Energy recovery control methods, systems, vehicles and storage media

Abstract

The present application relates to the technical field of vehicle control, in particular to an energy recovery control method, system, vehicle and storage medium, comprising the following steps: obtaining a coasting energy recovery target torque and a vehicle state, and identifying a driver braking intention; dynamically adjusting the coasting energy recovery target torque according to the driver braking intention and the vehicle state, and outputting an adjusted energy recovery total target torque. The present application can avoid the problem of frequent triggering of ABS caused by energy recovery.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, specifically to an energy recovery control method, system, vehicle, and storage medium. Background Technology

[0002] In the field of electric vehicles, both pure electric and hybrid models integrate highly efficient energy recovery systems. This system cleverly utilizes the reverse torque characteristics of the motor during vehicle coasting or braking to convert mechanical energy that would otherwise be dissipated as heat into electrical energy, which is then fed back into the battery pack. This not only reduces the thermal load on the braking system but also significantly improves the vehicle's range.

[0003] However, to ensure a consistent driving experience between a fully charged and partially charged vehicle, particularly in terms of smoothness and consistency during deceleration, the traditional approach is to introduce additional mechanical braking force to compensate for the potentially reduced energy recovery effect when fully charged. But this approach often comes with potential side effects, such as frequent intervention of the anti-lock braking system (ABS) and potentially increased noise and roughness, impacting the overall driving experience.

[0004] For example, patent document CN115009039A discloses a coasting energy recovery control system, which includes: setting a preset vehicle speed, actual vehicle speed, slip ratio, ABS function status, and a coasting energy recovery torque mapping relationship, and adjusting in real time to obtain the final coasting energy recovery target value. This method focuses on the power system as the main controller to reduce the impact of ABS on coasting energy recovery, but lacks a strategy for optimizing driving experience and ride comfort by simultaneously triggering braking function intervention and energy recovery under different operating 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 purpose of this invention is to provide an energy recovery control method, system, vehicle, and storage medium that can avoid the problem of frequent ABS triggering caused by energy recovery.

[0007] In a first aspect, the energy recovery control method of the present invention includes the following steps:

[0008] It acquires the target torque for coasting energy recovery and vehicle status, and identifies the driver's braking intention;

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

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

[0011] A first preset braking distance is determined based on the target torque for coasting energy recovery and the driver's braking intention;

[0012] Obtain the slope information of the current slope where the vehicle is located, and determine the second preset braking distance based on the slope information and the first preset braking distance;

[0013] The current vehicle speed is obtained, and a third preset braking distance is determined based on 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] Calculate the actual braking distance during vehicle braking;

[0015] The actual braking distance is compared with the second and third preset braking distances, and the target torque for coasting energy recovery is adjusted based on the comparison results. By setting the first, second, and third preset braking distances and comparing the relationship between the actual braking distance and these thresholds, precise control of the braking process is achieved, ensuring optimal energy recovery at 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 target torque for coasting energy recovery is adjusted according to the comparison results, specifically as follows:

[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 total energy recovery target torque is output; in order to adapt to changes in 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 from the brake pedal stroke is provided by the mechanical braking torque; this ensures safety and braking efficiency during emergency braking.

[0020] Optionally, the target torque for coasting energy recovery is adjusted in real time, specifically as follows:

[0021] Step a. Establish the relationship between the preset braking distance and the target torque for coasting energy recovery;

[0022] Step b. During vehicle dynamic driving, calculate the actual braking distance in real time, and calculate the deviation between the actual braking distance and the second preset braking distance;

[0023] Step c. Based on the deviation calculated in step b, adjust the relationship constructed in step a according to a preset ratio to correct the target torque for coasting energy recovery, reduce wheel slippage, and thereby improve energy recovery efficiency and driving safety.

[0024] Optionally, step a specifically includes:

[0025] Construct a linear equation with the preset braking distance and the target torque for coasting energy recovery as variables. The x-coordinate of one point is the second preset braking distance, and the y-coordinate is the target torque for coasting energy recovery at the current moment. The x-coordinate of the other point is the third preset braking distance, and the y-coordinate is 0. Construct a straight line through these two points.

[0026] Alternatively, a linear equation can be constructed with the preset braking distance and the target torque for coasting energy recovery as variables. The x-coordinate of one point is the second preset braking distance, and the y-coordinate is the target torque for coasting energy recovery at the current moment. The x-coordinate of the other point is the third preset braking distance, and the y-coordinate is 0. A straight line can be constructed through these two points, and multiple inflection points can be added to the straight line to form a piecewise linear relationship to adapt to the complex requirements under different braking distances.

