Energy recovery control method and device and vehicle

Abstract

The embodiment of the invention provides an energy recovery control method and device and a vehicle. The method comprises the following steps: determining an energy recovery mode of the vehicle, wherein the energy recovery mode of the vehicle comprises an intelligent mode; and when the energy recovery mode of the vehicle is the intelligent mode, the vehicle recovers energy in the intelligent mode. Wherein energy recovery of the vehicle in the intelligent mode comprises the steps that based on driving information of the vehicle, the energy recovery basic torque and the energy recovery comprehensive coefficient of the vehicle are obtained, the driving information of the vehicle is used for representing the driving state of the vehicle and the driving environment where the vehicle is located, and the energy recovery comprehensive coefficient is related to the driving information of the vehicle. And based on the energy recovery basic torque and the energy recovery comprehensive coefficient of the vehicle, an energy recovery target torque is obtained, and energy recovery is conducted through the target energy recovery torque. The problems that the energy recovery rate is low, driving experience is affected, and the service life of a battery is affected are solved.

Description

Technical Field

[0001] The present application provides a vehicle field, and more particularly relates to an energy recovery control method, device and vehicle. Background Art

[0002] As people's environmental awareness increases and non-renewable resources are increasingly consumed, electric vehicles are becoming more and more popular among consumers. In electric vehicles, energy recovery is one of the key technologies to improve vehicle endurance and energy efficiency. The vehicle's energy recovery strategy still has shortcomings, such as low recovery rate, poor driving experience, and battery life. Summary of the invention

[0003] In view of this, the embodiments of the present application provide an energy recovery control method, device and vehicle to improve problems such as low energy recovery rate, affecting driving experience and affecting battery life.

[0004] In a first aspect, an embodiment of the present application provides an energy recovery control method, comprising:

[0005] An energy recovery mode of the vehicle is determined, the energy recovery mode of the vehicle including an intelligent mode.

[0006] When the vehicle's energy recovery mode is the smart mode, the vehicle performs energy recovery in the smart mode.

[0007] Among them, the vehicle's energy recovery in intelligent mode includes:

[0008] Based on the vehicle's driving information, the vehicle's energy recovery basic torque and energy recovery comprehensive coefficient are obtained. The vehicle's driving information is used to characterize the vehicle's driving state and the vehicle's driving environment. The energy recovery comprehensive coefficient is related to the vehicle's driving information.

[0009] Based on the vehicle's energy recovery basic torque and energy recovery comprehensive coefficient, the energy recovery target torque is obtained, and energy recovery is performed with the target energy recovery torque.

[0010] In a possible implementation manner of the first aspect, the comprehensive energy recovery coefficient is related to the energy recovery sub-coefficient, and the energy recovery sub-coefficient corresponds to the driving information of the vehicle.

[0011] In a possible implementation of the first aspect, the vehicle driving information includes: vehicle speed. The vehicle driving information also includes: at least one of braking tendency, distance to the preceding vehicle, road slope, vehicle slope driving information, weather information, and battery performance information.

[0012] In a possible implementation of the first aspect, the energy recovery sub-coefficient includes at least one of a first energy recovery sub-coefficient, a second energy recovery sub-coefficient, a third energy recovery sub-coefficient, a fourth energy recovery sub-coefficient, a fifth energy recovery sub-coefficient, and a sixth energy recovery sub-coefficient. The first energy recovery sub-coefficient corresponds to a braking tendency, the second energy recovery sub-coefficient corresponds to a distance from a preceding vehicle, the third energy recovery sub-coefficient corresponds to a road slope, the fourth energy recovery sub-coefficient corresponds to vehicle slope driving information, the fifth energy recovery sub-coefficient corresponds to meteorological information, and the sixth energy recovery sub-coefficient corresponds to battery performance information.

[0013] In a possible implementation of the first aspect, obtaining the energy recovery basic torque of the vehicle based on the driving information of the vehicle includes:

[0014] Get the vehicle's speed.

[0015] Based on the vehicle speed and in accordance with a preset corresponding relationship between the vehicle speed and the energy recovery basic torque, the energy recovery basic torque of the vehicle is obtained.

[0016] In a possible implementation of the first aspect, obtaining the comprehensive energy recovery coefficient based on the driving information of the vehicle includes:

[0017] The remaining information of the vehicle except the vehicle speed is obtained, and the corresponding energy recovery sub-coefficient is obtained through a preset corresponding relationship between the corresponding driving information and the energy recovery sub-coefficient.

[0018] Based on the corresponding energy recovery sub-coefficients, the comprehensive energy recovery coefficient is obtained.

[0019] In a possible implementation of the first aspect, the driving information of the vehicle includes: braking tendency, distance to the preceding vehicle, road slope, vehicle slope driving information, weather information, and battery performance information. The energy recovery sub-coefficient includes a first energy recovery sub-coefficient, a second energy recovery sub-coefficient, a third energy recovery sub-coefficient, a fourth energy recovery sub-coefficient, a fifth energy recovery sub-coefficient, and a sixth energy recovery sub-coefficient. The comprehensive energy recovery coefficient satisfies:

[0020] K total = K1*[K2*(1-S1)+K3*S1]*K4*K5

[0021] Wherein, K1 is the first energy recovery sub-coefficient, K2 is the second energy recovery sub-coefficient, K3 is the third energy recovery sub-coefficient, S1 is the fourth energy recovery sub-coefficient, K4 is the fifth energy recovery sub-coefficient, and K5 is the sixth energy recovery sub-coefficient.

[0022] In a possible implementation of the first aspect, obtaining the energy recovery target torque based on the energy recovery basic torque and the energy recovery comprehensive coefficient of the vehicle includes:

[0023] The product of the vehicle's energy recovery basic torque and the energy recovery comprehensive coefficient is the energy recovery target torque.

