Energy recovery control method, device and vehicle

Abstract

Embodiments of the present application provide an energy recovery control method and device and a vehicle. The method comprises determining an energy recovery mode of the vehicle, wherein the energy recovery mode of the vehicle comprises an intelligent mode. When the energy recovery mode of the vehicle is the intelligent mode, the vehicle performs energy recovery in the intelligent mode. The vehicle performing energy recovery in the intelligent mode comprises: obtaining an energy recovery basic torque and an energy recovery comprehensive coefficient of the vehicle based on driving information of the vehicle, wherein the driving information of the vehicle is used to represent a driving state of the vehicle and a driving environment in which the vehicle is located, and the energy recovery comprehensive coefficient is related to the driving information of the vehicle; obtaining an energy recovery target torque based on the energy recovery basic torque and the energy recovery comprehensive coefficient of the vehicle, and performing energy recovery with the target energy recovery torque. The embodiments of the present application are used to improve the problems of low energy recovery rate, influence on driving experience and influence on battery life, etc.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more particularly to an energy recovery control method, device, and vehicle. Background Technology

[0002] With increasing environmental awareness and the growing depletion of non-renewable resources, electric vehicles are gaining popularity among consumers. Energy recovery is a key technology for improving the range and energy efficiency of electric vehicles. However, current energy recovery strategies for vehicles still have shortcomings, including low recovery rates, negative impacts on driving experience, and reduced battery life. Summary of the Invention

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

[0004] In a first aspect, embodiments of this application provide an energy recovery control method, including:

[0005] Determine the vehicle's energy recovery mode, which includes intelligent mode.

[0006] When the vehicle's energy recovery mode is set to intelligent mode, the vehicle recovers energy in intelligent mode.

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

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

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

[0010] In one possible implementation of the first aspect, the overall energy recovery coefficient is related to the energy recovery sub-coefficient, which corresponds to the vehicle's driving information.

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

[0012] In one 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 braking tendency, the second energy recovery sub-coefficient corresponds to the distance to the vehicle ahead, the third energy recovery sub-coefficient corresponds to road gradient, the fourth energy recovery sub-coefficient corresponds to vehicle slope driving information, the fifth energy recovery sub-coefficient corresponds to weather information, and the sixth energy recovery sub-coefficient corresponds to battery performance information.

[0013] In one possible implementation of the first aspect, obtaining the vehicle's energy recovery base torque based on the vehicle's driving information includes:

[0014] Get the vehicle's speed.

[0015] Based on the vehicle speed and according to the preset correspondence between the vehicle speed and the energy recovery base torque, the energy recovery base torque of the vehicle is obtained.

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

[0017] The system acquires all vehicle driving information except for speed, and obtains the corresponding energy recovery sub-coefficient by matching the driving information with the preset correspondence between the energy recovery sub-coefficient and the energy recovery sub-coefficient.

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

[0019] In one possible implementation of the first aspect, the vehicle's driving information includes: braking tendency, distance to the vehicle in front, road gradient, vehicle slope driving information, weather information, and battery performance information. The energy recovery sub-coefficients include 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] Kcomprehension = 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 one possible implementation of the first aspect, obtaining the target energy recovery torque based on the vehicle's base energy recovery torque and comprehensive energy recovery coefficient includes:

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

[0024] Secondly, an energy recovery control device includes a determining unit and a processing unit. The determining unit is used to determine the energy recovery mode of a vehicle, which 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 vehicle's energy recovery mode 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 basic energy recovery torque and comprehensive energy recovery coefficient based on the vehicle's driving information. The vehicle's driving information is used to characterize the vehicle's driving status and the driving environment in which the vehicle is located. The comprehensive energy recovery coefficient is related to the vehicle's driving information.

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

[0028] Thirdly, embodiments of this application provide a vehicle, wherein the energy recovery control method of the vehicle is the method provided in the first aspect, or the vehicle includes an energy recovery control device provided in the second aspect.

