy recovery control method described in the embodiment of the present application;

[0042] Figure 2 This is a flow chart of dynamically adjusting the coasting energy recovery target torque in an embodiment of the present application;

[0043] Figure 3 This is a principle block diagram of the energy recovery control system described in the embodiment of this application;

[0044] Figure 4 A system architecture diagram of the energy recovery control method described in an embodiment of the present application;

[0045] Figure 5 A detailed step diagram of the energy recovery control method described in the application embodiment;

[0046] Figure 6 A flowchart for constructing a relationship between a preset braking distance and a coasting energy recovery target torque in an embodiment of the present application;

[0047] Figure 7 A schematic diagram of a first method of constructing a relationship between a preset braking distance and a coasting energy recovery target torque in an embodiment of the present application;

[0048] Figure 8 A schematic diagram of a second method for constructing a relationship between a preset braking distance and a coasting energy recovery target torque in an embodiment of the present application;

[0049] Fig. 9 A schematic diagram of a third method for constructing a relationship between a preset braking distance and a coasting energy recovery target torque in an embodiment of the present application;

[0050] In the figure: 1-memory, 2-controller, 3-power module, 4-brake module. DETAILED DESCRIPTION

[0051] The following will describe the embodiments of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention, not for limiting the scope of protection of the present invention.

[0052] like Figure 1 As shown, in an embodiment of the present application, an energy recovery control method includes the following steps:

[0053] Obtain the coasting energy recovery target torque and vehicle status, and identify the driver's braking intention.

[0054] The coasting energy recovery target torque is dynamically adjusted according to the driver's braking intention and vehicle status, and the adjusted total energy recovery target torque is output.

[0055] like Figure 2 As shown, in a possible embodiment, the coasting energy recovery target torque is dynamically adjusted according to the driver's braking intention and the vehicle state, specifically including:

[0056] The first preset braking distance is determined according to the coasting energy recovery target torque and the driver's braking intention.

[0057] The slope information of the slope on which the vehicle is currently located is obtained, and a second preset braking distance is determined according to the slope information and the first preset braking distance.

[0058] The current vehicle speed is obtained, and a third preset braking distance is determined according to the current vehicle speed and the second preset braking distance, wherein the third preset braking distance is greater than the second preset braking distance.

[0059] During vehicle braking, the actual braking distance is calculated.

[0060] The actual braking distance is compared with the second preset braking distance and the third preset braking distance, and the coasting energy recovery target torque is adjusted according to the comparison result.

[0061] In a possible embodiment, the actual braking distance is compared with the second preset braking distance and the third preset braking distance, and the coasting energy recovery target torque is adjusted according to the comparison result, specifically:

[0062] When the actual braking distance is less than or equal to the second preset braking distance, the coasting energy recovery target torque is not corrected and the total energy recovery target torque is directly output; this ensures the continuity and stability of energy recovery during light braking.

[0063] When the actual braking distance is greater than the second preset braking distance and less than or equal to the third preset braking distance, the coasting energy recovery target torque is corrected in real time, and the corrected total energy recovery target torque is output; to adapt to changes in braking intensity and improve the flexibility and accuracy of energy recovery.

[0064] When the actual braking distance is greater than the third preset braking distance, the energy recovery operation is stopped, that is, the total target torque of output energy recovery is 0, and the braking torque analyzed by the brake pedal stroke is provided by the mechanical braking torque; this ensures safety and braking efficiency during emergency braking.

[0065] In one possible embodiment, identifying the driver's braking intention includes monitoring the brake pedal travel.

[0066] like Figure 4As shown, in a possible embodiment, a system architecture for implementing the energy recovery control method is also proposed, including a power module 3 and a brake module 4, wherein the power module 3 is responsible for parsing the sliding energy recovery target torque and executing the energy recovery total target torque. The brake module 4 is responsible for receiving the sliding energy recovery target torque output by the power module 3, arbitrating the energy recovery total target torque, and executing the mechanical braking torque.

[0067] like Figure 5 As shown, the energy recovery control method is described in detail below in combination with the system architecture. The method includes the following steps:

[0068] Step S101: The vehicle is driving dynamically, and the brake module 4 receives the coasting energy recovery target torque output by the power module 3 and recognizes the driver's brake pedal pressing action.