[0024] In a second aspect, an energy recovery control device includes: a determination unit and a processing unit. The determination unit is used to determine an energy recovery mode of a vehicle, and the energy recovery mode of the vehicle includes a fixed mode and an intelligent mode. The processing unit is used to control the vehicle to recover energy in the intelligent mode when the energy recovery mode of the vehicle is the intelligent mode.

[0025] The processing unit controls the vehicle to perform energy recovery in an intelligent mode including:

[0026] The processing unit obtains the vehicle's energy recovery basic torque and energy recovery comprehensive coefficient based on the vehicle's driving information. The vehicle's driving information is used to characterize the vehicle's driving state and the vehicle's driving environment. The energy recovery comprehensive coefficient is related to the vehicle's driving information.

[0027] The processing unit obtains the energy recovery target torque based on the vehicle's energy recovery basic torque and the energy recovery comprehensive coefficient, and controls the vehicle to recover energy with the target energy recovery torque.

[0028] In a third aspect, an embodiment of the present application provides a vehicle, wherein the energy recovery control method of the vehicle is the method provided in the first aspect, or the vehicle includes the energy recovery control device provided in the second aspect.

[0029] In the embodiment of the present application, the energy base torque and the energy recovery comprehensive coefficient can be determined based on the vehicle's driving information. Therefore, the embodiment of the present application can adjust the energy recovery base torque and the energy recovery comprehensive coefficient based on the vehicle's driving information, thereby achieving the purpose of adjusting the energy recovery target torque, and ultimately improving the energy recovery efficiency, improving the driving experience and extending the battery life. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments 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 creative labor.

[0031] Figure 1 A flow chart of an energy recovery control method provided in an embodiment of the present application;

[0032] Figure 2A flow chart of energy recovery in a smart mode for a vehicle provided in an embodiment of the present application;

[0033] Figure 3a A flow chart of obtaining a vehicle's energy recovery basic torque based on the vehicle's driving information provided in an embodiment of the present application;

[0034] Figure 3b A hardware schematic diagram for obtaining vehicle driving information provided in an embodiment of the present application;

[0035] Figure 4 A flow chart of obtaining a comprehensive energy recovery coefficient based on vehicle driving information provided in an embodiment of the present application;

[0036] Figure 5 A schematic diagram of obtaining a comprehensive energy recovery coefficient based on energy recovery sub-coefficients provided in an embodiment of the present application;

[0037] Figure 6 A logic diagram for energy recovery in a fixed mode for a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0038] In order to better understand the technical solution of the present application, the embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0039] It should be clear that the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without creative work are within the scope of protection of the present application.

[0040] The terms used in the embodiments of the present application are only for the purpose of describing specific embodiments, and are not intended to limit the present application. The singular forms "a", "said" and "the" used in the embodiments of the present application and the appended claims are also intended to include plural forms, unless the context clearly indicates other meanings.

[0041] It should be understood that the term "and / or" used in this article is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship.

[0042] In the related technology, the energy recovery strategy of electric vehicles includes a coasting energy recovery system and a braking energy recovery system. When the vehicle coasts, decelerates or brakes, the system converts the vehicle's kinetic energy into electrical energy and stores it in the battery through the motor reversal as a generator, thereby reducing energy loss. The energy recovery level has a great relationship with the electrical energy generated during the energy recovery process. When the energy recovery level is strong, the electric vehicle will automatically generate a relatively large deceleration, which can generate more electricity and store it in the battery. Of course, different energy recovery levels are designed to meet the needs of different users to have a good driving experience during the energy recovery process of electric vehicles.

[0043] Although the energy recovery system has improved the energy utilization efficiency of electric vehicles to a certain extent, it still has the following obvious defects:

[0044] 1. Low recovery efficiency: The braking energy recovery system mostly relies on simple threshold control. The energy recovery torque cannot be adjusted in real time according to the vehicle's driving status, battery status and external environmental changes, resulting in low energy recovery efficiency, especially in low-speed driving or frequent start-stop urban traffic.

[0045] 2. Impact on driving experience: In order to maximize energy recovery, excessive braking force is often used, which affects driving smoothness and passenger comfort, especially in situations where gentle braking is required.

[0046] 3. Insufficient consideration of battery life: Frequent charge and discharge cycles may cause additional burden on the battery, accelerate battery aging, shorten battery life, and increase usage costs.

[0047] 4. Lack of intelligent management: Existing systems often lack intelligent prediction and decision-making capabilities, and are unable to optimize energy recovery strategies in advance based on future driving conditions, driver habits and other factors to further improve economic results.

[0048] like Figure 1 As shown, the embodiment of the present application provides an energy recovery control method, including:

[0049] S100: Determine an energy recovery mode of a vehicle, where the energy recovery mode of the vehicle includes an intelligent mode.

[0050] In step S100, the energy recovery mode of the vehicle may be automatically determined according to the driving mode of the vehicle, or the energy recovery mode of the vehicle may be determined by the driver through an operation instruction. In a possible implementation, the driver may issue an instruction to the vehicle's main controller (VCU) based on manual operation, voice instruction, or control by a third-party terminal (such as a mobile phone) to determine the energy recovery mode of the vehicle.

[0051] For example, when the user selects the energy recovery level setting request to be "intelligent" on the vehicle computer TICE, the energy recovery level status is set to "intelligent" internally by the vehicle controller VCU, and is fed back to the vehicle computer TICE through the CAN bus. The vehicle computer TICE simultaneously highlights the "intelligent" button.

[0052] S200: When the energy recovery mode of the vehicle is the smart mode, the vehicle performs energy recovery in the smart mode.

[0053] The intelligent recovery mode can adaptively adjust the energy recovery torque based on the vehicle's driving information, thereby improving the intelligent management of the energy recovery control method and thus improving the energy recovery rate.

[0054] like Figure 2 As shown, the vehicle's energy recovery in intelligent mode includes:

[0055] S210: Based on the driving information of the vehicle, obtain the energy recovery basic torque and the energy recovery comprehensive coefficient of the vehicle.