[0029] In this embodiment, the basic energy recovery torque and the comprehensive energy recovery coefficient can be determined based on the vehicle's driving information. Therefore, this embodiment can adjust the basic energy recovery torque and the comprehensive energy recovery coefficient based on the vehicle's driving information, thereby achieving the goal of adjusting the target energy recovery torque, and ultimately improving energy recovery efficiency, enhancing the driving experience, and extending battery life. Attached Figure Description

[0030] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 A flowchart of an energy recovery control method provided in an embodiment of this application;

[0032] Figure 2A flowchart illustrating energy recovery in a vehicle in intelligent mode, provided in an embodiment of this application;

[0033] Figure 3a A flowchart for obtaining the vehicle's basic energy recovery torque based on the vehicle's driving information, provided in an embodiment of this application;

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

[0035] Figure 4 A flowchart illustrating the process of obtaining the comprehensive energy recovery coefficient based on vehicle driving information, as provided in this embodiment of the application.

[0036] Figure 5 A schematic diagram illustrating the principle of obtaining the comprehensive energy recovery coefficient based on the energy recovery sub-coefficient, provided for an embodiment of this application;

[0037] Figure 6 This is a logic diagram of a vehicle performing energy recovery in a fixed mode, as provided in an embodiment of this application. Detailed Implementation

[0038] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0039] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0040] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0041] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0042] In related technologies, electric vehicle energy recovery strategies include coasting energy recovery systems and braking energy recovery systems. These systems, when the vehicle is coasting or braking, use a reverse-rotating motor to act as a generator, converting the vehicle's kinetic energy into electrical energy and storing it in the battery, thereby reducing energy loss. The energy recovery level is closely related to the electrical energy generated during the recovery process. A higher energy recovery level results in a greater deceleration for the electric vehicle, leading to more electricity being stored in the battery. Of course, different energy recovery levels are designed to provide different users with a better driving experience during energy recovery in electric vehicles.

[0043] Although energy recovery systems have improved the energy efficiency of electric vehicles to some extent, they still have the following significant drawbacks:

[0044] 1. Low recovery efficiency: Braking energy recovery systems often rely on simple threshold control. The energy recovery torque cannot be adjusted in real time according to changes in vehicle driving status, battery status, and external environment, resulting in low energy recovery efficiency, which is more obvious in urban traffic with low speed or frequent start-stop.

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

[0046] 3. Insufficient consideration of battery life: Frequent charge and discharge cycles may put extra strain 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 cannot optimize energy recovery strategies in advance based on factors such as future road conditions and driver habits, so as to further improve economic efficiency.

[0048] like Figure 1 As shown in the figure, this application provides an energy recovery control method, including:

[0049] S100. Determine the vehicle's energy recovery mode, which includes intelligent mode.

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

[0051] For example, when a user selects "Smart" as the energy recovery level setting request through the vehicle's TICE system, the vehicle control unit (VCU) internally sets the energy recovery level status to "Smart" and feeds it back to the vehicle's TICE system via the CAN bus. The vehicle's TICE system then simultaneously highlights the "Smart" button.

[0052] S200: When the vehicle's energy recovery mode is set to intelligent mode, the vehicle performs energy recovery in intelligent 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 increasing the energy recovery rate.

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

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

[0056] The energy recovery baseline torque is the benchmark value for energy recovery. Vehicle driving information characterizes the vehicle's driving state and the driving environment it is in; the comprehensive energy recovery coefficient is related to this driving information. The vehicle's driving state includes its speed. The vehicle's driving environment refers to the road conditions and atmospheric environment in which the vehicle is located. Road conditions include road conditions and the distance between the vehicle and surrounding vehicles.

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

[0058] In one possible implementation, the overall energy recovery coefficient is related to the energy recovery sub-coefficient, which corresponds to the vehicle's driving information.

[0059] The energy recovery coefficient corresponds one-to-one with all other vehicle driving information except for vehicle speed. The energy recovery coefficient is used to characterize the degree of influence of the corresponding vehicle driving information.