[0069] Step S102: Look up the first table according to the brake pedal stroke and the coasting energy recovery target torque to obtain the first preset braking distance, see Table 1. The first table is a correspondence table of the brake pedal stroke, the coasting energy recovery target torque and the first preset braking distance, and the first table is obtained by calibration.

[0070] The first table is as follows:

[0071] Brake pedal travel Coasting energy recovery target torque First preset braking distance A1 B1 C1 A2 B2 C2 A3 B3 C3 A4 B4 C4

[0072] Among them, A1, A2, A3 and A4 represent different brake pedal strokes; B1, B2, B3 and B4 represent different second preset braking distances.

[0073] When the brake pedal travel is A1 and the coasting energy recovery target torque is B1, the corresponding first preset braking distance is C1.

[0074] When the brake pedal travel is A2 and the coasting energy recovery target torque is B2, the corresponding first preset braking distance is C2.

[0075] When the brake pedal travel is A3 and the coasting energy recovery target torque is B3, the corresponding first preset braking distance is C3.

[0076] When the brake pedal travel is A4 and the coasting energy recovery target torque is B4, the corresponding first preset braking distance is C4.

[0077] Step S103: The braking module 4 identifies whether the vehicle is on a slope, and corrects the first preset braking distance according to the slope to obtain a second preset braking distance, see Table 2:

[0078] The first preset braking distance is specifically corrected according to the slope as follows:

[0079] The first preset braking distance is obtained by looking up the second table according to the ramp, wherein the second table is a correspondence between the ramp, the first preset braking distance, and the second preset braking distance, and the second table is obtained by calibration.

[0080] The second table is as follows:

[0081] Ramp First preset braking distance Second preset braking distance D1 C1 E1 D2 C2 E2 D3 C3 E3 D4 C4 E4

[0082] Wherein, D1, D2, D3 and D4 represent different ramps; E1, E2, E3 and E4 represent different second preset braking distances.

[0083] When the ramp is D1 and the first preset braking distance is C1, the corresponding second preset braking distance is E1.

[0084] When the ramp is D2 and the first preset braking distance is C2, the corresponding second preset braking distance is E2.

[0085] When the ramp is D3 and the first preset braking distance is C3, the corresponding second preset braking distance is E3.

[0086] When the ramp is D4 and the first preset braking distance is C4, the corresponding second preset braking distance is E4.

[0087] Step S104: Determine whether the actual braking distance is greater than the second preset braking distance. If the actual braking distance is greater than the second preset braking distance, jump to step S105. Otherwise, no correction is made to the gliding energy recovery target torque input by the power module 3. At the same time, the braking module 4 analyzes the braking demand corresponding to the brake pedal stroke in real time, and outputs the total energy recovery target torque to the power module 3.

[0088] The actual braking distance is an estimated value calculated based on the current vehicle speed and deceleration (the deceleration value can be directly measured by the sensor, which is available on all vehicles on the market. The deceleration is affected by the sliding energy recovery torque, mechanical braking force, and road friction). For example, the current vehicle speed is 60kph and the deceleration is -2m / s 2 , set the initial speed v0 = 60, the final speed v1 = 0, the acceleration a = -2, then the actual braking distance s = (v0 2 -v1 2 ) / 2a=69.44m.

[0089] Step S105: Look up a third table according to the vehicle speed and the second preset braking distance to obtain a third preset braking distance, wherein the third table is a correspondence between the vehicle speed, the second preset braking distance and the third preset braking distance, and is obtained through calibration.

[0090] The third table is as follows:

[0091] Speed Second preset braking distance The third preset braking distance F1 E1 G1 F2 E2 G2 F3 E3 G3 F4 E4 G4

[0092] Among them, F1, F2, F3 and F4 represent different vehicle speeds.

[0093] When the vehicle speed is F1 and the second preset braking distance is E1, the corresponding third preset braking distance is G1.

[0094] When the vehicle speed is F2 and the second preset braking distance is E2, the corresponding third preset braking distance is G2.

[0095] When the vehicle speed is F3 and the second preset braking distance is E3, the corresponding third preset braking distance is G3.

[0096] When the vehicle speed is F4 and the second preset braking distance is E4, the corresponding third preset braking distance is G4.

[0097] Step S106: Determine whether the actual braking distance is greater than the third preset braking distance. If the actual braking distance is greater than the third preset braking distance, jump to step S107. Otherwise, the braking module 4 corrects the coasting energy recovery target torque in real time. At the same time, the braking module 4 analyzes the braking demand corresponding to the brake pedal stroke in real time, and outputs the total energy recovery target torque to the power module 3.