[0027] Or obtain M data points (x i ,y i ), where x i y represents the preset braking distance for the i-th data point. i This represents the target torque for coasting energy recovery at the i-th data point, where i takes any integer from 1 to M; for multiple data points (x i ,y i The preset braking distance and the target torque for coasting energy recovery are obtained by fitting the data.

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

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

[0030] Optionally, the calculation of the actual braking distance specifically involves:

[0031] Get the vehicle speed and deceleration at the current moment;

[0032] The actual braking distance is determined based on the vehicle speed and deceleration at the current moment. By obtaining the vehicle speed and deceleration at the current moment and calculating the actual braking distance using physical formulas, accurate data support is provided for comparison and adjustment.

[0033] Secondly, the energy recovery control system of the present invention includes a controller and a memory, wherein the memory stores a computer-readable program, and the computer-readable program, when invoked by the controller, can execute the steps of the energy recovery control method of the present invention.

[0034] Thirdly, the vehicle described in this invention employs the energy recovery control system as described in this invention.

[0035] Fourthly, the present invention provides a storage medium storing a computer-readable program that, when invoked, can execute the steps of the energy recovery control method as described in the present invention.

[0036] The beneficial effects of this invention are:

[0037] (1) For extreme conditions such as low-friction road surfaces, this invention proposes a processing logic for scenarios where energy recovery and braking functions are coupled. By adjusting the target torque for coasting energy recovery in real time, the problem of frequent ABS triggering caused by energy recovery is avoided, thereby reducing the jerking sensation and noise interference during braking and optimizing the driving experience. Under extreme conditions, this invention can prioritize ensuring that the wheels do not lock up, ensuring 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) This invention establishes a mapping relationship between braking distance, brake pedal, and target torque for coasting energy recovery, and considers the influence of factors such as slope and vehicle speed on braking distance, enabling the system to intelligently adjust its energy recovery strategy according to real-time operating conditions. This intelligent adjustment mechanism allows the system to adapt to different driving scenarios and road conditions, improving the system's adaptability and overall performance.

[0039] (3) By optimizing the energy recovery strategy, this invention can maximize the recovery of energy during the braking process and use it for the subsequent driving of the vehicle, thereby improving the energy utilization efficiency.

[0040] In summary, this invention improves driving smoothness and safety, optimizes the driving experience under extreme conditions, enhances the system's intelligence and adaptability, and improves energy efficiency. Attached Figure Description

[0041] Figure 1 This is a flowchart of the energy recovery control method described in the embodiments of this application;

[0042] Figure 2 This is a flowchart illustrating the dynamic adjustment of the target torque for coasting energy recovery in this embodiment of the application.

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

[0044] Figure 4 This is a system architecture diagram of the energy recovery control method described in the embodiments of this application;

[0045] Figure 5 The following is a detailed step diagram of the energy recovery control method described in the application embodiment;

[0046] Figure 6 This is a flowchart illustrating the relationship between the preset braking distance and the target torque for coasting energy recovery in this embodiment of the application.

[0047] Figure 7 This is a schematic diagram illustrating a first method for constructing the relationship between the preset braking distance and the target torque for coasting energy recovery in this application embodiment;

[0048] Figure 8 This is a schematic diagram illustrating a second method for constructing the relationship between the preset braking distance and the target torque for coasting energy recovery in this application embodiment;

[0049] Figure 9 This is a schematic diagram illustrating a third method for constructing the relationship between the preset braking distance and the target torque for coasting energy recovery in the embodiments of this application;

[0050] In the diagram: 1-Memory, 2-Controller, 3-Power module, 4-Brake module. Detailed Implementation

[0051] The embodiments of the present invention will be described below 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 content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed 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 and not for limiting the scope of protection of the present invention.

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

[0053] It acquires the target torque for coasting energy recovery and vehicle status, and identifies the driver's braking intention.

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

[0055] like Figure 2 As shown, in one possible embodiment, dynamically adjusting the target torque for coasting energy recovery based on the driver's braking intention and vehicle status specifically includes:

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

[0057] Obtain the slope information of the current slope where the vehicle is located, and determine the second preset braking distance based on the slope information and the first preset braking distance.

[0058] The current vehicle speed is obtained, and a third preset braking distance is determined based on 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] Calculate the actual braking distance during vehicle braking.

[0060] The actual braking distance is compared with the second and third preset braking distances, and the target torque for coasting energy recovery is adjusted based on the comparison results.

[0061] In one possible embodiment, the actual braking distance is compared with a second preset braking distance and a third preset braking distance, and the target torque for coasting energy recovery is adjusted based on the comparison results, specifically as follows:

[0062] When the actual braking distance is less than or equal to the second preset braking distance, the target torque for coasting energy recovery is not corrected, and the total target torque for energy recovery is directly output; this ensures the continuity and stability of energy recovery during slight 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 target torque for coasting energy recovery is corrected in real time, and the corrected total target torque for energy recovery is output; in order to adapt to changes in braking intensity and improve the flexibility and accuracy of energy recovery.

