Vehicle control method and device

Abstract

The invention discloses a vehicle control method and device and relates to the technical field of electric vehicles. The method comprises the steps that first energy recovery torque is calculated according to a first driving parameter of the vehicle, and the first driving parameter comprises the yaw velocity; and controlling the vehicle to perform energy recovery according to the first energy recovery torque. The method is helpful to guarantee the safety of vehicle driving and guarantee the driving experience.

Description

Vehicle control method and device Technical Field

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

[0002] With severe air pollution and frequent smog, environmental protection has drawn widespread attention. Consequently, the development of electric vehicles (EVs) has drawn significant attention worldwide. Energy recovery is often used to improve EV energy efficiency and address the range limitations of EVs.

[0003] However, in some current designs, EVs are prone to rear axle skidding or drifting during energy recovery in certain scenarios, posing safety concerns. In other designs, when skidding or drifting occurs, the EV's electronic stability control system (ESC) triggers a correction and simultaneously requests the vehicle control unit (VCU) or vehicle domain controller (VDC) to discontinue regenerative braking. This control operation can cause the EV to experience a "rushing" sensation.

[0004] Therefore, in the energy recovery solution, how to ensure vehicle safety and driving experience remains an important issue that needs to be addressed urgently.

[0005] Summary of the Invention

[0006] The present application provides a vehicle control method and device, which helps to ensure the safety of vehicle driving and the driving experience.

[0007] In the first aspect, an embodiment of the present application provides a vehicle control method, which can be implemented by a vehicle control device, which can be deployed on the vehicle side, for example, it can be a vehicle control unit (VCU) or a vehicle domain controller (VDC), etc. The embodiment of the present application does not limit the product form of the vehicle control device. The vehicle can be a two-wheel drive electric vehicle or a four-wheel drive electric vehicle. The vehicle can use a rear-wheel drive motor as the main recovery motor to perform energy recovery of the vehicle. For example, the main recovery motor of the vehicle can be a permanent magnet synchronous motor. In the four-wheel drive electric vehicle scenario, the vehicle can include a rear-wheel drive motor (for example, represented as a first motor) and a front-wheel drive motor (for example, a second motor). The vehicle control device can use the method of the embodiment of the present application to calculate the energy recovery torque of at least one motor of the vehicle to control the vehicle to perform energy recovery.

[0008] The method may include: calculating a first energy recovery torque based on a first driving parameter of the vehicle, wherein the first driving parameter includes a yaw rate; and controlling the vehicle to perform energy recovery based on the first energy recovery torque.

[0009] This method allows the vehicle control unit to calculate the regenerative torque in real time, taking into account driving parameters such as yaw rate. This dynamically limits the intensity of the vehicle's regenerative braking, minimizing or even preventing instability (such as sideways skidding or drifting) during regenerative braking in certain scenarios (e.g., cornering), thereby ensuring vehicle safety. Furthermore, this method can reduce the need for ESC corrections due to vehicle instability, preventing the vehicle from experiencing a "rushing" sensation, and thus enhancing the driving experience.

[0010] In combination with the first aspect, in one possible design, the method also includes: determining that the vehicle satisfies at least one of the following first activation conditions: the yaw angular velocity of the vehicle is greater than or equal to a first value; the speed of the vehicle is greater than or equal to a second value; or the value of the braking force request information of the vehicle is greater than or equal to a third value.

[0011] Through this method, the vehicle control device can configure the dynamic energy recovery function and determine whether the dynamic energy recovery function needs to be activated through real-time monitoring of the vehicle's relevant driving parameters, so that after the dynamic energy recovery function is activated, the intensity of the vehicle's energy recovery can be dynamically limited by dynamically adjusting the energy recovery torque.

[0012] In combination with the first aspect, in a possible design, the first driving parameter includes speed, and calculating the first energy recovery torque based on the first driving parameter of the vehicle includes: calculating a first intervention value based on the yaw angular velocity and the speed; and calculating the first energy recovery torque based on the first intervention value.

[0013] By means of this method, the vehicle control device may be configured to flexibly calculate the first energy recovery torque, for example, by calculating the first energy recovery torque by calculating a first intervention value.

[0014] In conjunction with the first aspect, in one possible design, the first driving parameter includes braking force request information, and calculating the first energy regeneration torque based on the first driving parameter of the vehicle includes: calculating a second intervention value based on the braking force request information and the vehicle speed; and calculating the first energy regeneration torque based on the second intervention value. For example, the braking force request information may include brake pedal opening information.