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

[0061] Among them, the vehicle's slope driving information is used to characterize the driving conditions 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 this embodiment, integrated high-precision sensors can be used to monitor parameters such as vehicle speed, acceleration, braking status, and ambient temperature in real time. Furthermore, BMS (Battery Management System) data can be used to acquire key information such as battery SOC (State of Charge), SOH (State of Health), internal resistance, and temperature in real time; and the battery's charge and discharge characteristics can be analyzed to predict acceptable charging rates and capacity limits, avoiding overcharging and over-discharging, and extending battery life.

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

[0064] S311, obtain the vehicle speed.

[0065] like Figure 3b In step S311, the vehicle speed can be obtained through this Electronic Stability Control (ESC) system.

[0066] S312, based on the vehicle speed and according to the preset correspondence between the vehicle speed and the energy recovery base torque, obtains the vehicle's energy recovery base torque.

[0067] In step S312, the preset correspondence between vehicle speed and energy recovery baseline torque can be stored in a first MAP table. In one possible implementation, the first MAP table can be as shown in Table 1. It should be noted that Table 1 is only an exemplary illustration of the first MAP table and not a limitation. For example, the first MAP table can be in the form of a coordinate system or a graph.

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

[0069] Table 1

[0070] In Table 1, speeds can be specific speed values ​​or range values. When Va1, Va2, and Van are specific speed values, the speed closest to the vehicle's current speed is used as the reference in the first MAP table. For example, if the vehicle's current speed is closest to Va1 and the energy recovery base torque is T1, then K11 is used as the first energy recovery sub-coefficient K1. When Va1, Va2, and Van are speed ranges, for example, if the vehicle's speed is Va2 and the vehicle's energy recovery base torque is T2...

[0071] In one 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 K1, a fifth energy recovery sub-coefficient K4, and a sixth energy recovery sub-coefficient K5. The first energy recovery sub-coefficient corresponds to 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 road gradient, the fourth energy recovery sub-coefficient corresponds to vehicle slope driving information, the fifth energy recovery sub-coefficient corresponds to weather information, and the sixth energy recovery sub-coefficient corresponds to battery performance information.

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

[0073] 411. Obtain the vehicle's driving information other than its speed, and obtain the corresponding energy recovery sub-coefficient through the preset correspondence 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 driver's braking intention or the braking tendency of the vehicle's brakes in an automated driving system. Braking tendency can be determined based on brake opening and rate of change of braking force. After determining the braking tendency, the energy recovery coefficient K1 is derived based on vehicle speed and braking intention. For example, a large brake opening and a large rate of change of braking force may indicate a strong braking demand from the driver, requiring more braking force. In this case, the energy recovery torque should be appropriately reduced to avoid affecting braking performance. In practical implementation, this may include:

[0076] (i) Determine the driver’s braking intention 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, light braking, and coasting braking.

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

[0078] For example, the correspondence between vehicle speed, braking tendency, and the first energy recovery sub-coefficient is stored in the second MAP table. The second MAP table can be in the form shown in Table 2. It should be noted that Table 2 is merely an exemplary illustration of the second MAP table, and not a limitation. For example, the second MAP table can also be in the form of a coordinate system or a graph.

[0079]

[0080] Table 2

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

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

[0083] like Figure 3b As shown, based on the presence and distance signals from the ADAS (Advanced Driving Assistance System), the VCU (Vehicle Control Unit) determines whether deceleration or braking is necessary. The specific strategy is as follows:

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

[0085] (ii) When there is a vehicle ahead and the distance to the vehicle 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's power performance. The second energy recovery sub-coefficient K2, which corresponds to the vehicle speed and the distance to the vehicle, is set to 0.5.

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

[0087] (iv) When there are no vehicles ahead (e.g., distance > 80m), it is necessary to reduce the energy recovery torque to ensure vehicle acceleration performance. Set the second energy recovery sub-coefficient K2, which corresponds to the vehicle speed and distance, to 0.5.