[0056] The energy recovery base torque is the energy recovery reference value. The vehicle's driving information is used to characterize the vehicle's driving state and the vehicle's driving environment. The energy recovery comprehensive coefficient is related to the vehicle's driving information. The vehicle's driving state includes the vehicle's driving speed. The vehicle's driving environment refers to the road and atmospheric environment in which the vehicle is located. The road environment includes: road conditions and the distance between the vehicle and surrounding vehicles.

[0057] In step S210, the comprehensive energy recovery coefficient may be obtained through the correspondence between the vehicle driving information and the comprehensive energy recovery coefficient, or based on the correspondence between the vehicle driving information and the corresponding energy recovery sub-coefficient, and then based on the relationship between the energy recovery sub-coefficient and the comprehensive energy recovery coefficient.

[0058] In a possible implementation, the comprehensive energy recovery coefficient is related to an energy recovery sub-coefficient, and the energy recovery sub-coefficient corresponds to the driving information of the vehicle.

[0059] The energy recovery coefficient corresponds to other information in the vehicle's driving information except the vehicle speed. The energy recovery coefficient is used to characterize the influence of the corresponding vehicle's driving information.

[0060] In a possible implementation, the vehicle driving information includes: vehicle speed. The vehicle driving information also includes: at least one of: braking tendency, distance to the preceding vehicle, road slope, vehicle slope driving information, weather information, and battery performance information.

[0061] The vehicle's slope driving information is used to characterize the driving condition of the vehicle when driving on a slope. The driving information includes the slope of the road where the vehicle is located and the distance between the vehicle and the vehicle in front.

[0062] In the embodiment of the present application, integrated high-precision sensors can be used to monitor vehicle speed, acceleration, braking status, ambient temperature and other parameters in real time. And using BMS (battery management system) data, key information such as battery SOC (remaining power), SOH (health status), internal resistance, temperature, etc. can be obtained in real time; and the battery charging and discharging characteristics can be analyzed to predict the acceptable charging rate and capacity limit of the battery, avoid overcharging and overdischarging, and extend the battery life.

[0063] like Figure 3a As shown, in a possible implementation, based on the driving information of the vehicle, obtaining the energy recovery basic torque of the vehicle includes:

[0064] S311, obtaining the vehicle speed.

[0065] like Figure 3b In step S311, the vehicle speed may be obtained through the electronic stability control system ESC.

[0066] S312: Based on the vehicle speed and in accordance with a preset corresponding relationship between the vehicle speed and the energy recovery basic torque, obtain the energy recovery basic torque of the vehicle.

[0067] In step S312, the preset correspondence between the vehicle speed and the energy recovery basic torque may be stored in a first MAP table. In a possible implementation, the first MAP table may be as shown in Table 1. It should be noted that Table 1 is only an exemplary description of the first MAP table, not a limitation. For example, the first MAP table may be in the form of coordinates or a chart.

[0068] speed Energy recovery base torque Va1 T1 Va2 T2 …… …… Van Tn

[0069] Table 1

[0070] The speed in Table 1 can be a specific speed value or a range value. Among them, when Va1, Va2, and Van are specific speed values, the speed value closest to the current speed of the vehicle is used as the reference in the first MAP table. For example, the current speed of the vehicle is closest to Va1, and the energy recovery basic torque is T1. , K11 is used as the first energy recovery sub-coefficient K1. When Va1, Va2, and Van are speed ranges, for example, the vehicle speed is at Va2, and the vehicle's energy recovery basic torque is T2.

[0071] In a possible implementation, the energy recovery sub-coefficient includes at least one of a first energy recovery sub-coefficient K1, a second energy recovery sub-coefficient K2, a third energy recovery sub-coefficient K3, a fourth energy recovery sub-coefficient S1, a fifth energy recovery sub-coefficient K4, and a sixth energy recovery sub-coefficient K5. The first energy recovery sub-coefficient corresponds to the braking tendency, the second energy recovery sub-coefficient corresponds to the distance to the preceding vehicle, the third energy recovery sub-coefficient corresponds to the road slope, the fourth energy recovery sub-coefficient corresponds to the vehicle slope driving information, the fifth energy recovery sub-coefficient corresponds to the meteorological information, and the sixth energy recovery sub-coefficient corresponds to the battery performance information.

[0072] like Figure 4 As shown, in a possible implementation, obtaining the comprehensive energy recovery coefficient based on the vehicle's driving information includes:

[0073] 411, obtaining other information except the vehicle speed in the driving information of the vehicle, and obtaining the corresponding energy recovery sub-coefficient through a preset corresponding relationship between the corresponding driving information and the energy recovery sub-coefficient.

[0074] (1) Energy recovery coefficient K1 based on braking intention

[0075] like Figure 3b As shown, braking tendency refers to the braking intention of the driver or the braking tendency of the brakes of the vehicle in the autonomous driving system. The braking tendency can be determined based on the braking opening and the braking change rate. After determining the braking tendency, the energy recovery coefficient K1 is derived based on the vehicle speed and braking intention. For example, when the braking opening is large and the braking change rate is large, it may mean that the driver has a strong braking demand and requires more braking force. At this time, the energy recovery torque should be appropriately reduced to avoid affecting the braking performance. In the specific implementation process, it may include:

[0076] (i) The driver's braking intention is determined based on the brake opening and the brake change rate. The driver's braking intention can be divided into four types: emergency braking, moderate braking, gentle braking, and coasting braking.

[0077] (ii) Based on the correspondence between the vehicle speed, the braking tendency and the first energy recovery sub-coefficient, the first energy recovery sub-coefficient K1 is obtained according to the vehicle speed and the braking tendency.

[0078] For example, the corresponding relationship between the vehicle speed, the braking tendency and the first energy recovery sub-coefficient is stored in the second MAP table. The second MAP table may be in the form of Table 2. It should be noted that Table 2 is only an exemplary description of the second MAP table, not a limitation. For example, the second MAP table may also be in the form of coordinates or charts.