[0015] By means of this method, the vehicle control device can be configured to flexibly calculate the first energy recovery torque, for example, by calculating the first energy recovery torque by calculating the second intervention value.

[0016] In combination with the first aspect, in a possible design, calculating the first energy recovery torque based on the first driving parameter of the vehicle includes: calculating the first energy recovery torque based on the larger value of the first intervention value and the second intervention value.

[0017] Through this method, the vehicle control device can calculate different intervention values ​​according to different first driving parameters, and select a larger intervention value to dynamically limit the energy recovery intensity of the vehicle, thereby avoiding the vehicle from becoming unstable as much as possible.

[0018] In combination with the first aspect, in a possible design, the method may also include: obtaining a first distribution ratio of the energy recovery torque; controlling the vehicle to perform energy recovery based on the first energy recovery torque, including: calculating a second energy recovery torque based on the first energy recovery torque and the first distribution ratio; controlling the first motor of the vehicle to perform energy recovery based on the second energy recovery torque.

[0019] In combination with the first aspect, in a possible design, the method may also include: calculating a third energy recovery torque based on the first energy recovery torque and the second distribution ratio, where the second distribution ratio is the difference between 1 and the first distribution ratio; and controlling the second motor of the vehicle to perform energy recovery based on the third energy recovery torque.

[0020] Through this method, the vehicle control device can activate the dynamic distribution function, and distribute the energy recovery torque to different motors of the vehicle as needed, so that different motors can each bear part of the energy recovery capacity, so as to prevent the vehicle from becoming unstable and ensure driving safety while making the vehicle's total energy recovery intensity as optimal as possible.

[0021] In combination with the first aspect, in a possible design, the method may further include: calculating the friction braking force based on the first energy recovery torque and a third distribution ratio, the third distribution ratio being the difference between 1 and the first distribution ratio; and controlling the master cylinder pressure or wheel cylinder pressure of the vehicle based on the friction braking force.

[0022] Through this method, the vehicle control device can activate the dynamic friction braking function and dynamically adjust the friction braking force to control the vehicle stability, thereby ensuring the vehicle's driving safety and driving experience.

[0023] In combination with the first aspect, in a possible design, the first distribution ratio of obtaining the energy recovery torque includes: querying the first distribution ratio from preset distribution ratio information based on the second driving parameter of the vehicle, wherein the second driving parameter includes the yaw angular velocity and / or longitudinal acceleration.

[0024] Through this method, as an example, the vehicle control device can obtain the first distribution ratio of the energy recovery torque by a similar method such as looking up a table.

[0025] In combination with the first aspect, in one possible design, the method further includes: determining that the vehicle satisfies at least one of the following second activation conditions: the yaw angular velocity of the vehicle is greater than or equal to a fourth value; or, the longitudinal acceleration of the vehicle is greater than or equal to a fifth value.

[0026] Through this method, the vehicle control device can configure the dynamic allocation function and determine whether the dynamic allocation function needs to be activated through real-time monitoring of the vehicle's relevant driving parameters, so that after activating the dynamic allocation function, the intensity of the vehicle's energy recovery can be dynamically adjusted through the dynamic allocation of the energy recovery torque of different motors.

[0027] In combination with the first aspect, in a possible design, the method also includes: when starting the energy recovery function, calculating the fourth energy recovery torque based on the third driving parameter of the vehicle, the third driving parameter including at least one of the following: accelerator pedal opening information, battery state of charge SOC, speed, gear, driving mode, road mode; calculating the first energy recovery torque based on the first driving parameter of the vehicle includes: calculating the first energy recovery torque based on the first driving parameter and the fourth energy recovery torque.

[0028] Through this method, the vehicle control device can calculate the fourth energy recovery torque in real time based on the driving parameter information obtained in real time. The fourth energy recovery torque can be used as the initial energy recovery torque of the dynamic energy recovery function, so that the vehicle control device can dynamically limit the intensity of the vehicle's energy recovery torque based on the fourth energy recovery torque.

[0029] In conjunction with the first aspect, in one possible design, the method further includes: calculating a front axle slip ratio and a rear axle slip ratio based on a fourth driving parameter of the vehicle, the fourth driving parameter including at least one of the following: wheel speed, speed, or axle speed; and adjusting the first energy recovery torque based on the front axle slip ratio, the rear axle slip ratio, and a target slip ratio boundary value. In conjunction with the first aspect, in one possible design, the method further includes: determining the target slip ratio boundary value based on a road surface type of the vehicle.