[0088] The correspondence between the second energy recovery coefficient K2 and vehicle speed and distance can be stored in a MAP table, or it can be stored in their respective independent MAP tables according to the above classification.

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

[0090] like Figure 3b As shown, based on the high-definition map information sent by TICE (vehicle-to-everything system), the VCU estimates the road gradient. The VCU then calibrates the energy recovery coefficient K3 based on vehicle speed and gradient. The specific strategy is as follows:

[0091] (i) During downhill driving, as the slope increases, the component of the vehicle's weight along the road increases, leading to an increase in the braking torque distributed by the system, and thus more energy is recovered. When the vehicle speed is greater than the second preset speed value, the greater the slope, the more energy is recovered, and the third energy recovery sub-coefficient K3 is greater than 1. The correspondence between vehicle speed, slope, and the third energy recovery sub-coefficient K3 is stored in the MAP table. The second preset speed value can be 8 km / h.

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

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

[0094] (4) The fourth energy recovery sub-coefficient based on slope driving information, namely the fourth energy recovery sub-coefficient S1 based on slope and vehicle distance.

[0095] like Figure 3b As shown, when a vehicle is traveling on a slope and another vehicle ahead is braking, the energy recovery system needs to consider the impact of both the slope and the distance between the vehicles. The specific strategy is as follows:

[0096] (i) The VCU estimates the road gradient based on the high-resolution map information sent by TICE.

[0097] (ii) The VCU determines whether there is a vehicle ahead or not and the distance to the vehicle ahead based on the status of whether there is a vehicle ahead and the distance to the vehicle ahead sent by the ADAS system.

[0098] (iii) When there is no vehicle ahead or the distance to the vehicle ahead is greater than the safe distance and the slope is steep, the vehicle's gravitational potential energy is converted into kinetic energy, increasing the potential for regenerative braking. Considering that the influence of slope on energy recovery is greater than that of distance, the fourth energy recovery sub-coefficient S1 is set to > 0.5; otherwise, the fourth energy recovery sub-coefficient S1 < 0.5. Specifically, the fourth energy recovery sub-coefficient S1 is obtained based on the correspondence between slope, distance, and the fourth energy recovery sub-coefficient S1. The correspondence between slope, distance, and the fourth energy recovery sub-coefficient S1 is stored in the MAP table.

[0099] (iv) For vehicles with no slope and a distance greater than the safe distance, or vehicles with a slope and a distance too small, braking should be given priority to ensure safety. In this case, energy recovery may not be the primary consideration. The fourth energy recovery coefficient S1 is set to 0.

[0100] (5) The fifth energy recovery coefficient K4 based on meteorological information

[0101] like Figure 3b As shown, considering the significant impact of severe weather on energy recovery, primarily including low temperatures, poor visibility at night, and rain, fog, or snow, the specific strategies are as follows:

[0102] (i) The VCU collects ambient temperature data from the ambient temperature sensor and uses the meteorological information sent by the TICE to determine whether it is nighttime or rainy, foggy, or snowy weather.

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

[0104] (iii) When it is nighttime, if the vehicle speed is greater than the fourth preset speed value (e.g., 40km / h), there is a vehicle in front, and the distance between the vehicles is less than the first preset distance (e.g., 10m), 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, and the vehicle speed is greater than the fourth preset speed value (e.g., 40 km / h), there is a vehicle ahead, and the distance between the vehicles is less than the first preset distance (e.g., 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.

[0106] (v) If two or more of the above situations are encountered, the minimum value of the fifth energy recovery coefficient K4 shall be taken as the final fifth energy recovery coefficient K4 based on meteorological information.

[0107] (6) The sixth energy recovery coefficient K5 based on battery performance, i.e., the energy recovery coefficient K5 based on battery SOC state.

[0108] When the battery's state of charge (SOC) is too high, the energy recovered should be reduced to avoid overcharging the power battery. Specific strategies are as follows:

[0109] If the battery SOC is greater than 95% (calibrable) and the battery is going downhill for an extended period of time (e.g., downhill time exceeds 2 minutes), set the sixth energy recovery sub-coefficient K5 to 0; otherwise, set the sixth energy recovery sub-coefficient K5 to 1.