[0079]

[0080] Table 2

[0081] As shown in Table 2, V1, Vi, and Vn can represent a speed range or a specific speed value. When V1, Vi, and Vn are specific speed values, the speed value closest to the current speed of the vehicle is used as a reference in the MAP table. For example, if the current speed of the vehicle is closest to V1 and the braking intention is emergency braking, K11 is used as the first energy recovery sub-coefficient K1. When V1, Vi, and Vn can represent a speed range, for example, if the vehicle speed is at Vi and the vehicle's braking intention is gentle braking, Ki3 is used as the first energy recovery sub-coefficient K1.

[0082] (2) Second energy recovery coefficient K2 based on vehicle distance

[0083] like Figure 3b As shown in the figure, based on the vehicle status and distance signal sent by ADAS (Advanced Driving Assistance System), VCU (Vehicle Control Unit) determines whether deceleration or braking is required. The specific strategies are as follows:

[0084] (i) There is a vehicle ahead and the vehicle distance is ≤ the first vehicle distance preset value. If the vehicle speed is < the first vehicle speed preset value, the vehicle distance is too small. To ensure driving safety, it is necessary to increase the energy recovery torque to quickly decelerate. The second energy recovery sub-coefficient K2>1. Among them, the first vehicle distance preset value and the first vehicle speed preset value can be set by technicians before or after leaving the factory, and can also be adjusted by the VCU based on actual road conditions. In a possible implementation, the first vehicle distance preset value is 10m, and the first speed preset value is 20km / h. The correspondence between vehicle speed, vehicle distance, and the second energy recovery sub-coefficient can be stored in the MAP table.

[0085] (ii) When there is a vehicle ahead and the vehicle distance is greater than the first vehicle distance preset value, if the vehicle speed is less than the first vehicle speed preset value, the vehicle speed is too low and the energy recovery torque needs to be reduced to ensure the vehicle power performance. The second energy recovery sub-coefficient K2 corresponding to the vehicle speed and vehicle distance is set to 0.5.

[0086] (iii) When there is a vehicle ahead and the distance between vehicles is greater than a first preset distance value, if the vehicle speed is greater than or equal to the first preset speed value of 20 km / h, it is necessary to increase the energy recovery torque to quickly decelerate, and the energy recovery coefficient K2 is greater than 1. The corresponding relationship between the vehicle speed, the distance between vehicles, and the second energy recovery sub-coefficient can be stored in the MAP table.

[0087] (iv) When there is no vehicle ahead (for example, vehicle distance > 80 m), it is necessary to reduce the energy recovery torque to ensure the vehicle acceleration performance, and set the second energy recovery sub-coefficient K2 corresponding to the vehicle speed and vehicle distance to 0.5.

[0088] The correspondence between the second energy recovery sub-coefficient K2 and the vehicle speed and the vehicle distance may be stored in one MAP table, or may be stored in respective independent corresponding MAP tables according to the above classification.

[0089] (3) The third energy recovery coefficient K3 based on the slope

[0090] like Figure 3b As shown in the figure, based on the high-definition map information sent by TICE (vehicle computer with Internet of Vehicles), VCU estimates the slope of the road. VCU then calibrates the energy recovery coefficient K3 based on the vehicle speed and slope. The specific strategy is as follows:

[0091] (i) In downhill conditions, as the downhill slope increases, the component of the vehicle's gravity along the road direction increases, resulting in an increase in the braking torque allocated by the system, thereby increasing the amount of energy recovered. When the vehicle speed is greater than the second vehicle speed preset value, the greater the slope, the more energy is recovered, and the third energy recovery sub-coefficient K3 is greater than 1. The corresponding relationship between the vehicle speed, slope and the third energy recovery sub-coefficient K3 is stored in the MAP table. The second vehicle speed preset value may be 8 km / h.

[0092] (ii) In uphill conditions, in order to ensure that the vehicle has sufficient climbing power and reduce the recovered energy, priority is given to ensuring the braking stability and safety of the vehicle. When the vehicle speed is less than the third vehicle speed preset value, energy recovery is not considered and the energy recovery coefficient K3 is set to 0; otherwise, a small amount of recovered energy is allowed and the energy recovery coefficient K3 is less than 1. The corresponding relationship between the vehicle speed, slope and the third energy recovery sub-coefficient K3 is stored in the MAP table. The third vehicle speed preset value can be 30km / h.

[0093] (iii) When there is no slope, there is no need for the slope to affect energy recovery, and the third energy recovery sub-coefficient K3 is set to 0.

[0094] (4) A fourth energy recovery sub-coefficient based on slope driving information, that is, a fourth energy recovery sub-coefficient S1 based on slope and vehicle distance.

[0095] like Figure 3b As shown in the figure, when a vehicle is driving on a sloped road and there is a vehicle braking in front, the energy recovery system needs to consider the impact of the slope and the distance between vehicles on energy recovery. The specific strategies are as follows:

[0096] (i) VCU estimates the slope of the road based on the HD map information sent by TICE.

[0097] (ii) The VCU determines whether there is no vehicle ahead or there is a vehicle ahead and the distance to the vehicle ahead based on the vehicle presence and distance to the vehicle ahead signals sent by the ADAS system.

[0098] (iii) In the case where there is no vehicle ahead or the distance between the vehicles ahead is greater than the safe distance and the slope is large, the gravitational potential energy of the vehicle is converted into kinetic energy, increasing the potential for braking energy recovery. Considering that the influence of the slope on energy recovery is greater than the influence of the distance between vehicles on energy recovery, the fourth energy recovery sub-coefficient S1 is set to be greater than 0.5; otherwise, the fourth energy recovery sub-coefficient S1 is less than 0.5. The fourth energy recovery sub-coefficient S1 is obtained based on the corresponding relationship between the slope, the distance between vehicles and the fourth energy recovery sub-coefficient S1. The corresponding relationship between the slope, the distance between vehicles and the fourth energy recovery sub-coefficient S1 is stored in the MAP table.