[0064] When the actual braking distance exceeds the third preset braking distance, the energy recovery operation stops, meaning the total target torque for energy recovery is 0, and the braking torque derived from the brake pedal travel 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 travel of the brake pedal.

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

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

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

[0069] Step S102: Based on the brake pedal travel and the target torque for coasting energy recovery, look up the first table to obtain the first preset braking distance, as shown in Table 1. The first table is a table showing the correspondence between the brake pedal travel, the target torque for coasting energy recovery, and the first preset braking distance; the first table is obtained through calibration.

[0070] The first table is as follows:

[0071] Brake pedal travel Target torque for coasting energy recovery 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 travels; B1, B2, B3 and B4 represent different second preset braking distances.

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

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

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

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

[0077] Step S103: Braking module 4 identifies whether the vehicle is on a slope, corrects the first preset braking distance based on the slope, and obtains the second preset braking distance, see Table 2:

[0078] Specifically, the first preset braking distance is adjusted according to the slope as follows:

[0079] The first preset braking distance is obtained by referring to the second table based on the slope. The second table shows the correspondence between the slope, the first preset braking distance, and the second preset braking distance. The second table is obtained through 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] Among them, D1, D2, D3 and D4 represent different slopes; E1, E2, E3 and E4 represent different second preset braking distances.

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

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

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

[0086] When the slope 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, proceed to step S105. Otherwise, do not make any correction to the coasting 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 travel 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 sensors, which are available in most vehicles on the market; deceleration is affected by the torque of coasting energy recovery, mechanical braking force, and road friction). For example, if the current vehicle speed is 60 kph and the deceleration is -2 m / s², the actual braking distance is calculated based on the current vehicle speed and deceleration (the deceleration value can be directly measured by sensors, which are available in most vehicles on the market; deceleration is affected by the torque of coasting energy recovery, mechanical braking force, and road friction). 2 Given an initial vehicle speed v0 = 60, a final vehicle speed v1 = 0, and an acceleration a = -2, the actual braking distance s = (v0...) 2 -v1 2 ) / 2a=69.44m.

[0089] Step S105: Based on the vehicle speed and the second preset braking distance, look up the third table to obtain the third preset braking distance. The third table shows the correspondence between the vehicle speed, the second preset braking distance, and the third preset braking distance, which is obtained through calibration.

[0090] The third table is as follows:

[0091] Speed Second preset braking distance 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, proceed to step S107. Otherwise, the braking module 4 corrects the target torque for coasting energy recovery in real time. At the same time, the braking module 4 analyzes the braking demand corresponding to the brake pedal travel in real time and outputs the total target torque for energy recovery 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 will be decomposed into the target torque for braking energy recovery and the mechanical braking torque. If the power module 3 does not have the spare capacity to execute the target torque for braking energy recovery, the brake pedal demand will be converted into the mechanical braking torque.

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

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

[0101] Step a. Establish the relationship between the preset braking distance and the target torque for coasting energy recovery.

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

[0103] Step c. Based on the deviation calculated in step b, adjust the relationship constructed in step a according to a preset ratio to correct the target torque for recovering coasting energy and reduce wheel slippage.

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

[0105] Construct a linear equation with the preset braking distance and the target torque for coasting energy recovery as variables. The x-coordinate of one point is the second preset braking distance, and the y-coordinate is the target torque for coasting energy recovery at the current moment. The x-coordinate of the other point is the third preset braking distance, and the y-coordinate is 0. Construct a straight line through these two points.

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

[0107] Construct a linear equation with the preset braking distance and the target torque for coasting energy recovery as variables. The x-coordinate of one point is the second preset braking distance, and the y-coordinate is the target torque for coasting energy recovery at the current moment. The x-coordinate of the other point is the third preset braking distance, and the y-coordinate is 0. Construct a straight line through these two points, and add multiple inflection points on the straight line to form a piecewise linear relationship to adapt to the complex requirements under different braking distances.

[0108] like Figure 9 As shown, in one possible embodiment, step a specifically includes:

[0109] Obtain M data points (x i ,y i ), where x i y represents the preset braking distance for the i-th data point. i This represents the target torque for coasting energy recovery at the i-th data point, where i takes any integer from 1 to M; for multiple data points (x i ,y i A fitting process is performed to obtain the mapping relationship between the preset braking distance and the target torque for coasting energy recovery. The data points required to construct the mapping relationship are not limited to those determined by parameter presets or real vehicle performance evaluations.