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

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

[0112] In one possible implementation, vehicle driving information includes: braking tendency, distance to the vehicle in front, road gradient, vehicle slope driving information, weather information, and battery performance information. Energy recovery sub-coefficients include 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. For example... Figure 5 As shown, the overall energy recovery coefficient satisfies:

[0113] Kcomprehensive = 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 some of the following: braking tendency, distance to the vehicle in front, road slope, vehicle slope driving information, weather information, and battery performance information, the remaining parameters not included are set to fixed values ​​(e.g., Ki is 1 or S1 is 0.5, where Ki is K1\K2\K3\K4\K5), and then calculated according to the aforementioned formula (1). For example, if the driving information includes braking tendency, distance to the vehicle in front, and road slope, then the fourth energy recovery sub-coefficient S1 is set to 0.5, K5 is set to 1, and K6 is set to 1. Then Kcomprehensive = K1*[K2*0.5+K3*0.5] = K1*[K2*(1-0.5)+K3*0.5]*1*1.

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

[0117] In step S220, after obtaining the vehicle's basic energy recovery torque and comprehensive energy recovery coefficient, a target energy recovery torque is obtained through a preset calculation method. The vehicle then recovers energy using the target energy recovery torque.

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

[0119] In one possible implementation, the acquisition period of each sensor can be set based on actual needs, such as 5ms.

[0120] In one possible implementation, obtaining the target energy recovery torque based on the vehicle's base energy recovery torque and comprehensive energy recovery coefficient includes: using the product of the vehicle's base energy recovery torque and comprehensive energy recovery coefficient as the target energy recovery torque. That is...

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

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

[0123] Vehicle energy recovery in a fixed mode includes:

[0124] Determine the vehicle's driving mode; based on the driving mode, determine the vehicle's fixed mode state. Then, determine the target torque for energy recovery based on the vehicle's fixed mode state, and perform energy recovery using the target torque.

[0125] In this step, the VCU can determine the vehicle's driving mode by recognizing gear information and motor status. The vehicle's driving modes include Eco, Standard, and Sport modes.

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

[0127] When a user selects "Economy Mode" on the vehicle's TICE system, the vehicle control unit (VCU) internally sets the driving mode to "Economy Mode" and sends this information back to the vehicle's TICE system via the CAN bus. The vehicle's TICE system then simultaneously highlights the Economy Mode button.

[0128] When a user selects "Standard Mode" as the driving mode setting on the vehicle's TICE system, the vehicle control unit (VCU) internally sets the driving mode status to "Standard Mode" and feeds this information back to the vehicle's TICE system via the CAN bus. The vehicle's TICE system then simultaneously highlights the Standard Mode button.

[0129] When a user selects "Sport Mode" as the driving mode setting on the vehicle's TICE system, the vehicle control unit (VCU) internally sets the driving mode status to "Sport Mode" and feeds this information back to the vehicle's TICE system via the CAN bus. The vehicle's TICE system then simultaneously highlights the Sport Mode button.

[0130] The vehicle's fixed mode states include: first state, second state, and third state.

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

[0132] When the vehicle's driving mode is set to Eco, the vehicle's fixed mode state is the first state. The first state can be a strong state, meaning that the vehicle's energy recovery mode is in strong mode during the first state.

[0133] When the vehicle's driving mode is in standard mode, the vehicle's fixed mode state is the second state. The second state can be the standard state, meaning that the vehicle's energy recovery mode in the second state is the standard mode.

[0134] When the vehicle's driving mode is Sport, the vehicle's fixed mode state is the third state. The third state can be a weak state. That is, the vehicle's energy recovery mode in the third state is a weak mode.

[0135] The correspondence between energy recovery modes and target torque for energy recovery can be stored in a MAP table. Therefore, based on the MAP table, after determining the vehicle's driving mode, the target torque for energy recovery can be obtained from the MAP table, and energy recovery can be performed using the target torque.