[0030] Through this method, the vehicle control device can adjust the energy recovery torque to be output according to the road conditions on which the vehicle is located.

[0031] In a second aspect, an embodiment of the present application provides a vehicle control device, which may include: a calculation unit for calculating a first energy recovery torque based on a first driving parameter of the vehicle, wherein the first driving parameter includes a yaw angular velocity; and a control unit for controlling the vehicle to perform energy recovery based on the first energy recovery torque.

[0032] In combination with the second aspect, in one possible design, the device also includes a determination unit for determining that the vehicle satisfies at least one of the following first activation conditions: the yaw angular velocity of the vehicle is greater than or equal to a first value; the speed of the vehicle is greater than or equal to a second value; or the value of the braking force request information of the vehicle is greater than or equal to a third value.

[0033] In combination with the second aspect, in a possible design, the first driving parameter includes speed, and the calculation unit is specifically used to: calculate a first intervention value based on the yaw angular velocity and the speed; and calculate the first energy recovery torque based on the first intervention value.

[0034] In combination with the second aspect, in a possible design, the first driving parameter includes braking force request information, and the calculation unit is specifically used to: calculate the second intervention value based on the braking force request information and the speed; and calculate the first energy recovery torque based on the second intervention value.

[0035] In combination with the second aspect, in a possible design, the calculation unit is specifically used to calculate the first energy recovery torque according to the larger value of the first intervention value and the second intervention value.

[0036] In combination with the second aspect, in a possible design, the device also includes: an acquisition unit for obtaining a first distribution ratio of the energy recovery torque; the control unit is specifically used to: calculate the second energy recovery torque according to the first energy recovery torque and the first distribution ratio through the calculation unit; and control the first motor of the vehicle to perform energy recovery according to the second energy recovery torque.

[0037] In combination with the second aspect, in a possible design, the control unit is also used to: calculate a third energy recovery torque based on the first energy recovery torque and the second distribution ratio through the calculation unit, where the second distribution ratio is the difference between 1 and the first distribution ratio; and control the second motor of the vehicle to perform energy recovery based on the third energy recovery torque.

[0038] In combination with the second aspect, in a possible design, the control unit is also used to: calculate the friction braking force based on the first energy recovery torque and the third distribution ratio through the calculation unit, and the third distribution ratio is the difference between 1 and the first distribution ratio; and control the master cylinder pressure or wheel cylinder pressure of the vehicle based on the friction braking force.

[0039] In combination with the second aspect, in a possible design, the acquisition unit is specifically used to: query the first distribution ratio from the preset distribution ratio information based on the second driving parameter of the vehicle, wherein the second driving parameter includes the yaw angular velocity and / or longitudinal acceleration.

[0040] In combination with the second aspect, in one possible design, the device also includes a determination unit for determining whether the vehicle satisfies at least one of the following second activation conditions: the yaw angular velocity of the vehicle is greater than or equal to a fourth value; or, the longitudinal acceleration of the vehicle is greater than or equal to a fifth value.

[0041] In combination with the second aspect, in a possible design, the calculation unit is also used to: when the energy recovery function is started, calculate the fourth energy recovery torque according to the third driving parameter of the vehicle, and the third driving parameter includes at least one of the following: accelerator pedal opening information, battery state of charge SOC, speed, gear, driving mode, road mode; the calculation unit calculates the first energy recovery torque according to the first driving parameter of the vehicle, including: calculating the first energy recovery torque according to the first driving parameter and the fourth energy recovery torque.

[0042] In combination with the second aspect, in a possible design, the calculation unit is also used to: calculate the front axle slip rate and the rear axle slip rate based on a fourth driving parameter of the vehicle, the fourth driving parameter including at least one of the following: wheel speed, speed or axle speed; adjust the first energy recovery torque based on the front axle slip rate, the rear axle slip rate and the target slip rate boundary value.

[0043] In combination with the second aspect, in a possible design, the device further includes: a determination unit, configured to determine the target slip rate boundary value according to a road surface type of the road on which the vehicle is located.

[0044] In a third aspect, an embodiment of the present application provides a communication device, comprising a processor coupled to a memory: the processor is used to execute a computer program or instruction stored in the memory, so that the device executes the method described in the first aspect and any possible design of the first aspect.

[0045] In a fourth aspect, an embodiment of the present application provides a vehicle, comprising a unit for implementing the method described in the first aspect and any possible design of the first aspect.