[0110] In this embodiment, under low-friction level road surface vehicle coasting conditions, if the target torque for coasting energy recovery is not limited, the ABS (Anti-lock Braking System) will frequently trigger during the process of the vehicle coasting to a complete stop, leading to driver complaints about insufficient driving feel or lack of driving confidence. When the control method in this embodiment is adopted, during coasting, the braking module 4 monitors the braking distance in real time. Based on the relationship between the actual braking distance and preset braking distances (including the second and third preset braking distances), the braking module 4 arbitrates the target torque for coasting energy recovery, reducing the coupling probability between the ABS function and the energy recovery function, and optimizing the driving experience.

[0111] like Figure 3As shown in the embodiments of this application, an energy recovery control system includes a controller 2 and a memory 1. The memory 1 stores a computer-readable program, which, when called by the controller, can execute the steps of the energy recovery control method as described in the embodiments of this application.

[0112] In this embodiment of the application, a vehicle employs an energy recovery control system as described in this embodiment of the application.

[0113] In this application embodiment, a storage medium stores a computer-readable program that, when invoked, can execute the steps of the energy recovery control method as described in this application embodiment.

[0114] In embodiments of this 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, apparatus, or device. 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, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0115] The above embodiments are preferred embodiments of the present invention, but the embodiments of the present invention are not limited to the above embodiments. Any changes, modifications, substitutions, combinations, or simplifications made without departing from the spirit and principle of the present invention shall be considered equivalent substitutions and shall be included within the protection scope of the present invention.

Claims

1. An energy recovery control method characterized by, The method comprises the following steps: obtaining a coasting energy recovery target torque and a vehicle state, and identifying a driver braking intention; dynamically adjusting the coasting energy recovery target torque according to the driver braking intention and the vehicle state, and outputting an adjusted energy recovery total target torque; wherein the dynamically adjusting the coasting energy recovery target torque according to the driver braking intention and the vehicle state is specifically: determining a first preset braking distance according to the coasting energy recovery target torque and the driver braking intention; obtaining slope information of a slope where the current vehicle is located, and determining a second preset braking distance according to the slope information and the first preset braking distance; obtaining a current vehicle speed, and determining 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; calculating an actual braking distance during vehicle braking; comparing the actual braking distance with the second preset braking distance and the third preset braking distance, and adjusting the coasting energy recovery target torque according to a comparison result.

2. The energy recovery control method according to claim 1, characterized by: comparing the actual braking distance with the second preset braking distance and the third preset braking distance, and adjusting the coasting energy recovery target torque according to a comparison result, which is 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 modified, and the energy recovery total target torque is directly outputted; 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 modified in real time, and a modified energy recovery total target torque is outputted; when the actual braking distance is greater than the third preset braking distance, the energy recovery operation is stopped, and a braking torque analyzed from a brake pedal stroke is provided by a mechanical braking torque.

3. The energy recovery control method according to claim 2, characterized by: The real-time modification of the coasting energy recovery target torque is specifically: step a. constructing a relationship between a preset braking distance and the coasting energy recovery target torque; step b. calculating the actual braking distance in real time during vehicle dynamic driving, and calculating a deviation of the actual braking distance from the second preset braking distance; step c. according to the deviation calculated in the step b., adjusting the relationship constructed in the step a. in a preset proportion to modify the coasting energy recovery target torque.

4. The energy recovery control method according to claim 3, characterized by: The step a. is specifically: constructing a straight line 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 time; the horizontal coordinate of another point is the third preset braking distance, and the vertical coordinate is 0; constructing a straight line through the two points; or constructing a straight line 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 time; the horizontal coordinate of another point is the third preset braking distance, and the vertical coordinate is 0; A straight line is constructed through the two points, and a plurality of inflection points are added on the straight line to form a piecewise linear relationship; Or obtain M data points (x i , y i ), wherein x i represents the preset braking distance of the i th data point, y i represents the i th data point of the data point of the energy recovery target torque of sliding, i takes all integers of 1 to M in turn;Fitting a plurality of data points (x i , y i ), obtain the mapping relationship between the preset braking distance and the energy recovery target torque of sliding.

5. The energy recovery control method according to claim 1, characterized by: The identifying of the driver braking intention comprises monitoring a brake pedal stroke.

6. The energy recovery control method according to claim 1, characterized by: The actual braking distance is calculated, specifically: A current vehicle speed and a current deceleration are obtained; The actual braking distance is determined according to the current vehicle speed and the current deceleration.

7. An energy recovery control system characterized by: The energy recovery control system comprises a controller (2) and a memory (1), and the memory (1) stores a computer readable program.

8. A vehicle characterized by: The energy recovery control system of claim 7 is adopted.

9. A storage medium characterized by: The memory stores a computer readable program, and when the computer readable program is called, the steps of the energy recovery control method of any one of claims 1 to 6 can be executed.

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