[0099] (iv) When there is no slope and the distance to the vehicle in front is greater than the safe distance, or when there is a slope and the distance to the vehicle in front is too small, braking is given priority to ensure safety. At this time, energy recovery may not be the primary consideration, and the fourth energy recovery coefficient S1 is set to 0.

[0100] (5) Fifth energy recovery sub-coefficient K4 based on meteorological information

[0101] like Figure 3b As shown, considering that bad weather has a significant impact on energy recovery, mainly including low temperature, dark night with poor visibility, and rain, fog and snow. The specific strategies are as follows:

[0102] (i) The VCU collects the ambient temperature from the ambient temperature sensor and determines whether it is dark, rainy, foggy or snowy based on the meteorological information sent by TICE.

[0103] (ii) When the ambient temperature is less than the first preset temperature (for example, 0° C.) or the ambient temperature is greater than the second preset temperature (for example, 50° C.), the power battery is protected and the fifth energy recovery sub-coefficient K4 is set to 0; otherwise, the fifth energy recovery sub-coefficient K4 is set to 1.

[0104] (iii) When it is dark, the vehicle speed is greater than the fourth preset vehicle speed value (for example, 40 km / h), there is a vehicle ahead, and the vehicle distance is less than the first preset vehicle distance (for example, 10 m), the recovered energy is reduced to prioritize vehicle safety and the fifth energy recovery sub-coefficient K4 is set to 0.5. Otherwise, the fifth energy recovery sub-coefficient K4 is set to 1.

[0105] (iv) When the weather is rainy, foggy or snowy, the vehicle speed is greater than the fourth preset vehicle speed value (for example, 40 km / h), there is a vehicle ahead, and the vehicle distance is less than the first preset vehicle distance (for example, 10 m), reduce the recovered energy, prioritize vehicle safety, and set the fifth energy recovery sub-coefficient K4 to 0.5. Otherwise, set the fifth energy recovery sub-coefficient K4 to 1.

[0106] (v) If the above two or more situations occur, the minimum value of the fifth energy recovery sub-coefficient K4 is finally taken as the fifth energy recovery sub-coefficient K4 based on the meteorological information.

[0107] (6) A sixth energy recovery coefficient K5 based on battery performance, that is, an energy recovery coefficient K5 based on the battery SOC state.

[0108] When the battery SOC is too high, in order to avoid overcharging of the power battery, the recovered energy is reduced. The specific strategies are as follows:

[0109] If the battery SOC is greater than 95% (calibrable) and the vehicle is traveling downhill for a long time (for example, the downhill time exceeds 2 minutes), the sixth energy recovery sub-coefficient K5 is set to 0; otherwise, the sixth energy recovery sub-coefficient K5 is set to 1.

[0110] At 412, a comprehensive energy recovery coefficient is obtained based on the corresponding energy recovery sub-coefficient.

[0111] After obtaining at least one energy recovery sub-coefficient, the at least one energy recovery sub-coefficient is calculated based on a preset calculation to obtain a comprehensive energy recovery coefficient.

[0112] In a possible implementation, the vehicle driving information includes: braking tendency, distance to the preceding vehicle, road slope, vehicle slope driving information, weather information, and battery performance information. The energy recovery sub-coefficient includes a first energy recovery sub-coefficient, a second energy recovery sub-coefficient, a third energy recovery sub-coefficient, a fourth energy recovery sub-coefficient, a fifth energy recovery sub-coefficient, and a sixth energy recovery sub-coefficient. Figure 5 As shown, the comprehensive energy recovery coefficient satisfies:

[0113] K total = K1*[K2*(1-S1)+K3*S1]*K4*K5(1)

[0114] Wherein, K1 is the first energy recovery sub-coefficient, K2 is the second energy recovery sub-coefficient, K3 is the third energy recovery sub-coefficient, S1 is the fourth energy recovery sub-coefficient, K4 is the fifth energy recovery sub-coefficient, and K5 is the sixth energy recovery sub-coefficient.

[0115] It should be noted that when the vehicle's driving information includes the dynamic tendency, the distance between the vehicle and the preceding vehicle, the road slope, the vehicle's slope driving information, the weather information, and part of the battery performance information, the remaining parameters not included are set to fixed values ​​(for example, Ki is 1 or S1 is set to 0.5, where Ki is K1\K2\K3\K4\K5), and then calculated according to the above formula (1). For example, when the driving information includes: braking tendency, the distance between the vehicle and the preceding vehicle, and the road slope, the fourth energy recovery sub-coefficient S1 is set to 0.5, K5 is set to 1, and K6 is set to 1. Then K comprehensive = K1*[K2*0.5+K3*0.5] = K1*[K2*(1-0.5)+K3*0.5]*1*1.

[0116] S220: Based on the energy recovery basic torque and the comprehensive energy recovery coefficient of the vehicle, obtain the energy recovery target torque, and perform energy recovery with the target energy recovery torque.

[0117] In step S220, after obtaining the energy recovery basic torque and the energy recovery comprehensive coefficient of the vehicle, a calculation is performed in a preset calculation method to obtain a target energy recovery torque. The vehicle performs energy recovery at the target energy recovery torque.

[0118] In the embodiment of the present application, the energy base torque and the energy recovery comprehensive coefficient can be determined based on the vehicle's driving information. Therefore, the embodiment of the present application can adjust the energy recovery base torque and the energy recovery comprehensive coefficient based on the vehicle's driving information, thereby achieving the purpose of adjusting the energy recovery target torque, and ultimately improving the energy recovery efficiency, improving the driving experience and extending the battery life.

[0119] In a possible implementation, the acquisition period of each sensor can be set based on actual needs, for example, 5 ms.

[0120] In a possible implementation, based on the vehicle's energy recovery basic torque and energy recovery comprehensive coefficient, obtaining the energy recovery target torque includes: taking the product of the vehicle's energy recovery basic torque and the energy recovery comprehensive coefficient as the energy recovery target torque.