[0046] In a fifth aspect, an embodiment of the present application provides a readable storage medium, including a program or instruction. When the program or instruction is executed, the method described in the first aspect and any possible design of the first aspect is executed.

[0047] In a sixth aspect, an embodiment of the present application provides a computer program product, which, when executed on a computer, enables the computer to execute the method described in the first aspect and any possible design of the first aspect.

[0048] In a seventh aspect, an embodiment of the present application provides a terminal device, comprising a unit for implementing the method described in the first aspect and any possible design of the first aspect, or a unit for implementing the method described in the second aspect and any possible design of the second aspect. By way of example, the terminal device includes, but is not limited to: intelligent transportation equipment (such as cars, ships, drones, trains, trucks, etc.), intelligent manufacturing equipment (such as robots, industrial equipment, intelligent logistics, smart factories, etc.), and intelligent terminals (mobile phones, computers, tablet computers, PDAs, desktops, headphones, speakers, wearable devices, vehicle-mounted devices, etc.).

[0049] Based on the implementations provided in the above aspects, the embodiments of the present application can be further combined to provide more implementations.

[0050] The technical effects that can be achieved by any possible implementation method in any of the second to seventh aspects mentioned above can be referred to the description of the technical effects that can be achieved by any possible implementation method in any of the first to second aspects mentioned above, and the repetitions will not be discussed. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] FIG1 is a schematic diagram showing an application scenario to which an embodiment of the present application is applicable;

[0052] FIG2 is a schematic diagram showing the principle of a vehicle control method according to an embodiment of the present application;

[0053] FIG3 is a schematic flow chart of a vehicle control method according to an embodiment of the present application;

[0054] 4 to 6 are schematic flow charts showing vehicle control methods under different circumstances according to an embodiment of the present application;

[0055] FIG7 shows a schematic structural diagram of a vehicle control device according to an embodiment of the present application;

[0056] FIG8 shows a schematic structural diagram of a communication device according to an embodiment of the present application. DETAILED DESCRIPTION

[0057] The embodiments of the present application provide a vehicle control method and device, which help to ensure the safety of vehicle driving and the driving experience. Among them, the method and the device are based on the same technical concept. Since the principles of the method and the device to solve the problem are similar, the implementation of the device and the method can refer to each other, and the repeated parts will not be repeated. Moreover, in the various embodiments of the present application, if there is no special explanation and logical conflict, the terms and / or descriptions between the various embodiments are consistent and can be referenced to each other. The technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0058] It should be noted that the vehicle driving scheme in the embodiment of the present application can be applied to the Internet of Vehicles, such as vehicle to everything (V2X), long term evolution-vehicle (LTE-V), vehicle to vehicle (V2V), etc. For example, it can be applied to a vehicle with a driving mobile function, or other devices in a vehicle with a driving mobile function. The other devices include but are not limited to: other sensors such as an on-board terminal, an on-board controller, an on-board module, an on-board module, an on-board component, an on-board chip, an on-board unit, an on-board radar or an on-board camera. The vehicle can implement the vehicle driving method provided in the embodiment of the present application through the on-board terminal, on-board controller, on-board module, on-board module, on-board component, on-board chip, on-board unit, on-board radar or on-board camera. Of course, the control scheme in the embodiment of the present application can also be used for other intelligent terminals with mobile control functions other than vehicles, or be set in other intelligent terminals with mobile control functions other than vehicles, or be set in a component of the intelligent terminal. The intelligent terminal can be an intelligent transportation device, a smart home device, a robot, etc. For example, it includes but is not limited to smart terminals or controllers, chips, radars, cameras and other sensors, and other components within smart terminals.

[0059] It should be noted that, in the embodiments of the present application, "at least one" refers to one or more, and "more" refers to two or more. "And / or" describes the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can represent: the existence of A alone, the existence of A and B at the same time, and the existence of B alone, where A and B can be singular or plural. The character " / " generally indicates that the previous and next associated objects are in an "or" relationship. "At least one of the following items" or similar expressions refers to any combination of these items, including any combination of single items or plural items. For example, at least one of a, b, or c can represent: a, b, c, a and b, a and c, b and c, or a and b and c, where a, b, c can be single or multiple.

[0060] Furthermore, unless otherwise specified, ordinal numbers such as "first" and "second" in the embodiments of this application are used to distinguish between multiple objects and are not used to define the priority or importance of multiple objects. For example, "first indication information" and "second indication information" are only used to distinguish different indication information, and do not indicate a difference in priority or importance between the two indication information.