[0136] like Figure 6 As shown, when the user's current driving mode is Eco mode and the vehicle is in the intelligent energy recovery level, the vehicle controller (VCU) automatically adjusts to a strong energy recovery level, with the following advantages:

[0137] (1) Extend driving range

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

[0139] (2) Enhance braking effect

[0140] In situations requiring emergency braking, the high 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, the economic model 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, when the current user selects the standard driving 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 level of energy recovery efficiency while maintaining driving comfort and smoothness. It avoids overly aggressive energy recovery that results in a strong drag, and also avoids ignoring potential energy recovery opportunities due to excessively low recovery efficiency, thus striking a balance between power and economy.

[0146] (2) Wide adaptability

[0147] For most driving scenarios, the standard mode provides a suitable driving experience. Whether on city roads, highways, or country lanes, the standard energy recovery level allows the vehicle to drive in a relatively smooth manner, adapting to different road conditions and driving needs.

[0148] (3) Economic efficiency

[0149] While Standard Mode may not perform as well as High Energy Recovery Level in terms of energy recovery, it can still improve a vehicle's energy efficiency to some extent. Through a well-designed energy recovery strategy, Standard Mode can help extend a vehicle's driving range and reduce energy consumption, thereby improving fuel economy to some extent.

[0150] like Figure 6 As shown, when the user's current driving mode is Sport mode and the vehicle is in intelligent energy recovery mode, considering both the user's driving experience and energy management, the vehicle controller (VCU) automatically adjusts to a weaker energy recovery level. The advantages are as follows:

[0151] (1) Improve driving responsiveness

[0152] Sport mode is designed to provide stronger power performance for rapid acceleration when needed. Setting the energy recovery level to "weak" reduces the drag caused by energy recovery, making vehicle acceleration more direct and rapid. In weak recovery mode, the vehicle decelerates more smoothly after releasing the accelerator, which helps the driver to better control the vehicle, especially in driving scenarios requiring quick responses.

[0153] (2) Improve driving comfort

[0154] The mild regenerative braking mode reduces the drag sensation during deceleration, making the driving experience smoother and more comfortable. This comfort is especially important in Sport mode, as it helps reduce fatigue that may result from aggressive driving. In scenarios requiring prolonged high-speed driving, such as on highways, the mild regenerative braking mode ensures smoother deceleration, preventing excessive drag from affecting driving stability.

[0155] (3) Extend battery life

[0156] While the primary purpose of energy recovery is to improve energy efficiency and driving range, excessively high recovery levels can put a strain on the battery. In Sport mode, if the driver frequently performs rapid acceleration and deceleration, setting the energy recovery level to "weak" can reduce the burden on the battery to some extent, thereby helping to extend battery life.

[0157] In this embodiment, an intelligent energy recovery strategy is developed by combining weather, vehicle speed, distance, real-time road conditions, and driver habits (which can be characterized by braking tendency) and using an energy recovery level coefficient to dynamically adjust the energy recovery strategy, balancing the relationship between energy recovery efficiency, driving experience, and battery protection.

[0158] The technical solution provided in this application integrates multi-source data such as vehicle status, battery status, external environment, vehicle distance, slope, and driver habits, improving prediction accuracy and strategy formulation accuracy. Simultaneously, the introduction of intelligent prediction and optimized control strategies enables real-time dynamic adjustment of the energy recovery strategy, significantly improving recovery efficiency and driving experience. Furthermore, this application fully considers battery characteristics and formulates a recovery strategy based on battery status, effectively extending battery life.

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

[0160] 1. Through intelligent prediction and optimized control, precise matching of energy recovery strategies is achieved, effectively improving the amount of energy recovered, especially under complex and ever-changing urban conditions.

[0161] 2. While ensuring efficient recovery, the system maintains good driving smoothness and improves passenger comfort through precise control of braking force distribution.