[0121] Energy recovery target torque = energy recovery basic torque * K1 * [K2 * (1-S1) + K3 * S1] * K4 * K5.

[0122] like Figure 6 As shown, in a possible implementation, the recovery mode of the vehicle further includes a fixed energy recovery mode. The vehicle energy recovery control method further includes: when the vehicle energy recovery mode is a fixed mode, the vehicle performs energy recovery in a fixed mode.

[0123] The vehicle's energy recovery in fixed mode includes:

[0124] Determine the driving mode of the vehicle; determine the fixed mode state of the vehicle based on the driving mode of the vehicle, determine the energy recovery target torque according to the fixed mode state of the vehicle, and perform energy recovery at the energy recovery target torque.

[0125] In this step, the VCU can determine the driving mode of the vehicle by identifying the gear information and the motor status. The driving modes of the vehicle include economic mode, standard mode and sports mode.

[0126] In a possible implementation, the driving mode of the vehicle can be selected by the user. For example:

[0127] When the user selects the driving mode setting request to "Economy Mode" on the vehicle computer TICE, the vehicle controller VCU sets the driving mode status to "Economy Mode" internally and feeds it back to the vehicle computer TICE through the CAN bus. The vehicle computer TICE synchronously highlights the Economy Mode button.

[0128] When the user selects the driving mode setting request to "standard mode" on the vehicle computer TICE, the vehicle controller VCU sets the driving mode status to "standard mode" internally and feeds back to the vehicle computer TICE through the CAN bus. The vehicle computer TICE synchronously highlights the standard mode button.

[0129] When the user selects the driving mode setting request to "Sport Mode" on the vehicle computer TICE, the vehicle controller VCU sets the driving mode status to "Sport Mode" internally and feeds back to the vehicle computer TICE through the CAN bus. The vehicle computer TICE synchronously highlights the sports mode button.

[0130] The fixed mode states of the vehicle include: a first state, a second state and a third state.

[0131] Based on the driving mode of the vehicle, determining the fixed mode state of the vehicle includes:

[0132] When the driving mode of the vehicle is the economic mode, the fixed mode state of the vehicle is the first state. The first state may be a strong state, that is, the energy recovery mode of the vehicle is a strong mode in the first state.

[0133] When the driving mode of the vehicle is the standard mode, the fixed mode state of the vehicle is the second state. The second state may be the standard state, that is, the vehicle energy recovery mode in the second state is the standard mode.

[0134] When the driving mode of the vehicle is the sports mode, the fixed mode state of the vehicle is the third state. The third state may be a weak state. That is, the vehicle energy recovery mode in the third state is a weak mode.

[0135] The corresponding relationship between the energy recovery mode and the energy recovery target torque can be stored in a MAP table. Therefore, based on the MAP table, after determining the driving mode of the vehicle, the energy recovery target torque can be obtained according to the MAP table, and energy recovery is performed with the energy recovery target torque.

[0136] like Figure 6 As shown in the figure, when the current driving mode selected by the user is the economic mode and the vehicle is in the intelligent energy recovery level state, the vehicle controller VCU automatically adjusts to the strong energy recovery level, with the following advantages:

[0137] (1) Extended driving range

[0138] A strong energy recovery level means that when the vehicle decelerates or brakes, more energy can be recovered and converted into electrical energy for storage. For pure electric vehicles, this can significantly extend the driving range.

[0139] (2) Enhanced braking effect

[0140] When emergency braking is required, a strong energy recovery level can provide additional braking torque, thereby shortening the braking distance and improving driving safety.

[0141] (3) Reduce brake pad wear

[0142] Through efficient energy recovery, Economy Mode can reduce reliance on traditional braking systems, thereby reducing the wear rate of brake pads and extending their service life.

[0143] like Figure 6 As shown in the figure, when the current driving mode selected by the user is the standard mode and the vehicle is in the intelligent energy recovery level state, the vehicle controller VCU automatically adjusts to the standard energy recovery level, with the following advantages:

[0144] (1) Balance

[0145] The standard energy recovery level provides a certain energy recovery efficiency while maintaining driving comfort and stability. It neither recovers energy too aggressively to cause a strong sense of drag, nor ignores potential energy recovery opportunities due to low recovery efficiency, thus finding a balance between power and economy.

[0146] (2) Wide adaptability

[0147] Standard mode provides a suitable driving experience for most driving scenarios. Whether it is urban roads, highways or country roads, the standard energy recovery level allows the vehicle to drive in a relatively stable state, adapting to different road conditions and driving needs.

[0148] (3) Economical

[0149] Although the standard mode may not be as good at energy recovery as the high energy recovery level, it can still improve the vehicle's energy efficiency to a certain extent. Through a reasonable energy recovery strategy, the standard mode helps to extend the vehicle's range and reduce energy consumption, thereby improving economy to a certain extent.

[0150] like Figure 6 As shown in the figure, when the current driving mode selected by the user is the sports mode and the vehicle is in the intelligent energy recovery level state, the vehicle controller VCU automatically adjusts to a weak energy recovery level based on the comprehensive effect of the user's driving experience and energy management. The advantages are as follows:

[0151] (1) Improve driving responsiveness

[0152] Sport mode is designed to provide more dynamic performance for quick acceleration when needed. Setting the energy recovery level to "weak" can reduce the drag caused by energy recovery, making the vehicle accelerate more directly and quickly. In weak recovery mode, the vehicle decelerates more gently after releasing the accelerator, which helps the driver better control the vehicle, especially in driving scenarios that require quick response.