[0098] The total target torque for energy recovery is equivalent to the sum of the target torque for coasting energy recovery and the target torque for braking energy recovery. The braking demand analyzed by the brake pedal travel is decomposed into the target torque for braking energy recovery and the mechanical braking torque. If the power module 3 has no excess capacity to execute the target torque for braking energy recovery, the brake pedal demand will be completely converted into the mechanical braking torque.

[0099] Step S107: the total target torque of energy recovery output by the brake module 4 is 0, and the braking torque analyzed by the brake pedal stroke is equal to the mechanical braking torque.

[0100] like Figure 6 As shown, in a possible embodiment, the coasting energy recovery target torque is corrected in real time, specifically:

[0101] Step a: constructing a relationship between a preset braking distance and a sliding energy recovery target torque.

[0102] Step b. During dynamic driving of the vehicle, the actual braking distance is calculated in real time, and the deviation between the actual braking distance and the second preset braking distance is calculated.

[0103] Step c. According to the deviation calculated in step b, the relationship constructed in step a is adjusted according to a preset ratio to correct the coasting energy recovery target torque to reduce the degree of wheel slip.

[0104] like Figure 7As shown, in a possible embodiment, step a is specifically:

[0105] Construct a linear equation with preset braking distance and coasting energy recovery target torque as variables, where the horizontal coordinate of one point is the second preset braking distance, and the vertical coordinate is the coasting energy recovery target torque at the current moment; the horizontal coordinate of another point is the third preset braking distance, and the vertical coordinate is 0; construct a straight line through these two points.

[0106] like Figure 8 As shown, in a possible embodiment, step a is specifically:

[0107] A linear equation is constructed with the preset braking distance and the coasting energy recovery target torque as variables, wherein the horizontal coordinate of one point is the second preset braking distance, and the vertical coordinate is the coasting energy recovery target torque at the current moment; the horizontal coordinate of the other point is the third preset braking distance, and the vertical coordinate is 0; a straight line is constructed through these two points, and multiple inflection points are added to the straight line to form a piecewise linear relationship to adapt to the complex needs under different braking distances.

[0108] like Fig. 9 As shown, in a possible embodiment, step a is specifically:

[0109] Get M data points (x i ,y i ), where x i represents the preset braking distance of the ith data point, y i represents the coasting energy recovery target torque of the i-th data point, i is all integers from 1 to M; for multiple data points (x i ,y i ) is fitted to obtain a mapping relationship between a preset braking distance and a target torque for coasting energy recovery. The data points required for constructing the mapping relationship are not limited to being determined by parameter preset or actual vehicle performance evaluation.

[0110] In the embodiment of the present application, in the gliding condition of the vehicle on the low-adhesion horizontal road, if the gliding energy recovery target torque is not limited, the ABS (anti-lock braking system) will frequently trigger the problem during the whole vehicle gliding to complete standstill, causing the driver to complain about the lack of driving feel or driving confidence of the whole vehicle. When the control method in the embodiment of the present application is adopted, during the gliding process, the braking module 4 monitors the braking distance in real time, and according to the size relationship between the actual braking distance and the preset braking distance (including the second preset braking distance and the third preset braking distance), the braking module 4 arbitrates the gliding energy recovery target torque, thereby reducing the coupling probability between the ABS function and the energy recovery function and optimizing the driving experience.

[0111] like Figure 3As shown, in an embodiment of the present application, an energy recovery control system includes a controller 2 and a memory 1, in which a computer-readable program is stored. When the computer-readable program is called by the controller, it can execute the steps of the energy recovery control method in the embodiment of the present application.

[0112] In an embodiment of the present application, a vehicle adopts an energy recovery control system as in the embodiment of the present application.

[0113] In an embodiment of the present application, a storage medium stores a computer-readable program, and when the computer-readable program is called, it can execute the steps of the energy recovery control method in the embodiment of the present application.

[0114] In an embodiment of the present application, the storage medium may be a tangible storage medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. The storage medium may be a machine-readable signal storage medium or a machine-readable storage medium. The storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or equipment, or any suitable combination of the foregoing. A more specific example of a storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0115] The above-mentioned embodiments are preferred implementation modes of the present invention, but the implementation modes of the present invention are not limited to the above-mentioned embodiments. Any other changes, modifications, substitutions, combinations and simplifications made without departing from the spirit and principle of the present invention shall be equivalent replacement modes and shall be included in the protection scope of the present invention.