[0162] 3. Taking into account the battery characteristics, a reasonable charging and discharging strategy was formulated to avoid overcharging and over-discharging, thus significantly extending the battery's lifespan.

[0163] 4. Integrating advanced data analysis, prediction, and optimization algorithms enables the energy recovery system to have a high level of intelligence and to adaptively adjust according to different operating conditions and user needs.

[0164] This application also provides an energy recovery control device, including a determining unit and a processing unit. The determining unit is used to determine the energy recovery mode of the vehicle, which 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 vehicle's energy recovery mode 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 basic energy recovery torque and comprehensive energy recovery coefficient based on the vehicle's driving information. The vehicle's driving information is used to characterize the vehicle's driving status and the driving environment in which the vehicle is located. The comprehensive energy recovery coefficient is related to the vehicle's driving information.

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

[0168] In one possible implementation, the overall energy recovery coefficient is related to an energy recovery sub-coefficient, which corresponds to the vehicle's driving information.

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

[0170] In one 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 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 road gradient, the fourth energy recovery sub-coefficient corresponds to vehicle slope driving information, the fifth energy recovery sub-coefficient corresponds to weather information, and the sixth energy recovery sub-coefficient corresponds to battery performance information.

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

[0172] The processing unit obtains the vehicle's speed;

[0173] The processing unit obtains the vehicle's energy recovery base torque based on the vehicle's speed and according to a preset correspondence between the vehicle speed and the energy recovery base torque.

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

[0175] The processing unit obtains all information from the vehicle's driving information except for the vehicle speed, and obtains the corresponding energy recovery sub-coefficient through the preset correspondence between the corresponding driving information and the energy recovery sub-coefficient.

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

[0177] In one possible implementation, the vehicle's driving information includes: braking tendency, distance to the vehicle in front, road gradient, vehicle slope driving information, weather information, and battery performance information; the energy recovery sub-coefficients include 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] Kcomprehension = K1 * [K2 * (1 - S1) + K3 * S1] * K4 * K5

[0179] 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.

[0180] In one possible implementation, the processing unit obtains the target energy recovery torque based on the vehicle's base energy recovery torque and comprehensive energy recovery coefficient, including:

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

[0182] This application also provides a vehicle, wherein the energy recovery control method of the vehicle is the method provided in any of the foregoing embodiments, or the vehicle includes the energy recovery control device provided in any of the foregoing embodiments.

[0183] Based on the vehicle provided in the embodiments of this application, intelligent energy recovery can be realized, thereby achieving precise matching of energy recovery strategies and effectively improving the amount of energy recovered, especially under complex and ever-changing urban conditions, its energy recovery effect is particularly outstanding.

[0184] The same or similar parts between the various embodiments in this specification can be referred to mutually, and embodiments or implementations that do not conflict can be combined with each other. In particular, for the device embodiments and terminal embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and the relevant parts can be referred to the description in the method embodiments.

Claims

1. An energy recovery control method characterized by, The method comprises the following steps: 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 intelligent mode, the vehicle performs energy recovery in the intelligent mode; wherein the vehicle performing energy recovery in the intelligent mode comprises: obtaining an energy recovery basic torque of the vehicle and an energy recovery comprehensive coefficient based on driving information of the vehicle, wherein the driving information of the vehicle is used to represent a driving state of the vehicle and a driving environment in which the vehicle is located, and the energy recovery comprehensive coefficient is related to the driving information of the vehicle; obtaining an energy recovery target torque based on the energy recovery basic torque and the energy recovery comprehensive coefficient of the vehicle, and performing energy recovery in the target energy recovery torque; the energy recovery comprehensive coefficient is related to an energy recovery sub-coefficient, and the energy recovery sub-coefficient corresponds to the driving information of the vehicle; the driving information of the vehicle comprises a vehicle speed; and the driving information of the vehicle further comprises at least one of a braking tendency, a vehicle distance from a preceding vehicle, a road slope, vehicle slope driving information, weather information, and battery performance information; the energy recovery sub-coefficient comprises 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 vehicle distance from 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 weather information, and the sixth energy recovery sub-coefficient corresponds to the battery performance information; the driving information of the vehicle comprises the braking tendency, the vehicle distance from the preceding vehicle, the road slope, the vehicle slope driving information, the weather information, and the battery performance information; the energy recovery sub-coefficient comprises the first energy recovery sub-coefficient, the second energy recovery sub-coefficient, the third energy recovery sub-coefficient, the fourth energy recovery sub-coefficient, the fifth energy recovery sub-coefficient, and the sixth energy recovery sub-coefficient; and the energy recovery comprehensive coefficient satisfies: ； 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.