[0153] (2) Improve driving comfort

[0154] Weak recovery mode reduces the drag feeling when the vehicle is decelerating, making the driving process smoother and more comfortable. This comfort is particularly important in sports mode, as it helps to reduce fatigue that may occur due to intense driving. In scenarios such as highways where long-term high-speed driving is required, weak recovery mode can ensure that the vehicle is smoother when decelerating, avoiding excessive drag that affects driving stability

[0155] (3) Extend battery life

[0156] Although the main purpose of energy recovery is to improve energy utilization and driving range, too high a recovery intensity may put a certain burden on the battery. In sports mode, if the driver frequently accelerates and decelerates sharply, setting the energy recovery level to "weak" can reduce the burden on the battery to a certain extent, thereby helping to extend the battery life.

[0157] In the embodiment of the present application, it is realized to combine weather, vehicle speed, vehicle distance, real-time road condition information and driver habits (which can be represented by braking tendency), dynamically adjust the energy recovery strategy through the energy recovery level coefficient, balance the relationship between energy recovery efficiency and driving experience and battery protection, and formulate an intelligent energy recovery strategy.

[0158] In the technical solution provided in the embodiment of this application, multi-source data such as vehicle status, battery status, external environment, vehicle distance, slope and driver habits are integrated to improve the accuracy of prediction and strategy formulation. At the same time, the introduction of intelligent prediction and optimization control strategies realizes the real-time dynamic adjustment of energy recovery strategies, significantly improving the recovery efficiency and driving experience. In addition, this application also fully considers the battery characteristics and formulates a recovery strategy based on the battery status, which effectively prolongs the battery life.

[0159] In summary, the energy recovery control method provided in the embodiment of the present application has the following advantages:

[0160] 1. Through intelligent prediction and optimized control, accurate matching of energy recovery strategies is achieved, effectively improving the amount of energy recovery, especially under complex and changeable urban working conditions.

[0161] 2. While ensuring efficient recovery, the brake force distribution is finely controlled to maintain good driving smoothness and improve passenger comfort.

[0162] 3. Comprehensively considering the battery characteristics, a reasonable charging and discharging strategy was formulated to avoid overcharging and over-discharging, significantly extending the battery life.

[0163] 4. Integrate advanced data analysis, prediction and optimization algorithms to make the energy recovery system highly intelligent and able to make adaptive adjustments based on different working conditions and user needs.

[0164] The embodiment of the present application also provides an energy recovery control device, including: a determination unit and a processing unit. The determination unit is used to determine the energy recovery mode of the vehicle, and the energy recovery mode of the vehicle includes a fixed mode and an intelligent mode. The processing unit is used to control the vehicle to perform energy recovery in the intelligent mode when the energy recovery mode of the vehicle is the intelligent mode.

[0165] The processing unit controls the vehicle to perform energy recovery in an intelligent mode including:

[0166] The processing unit obtains the vehicle's energy recovery basic torque and energy recovery comprehensive coefficient based on the vehicle's driving information. The vehicle's driving information is used to characterize the vehicle's driving state and the vehicle's driving environment. The energy recovery comprehensive coefficient is related to the vehicle's driving information.

[0167] The processing unit obtains the energy recovery target torque based on the vehicle's energy recovery basic torque and the energy recovery comprehensive coefficient, and controls the vehicle to perform energy recovery with the target energy recovery torque.

[0168] In a possible implementation manner, the comprehensive energy recovery coefficient is related to an energy recovery sub-coefficient, and the energy recovery sub-coefficient corresponds to the driving information of the vehicle.

[0169] In a possible implementation, the vehicle's driving information includes: vehicle speed; the vehicle's driving information also includes: braking tendency, distance to the vehicle in front, road slope, vehicle slope driving information, weather information and at least one of battery performance information.

[0170] In a possible implementation, the energy recovery sub-coefficient includes at least one of a first energy recovery sub-coefficient, a second energy recovery sub-coefficient, a third energy recovery sub-coefficient, a fourth energy recovery sub-coefficient, a fifth energy recovery sub-coefficient, and a sixth energy recovery sub-coefficient; wherein the first energy recovery sub-coefficient corresponds to the braking tendency, the second energy recovery sub-coefficient corresponds to the distance to the vehicle in front, the third energy recovery sub-coefficient corresponds to the road slope, the fourth energy recovery sub-coefficient corresponds to the vehicle's slope driving information, the fifth energy recovery sub-coefficient corresponds to meteorological information, and the sixth energy recovery sub-coefficient corresponds to battery performance information.

[0171] In a possible implementation, the processing unit obtains the energy recovery basic torque of the vehicle based on the driving information of the vehicle, including:

[0172] The processing unit obtains the speed of the vehicle;

[0173] The processing unit obtains the energy recovery basic torque of the vehicle based on the vehicle speed and according to a preset corresponding relationship between the vehicle speed and the energy recovery basic torque.

[0174] The processing unit obtains the comprehensive energy recovery coefficient based on the vehicle's driving information, including:

[0175] The processing unit obtains the remaining information of the vehicle except the vehicle speed, and obtains the corresponding energy recovery sub-coefficient through the preset corresponding relationship between the corresponding driving information and the energy recovery sub-coefficient;

[0176] The processing unit obtains a comprehensive energy recovery coefficient based on the corresponding energy recovery sub-coefficients.

[0177] In a possible implementation, the driving information of the vehicle includes: braking tendency, distance to the preceding vehicle, road slope, vehicle slope driving information, weather information, and battery performance information; the energy recovery sub-coefficient includes a first energy recovery sub-coefficient, a second energy recovery sub-coefficient, a third energy recovery sub-coefficient, a fourth energy recovery sub-coefficient, a fifth energy recovery sub-coefficient, and a sixth energy recovery sub-coefficient; the comprehensive energy recovery coefficient satisfies:

[0178] K total = K1*[K2*(1-S1)+K3*S1]*K4*K5

[0179] Among them, K1 is the first energy recovery sub-coefficient, K2 is the second energy recovery sub-coefficient, K3 is the third energy recovery sub-coefficient; S1 is the fourth energy recovery sub-coefficient, K4 is the fifth energy recovery sub-coefficient; K5 is the sixth energy recovery sub-coefficient.