Claims

1. An energy recovery control method, characterized in that: The following steps are involved: Obtain the coasting energy recovery target torque and vehicle status, and identify the driver's braking intention; The coasting energy recovery target torque is dynamically adjusted according to the driver's braking intention and the vehicle state, and the adjusted energy recovery total target torque is output.

2. The energy recovery control method according to claim 1, characterized in that: The coasting energy recovery target torque is dynamically adjusted according to the driver's braking intention and the vehicle state, specifically: determining a first preset braking distance according to the coasting energy recovery target torque and the driver's braking intention; Acquire slope information of the slope on which the vehicle is currently located, and determine a second preset braking distance according to the slope information and the first preset braking distance; Acquire a current vehicle speed, and determine a third preset braking distance according to the current vehicle speed and the second preset braking distance, wherein the third preset braking distance is greater than the second preset braking distance; During vehicle braking, calculate the actual braking distance; The actual braking distance is compared with the second preset braking distance and the third preset braking distance, and the coasting energy recovery target torque is adjusted according to the comparison result.

3. The energy recovery control method according to claim 2, characterized in that: The actual braking distance is compared with the second preset braking distance and the third preset braking distance, and the coasting energy recovery target torque is adjusted according to the comparison result, specifically: When the actual braking distance is less than or equal to the second preset braking distance, the coasting energy recovery target torque is not corrected, and the energy recovery total target torque is directly output; When the actual braking distance is greater than the second preset braking distance and less than or equal to the third preset braking distance, the coasting energy recovery target torque is corrected in real time, and the corrected energy recovery total target torque is output; When the actual braking distance is greater than the third preset braking distance, the energy recovery operation is stopped, and the braking torque analyzed by the brake pedal stroke is provided by the mechanical braking torque.

4. The energy recovery control method according to claim 3, characterized in that: The coasting energy recovery target torque is modified in real time, specifically: Step a. constructing a relationship between a preset braking distance and the coasting energy recovery target torque; Step b. During the dynamic driving of the vehicle, the actual braking distance is calculated in real time, and the deviation between the actual braking distance and the second preset braking distance is calculated; Step c. According to the deviation calculated in step b, the relationship constructed in step a is adjusted according to a preset ratio to correct the coasting energy recovery target torque.

5. The energy recovery control method according to claim 4, characterized in that: The step a is specifically as follows: Constructing a linear equation with the preset braking distance and the coasting energy recovery target torque as variables, wherein the abscissa of one point is the second preset braking distance, and the ordinate is the coasting energy recovery target torque at the current moment; the abscissa of another point is the third preset braking distance, and the ordinate is 0; Construct a straight line through these two points; or constructing a linear equation with the preset braking distance and the coasting energy recovery target torque as variables, wherein the abscissa of one point is the second preset braking distance, and the ordinate is the coasting energy recovery target torque at the current moment; and the abscissa of another point is the third preset braking distance, and the ordinate is 0; Construct a straight line through the two points, and add a plurality of inflection points on the straight line to form a piecewise linear relationship; Or get M data points (x i , y i ), where x i represents the preset braking distance of the ith data point, y i represents the coasting energy recovery target torque of the i-th data point, i is all integers from 1 to M; for multiple data points (x i , y i ) is fitted to obtain a mapping relationship between the preset braking distance and the coasting energy recovery target torque.

6. The energy recovery control method according to claim 1, characterized in that: The identifying the driver's braking intention includes monitoring the brake pedal travel.

7. The energy recovery control method according to claim 2, characterized in that: The actual braking distance is calculated as follows: Get the current vehicle speed and deceleration; The actual braking distance is determined according to the vehicle speed and the deceleration at a current moment.

8. An energy recovery control system, characterized in that: It comprises a controller (2) and a memory (1), wherein the memory (1) stores a computer-readable program, and when the computer-readable program is called by the controller (2), it can execute the steps of the energy recovery control method according to any one of claims 1 to 7.

9. A vehicle, characterized in that: An energy recovery control system as claimed in claim 8 is adopted.

10. A storage medium, characterized in that: A computer-readable program is stored, and when the computer-readable program is called, the steps of the energy recovery control method according to any one of claims 1 to 7 can be executed.

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