2. The method of claim 1, wherein, the obtaining of the energy recovery basic torque of the vehicle based on the driving information of the vehicle comprises: obtaining a vehicle speed of the vehicle; obtaining the energy recovery basic torque of the vehicle based on the vehicle speed of the vehicle and a preset corresponding relationship between the vehicle speed and the energy recovery basic torque.

3. The method of claim 1, wherein, the obtaining of the energy recovery comprehensive coefficient based on the driving information of the vehicle comprises: obtaining remaining information in the driving information of the vehicle except for the vehicle speed, and obtaining a corresponding energy recovery sub-coefficient through a preset corresponding relationship between the corresponding driving information and the energy recovery sub-coefficient; obtaining the energy recovery comprehensive coefficient based on the corresponding energy recovery sub-coefficient.

4. The method of claim 1, wherein, the obtaining of the energy recovery target torque based on the energy recovery basic torque and the energy recovery comprehensive coefficient of the vehicle comprises: The energy recovery target torque is a product of a basic energy recovery torque of the vehicle and an energy recovery comprehensive coefficient.

5. An energy recovery control device characterized by comprising: Comprise: A determination unit configured to determine an energy recovery mode of a vehicle, the energy recovery mode of the vehicle comprising 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; Wherein, the processing unit controlling the vehicle to perform energy recovery in the intelligent mode comprises: The processing unit obtains a basic energy recovery torque of the vehicle and an energy recovery comprehensive coefficient based on driving information of the vehicle, the driving information of the vehicle being used to represent a driving state of the vehicle and a driving environment in which the vehicle is located, and the energy recovery comprehensive coefficient being related to the driving information of the vehicle; The processing unit obtains an energy recovery target torque based on the basic energy recovery torque of the vehicle and the energy recovery comprehensive coefficient, and controls the vehicle to perform energy recovery in the target energy recovery torque; The energy recovery comprehensive coefficient is related to an energy recovery sub-coefficient, and the energy recovery sub-coefficient corresponds to the driving information of the vehicle; The driving information of the vehicle comprises a vehicle speed, and the driving information of the vehicle further comprises at least one of a braking tendency, a vehicle distance from a preceding vehicle, a road slope, vehicle information of slope driving, weather information, and battery performance information; The energy recovery sub-coefficient comprises 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 vehicle distance from the preceding vehicle, the third energy recovery sub-coefficient corresponds to the road slope, the fourth energy recovery sub-coefficient corresponds to the vehicle information of slope driving, the fifth energy recovery sub-coefficient corresponds to the weather information, and the sixth energy recovery sub-coefficient corresponds to the battery performance information; The driving information of the vehicle comprises the braking tendency, the vehicle distance from the preceding vehicle, the road slope, the vehicle information of slope driving, the weather information, and the battery performance information; the energy recovery sub-coefficient comprises the first energy recovery sub-coefficient, the second energy recovery sub-coefficient, the third energy recovery sub-coefficient, the fourth energy recovery sub-coefficient, the fifth energy recovery sub-coefficient, and the sixth energy recovery sub-coefficient; and the energy recovery comprehensive coefficient satisfies: ； 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.

6. A vehicle characterized by comprising: The energy recovery control method of the vehicle is the method according to any one of claims 1-4, or the vehicle comprises the energy recovery control device according to claim 5.

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