[0180] In a possible implementation, the processing unit obtains the energy recovery target torque based on the energy recovery basic torque and the energy recovery comprehensive coefficient of the vehicle, including:

[0181] The processing unit uses the product of the energy recovery basic torque of the vehicle and the energy recovery comprehensive coefficient as the energy recovery target torque.

[0182] An embodiment of the present application also provides a vehicle, wherein the energy recovery control method of the vehicle is the method provided by any of the aforementioned embodiments, or the vehicle includes the energy recovery control device provided by any of the aforementioned embodiments.

[0183] The vehicle provided in the embodiment of the present application can realize intelligent energy recovery, thereby achieving precise matching of energy recovery strategies and effectively improving the amount of energy recovery, especially under complex and changeable urban conditions.

[0184] The same or similar parts between the various embodiments in this specification can be referred to each other, and non-conflicting embodiments or implementations can be combined with each other. In particular, for the device embodiment and the terminal embodiment, since they are basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the description in the method embodiment.

Claims

1. An energy recovery control method, characterized in that: include: determining an energy recovery mode of a vehicle, wherein the energy recovery mode of the vehicle comprises an intelligent mode; When the energy recovery mode of the vehicle is the smart mode, the vehicle performs energy recovery in the smart mode; The vehicle recovering energy in an intelligent mode includes: Based on the driving information of the vehicle, an energy recovery basic torque and an energy recovery comprehensive coefficient of the vehicle are obtained, wherein the driving information of the vehicle is used to characterize the driving state of the vehicle and the driving environment of the vehicle, and the energy recovery comprehensive coefficient is related to the driving information of the vehicle; Based on the vehicle's energy recovery basic torque and energy recovery comprehensive coefficient, the energy recovery target torque is obtained, and energy recovery is performed with the target energy recovery torque.

2. The method according to claim 1, characterized in that The comprehensive energy recovery coefficient is related to an energy recovery sub-coefficient, and the energy recovery sub-coefficient corresponds to the driving information of the vehicle.

3. The method according to claim 2, characterized in that The vehicle driving information includes: vehicle speed; the vehicle driving information also includes: braking tendency, distance to the preceding vehicle, road slope, vehicle slope driving information, weather information and at least one of battery performance information.

4. The method according to claim 3, characterized in that The energy recovery sub-coefficient includes at least one of a first energy recovery sub-coefficient, a second energy recovery sub-coefficient, a third energy recovery sub-coefficient, a fourth energy recovery sub-coefficient, a fifth energy recovery sub-coefficient, and a sixth energy recovery sub-coefficient; wherein the first energy recovery sub-coefficient corresponds to the braking tendency, the second energy recovery sub-coefficient corresponds to the distance to the vehicle in front, the third energy recovery sub-coefficient corresponds to the road slope, the fourth energy recovery sub-coefficient corresponds to the vehicle's slope driving information, the fifth energy recovery sub-coefficient corresponds to meteorological information, and the sixth energy recovery sub-coefficient corresponds to battery performance information.

5. The method according to claim 3, characterized in that: The obtaining of the energy recovery basic torque of the vehicle based on the driving information of the vehicle includes: Get the vehicle speed; Based on the vehicle speed and in accordance with a preset corresponding relationship between the vehicle speed and the energy recovery basic torque, the energy recovery basic torque of the vehicle is obtained.

6. The method according to claim 3, characterized in that The obtaining of the comprehensive energy recovery coefficient based on the vehicle driving information includes: Obtaining the remaining information of the vehicle except the vehicle speed, and obtaining the corresponding energy recovery sub-coefficient through a preset corresponding relationship between the corresponding driving information and the energy recovery sub-coefficient; Based on the corresponding energy recovery sub-coefficients, a comprehensive energy recovery coefficient is obtained.

7. The method according to claim 4, characterized in that The driving information of the vehicle includes: braking tendency, distance to the preceding vehicle, road slope, vehicle slope driving information, weather information and battery performance information; the energy recovery sub-coefficient includes a first energy recovery sub-coefficient, a second energy recovery sub-coefficient, a third energy recovery sub-coefficient, a fourth energy recovery sub-coefficient, a fifth energy recovery sub-coefficient and a sixth energy recovery sub-coefficient; the comprehensive energy recovery coefficient satisfies: K 综合 =K1*[K2*(1-S1)+K3*S1]*K4*K5 Among them, K1 is the first energy recovery sub-coefficient, K2 is the second energy recovery sub-coefficient, K3 is the third energy recovery sub-coefficient; S1 is the fourth energy recovery sub-coefficient, K4 is the fifth energy recovery sub-coefficient; K5 is the sixth energy recovery sub-coefficient.

8. The method according to claim 1, characterized in that Based on the vehicle's energy recovery basic torque and energy recovery comprehensive coefficient, the energy recovery target torque is obtained including: The energy recovery target torque is the product of the vehicle's energy recovery basic torque and an energy recovery comprehensive coefficient.

9. An energy recovery control device, characterized in that: include: a determination unit, configured to determine an energy recovery mode of a vehicle, wherein the energy recovery mode of the vehicle includes a fixed mode and an intelligent mode; a processing unit, configured to control the vehicle to perform energy recovery in the intelligent mode when the energy recovery mode of the vehicle is the intelligent mode; The processing unit controls the vehicle to perform energy recovery in an intelligent mode, including: The processing unit acquires the energy recovery basic torque and the energy recovery comprehensive coefficient of the vehicle based on the driving information of the vehicle, wherein the driving information of the vehicle is used to characterize the driving state of the vehicle and the driving environment of the vehicle, and the energy recovery comprehensive coefficient is related to the driving information of the vehicle; The processing unit obtains an energy recovery target torque based on the energy recovery basic torque and the energy recovery comprehensive coefficient of the vehicle, and controls the vehicle to recover energy with the target energy recovery torque.

10. A vehicle, characterized in that: The energy recovery control method for the vehicle is the method described in any one of claims 1 to 8, or the vehicle includes the energy recovery control device described in claim 9.

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