[0061] To facilitate understanding, the embodiments of the present application are introduced below with reference to the accompanying drawings.

[0062] FIG1 is a schematic diagram showing an application scenario to which an embodiment of the present application is applicable.

[0063] FIG1 is a schematic diagram of an application scenario applicable to an embodiment of the present application. This application scenario may include a vehicle 100. In one possible implementation, this application scenario may also include a cloud server 200, and the vehicle 100 and cloud server 200 may communicate via a network. In one embodiment, cloud server 200 may also be implemented as a virtual machine.

[0064] Some or all functions of the vehicle 100 are controlled by a computing platform 150 (or computer system). The computing platform 150 may include at least one processor 151, which may execute instructions 153 stored in a non-transitory computer-readable medium such as a memory 152. In some embodiments, the computing platform 150 may also be a plurality of computing devices that control individual components or subsystems of the vehicle 100 in a distributed manner. The processor 151 may be any conventional processor, such as a central processing unit (CPU). Alternatively, the processor 151 may also include a graphics processing unit (GPU), a field programmable gate array (FPGA), a system on chip (SoC), an application specific integrated circuit (ASIC), or a combination thereof.

[0065] Alternatively, the vehicle 100 may be a car, truck, motorcycle, bus, boat, airplane, helicopter, lawn mower, recreational vehicle, amusement park vehicle, construction equipment, tram, golf cart, train, etc., which is not particularly limited in this embodiment of the present application. In one possible implementation, the vehicle 100 may be an electric vehicle (EV), such as a two-wheel drive electric vehicle or a four-wheel drive electric vehicle, which is not particularly limited in this embodiment of the present application.

[0066] It should be understood that the structure of the vehicle in FIG1 should not be construed as limiting the embodiments of the present application.

[0067] The vehicle control method of the embodiment of the present application can be implemented by a vehicle control device, which can be an independent device, a chip or component in the vehicle 100 shown in Figure 1, or a software module that can be deployed on the relevant on-board equipment of the vehicle 100. The embodiment of the present application does not limit the product form and deployment method of the vehicle control device. In the following, for ease of understanding and description, the vehicle control scheme of the embodiment of the present application will be introduced by taking the vehicle control device as a vehicle control unit (VCU) or a vehicle domain controller (VDC) of the computing platform 150 integrated in the aforementioned vehicle 100 as an example.

[0068] The implementation principles of the embodiments of the present application are introduced below.

[0069] FIG2 is a schematic diagram showing the principle of the vehicle control method according to an embodiment of the present application. Referring to FIG2 , the VCU or VDC can interact with other modules in the vehicle to implement the vehicle control solution.

[0070] For example, the VCU or VDC can obtain at least one driving parameter of the vehicle through the vehicle's sensor system, constantly monitoring and collecting the vehicle's operating data. The sensor system may include, but is not limited to, a speed sensor, an acceleration sensor, an angular velocity sensor, a roll angle sensor, a steering wheel sensor, and other sensors. The at least one driving parameter obtained through the vehicle's sensor system may include, but is not limited to, speed, longitudinal (lateral) acceleration, yaw angular velocity, roll angle, steering wheel angle, heading angle, accelerator pedal position, brake pedal position, gear position, driving mode, road mode, and battery state of charge (SOC). The VCU or VDC can integrate the various driving parameters obtained from the sensor system to obtain information about the vehicle itself and its surrounding environment. This information can be used by the VCU or VDC to make vehicle control decisions. For example, the VCU or VDC can determine whether the vehicle currently has safety hazards such as skidding or drifting, and whether to activate the vehicle's dynamic control functions (such as dynamic energy recovery function, dynamic friction braking function or dynamic distribution function, etc.), so as to provide the vehicle with dynamic control functions in a timely manner when the vehicle has potential safety hazards, to ensure the vehicle's driving safety and driving experience.

[0071] When the vehicle's dynamic control function is activated, the VCU or VDC can send control instructions to the first motor, the second motor (optional) or the electronic stability control system (ESC) chassis controller through the in-vehicle communication network (or gateway), so that the first motor, the second motor (optional) or the ESC chassis controller can assist in controlling the vehicle's safe driving according to the control instructions from the VCU or VDC, thereby ensuring the vehicle's driving safety and driving experience.

[0072] In one possible implementation, during and after activation of the vehicle's dynamic control functions, the VCU or VDC may output reminder information to peripheral devices such as a touchscreen and speakers via a gateway to indicate the vehicle's control decision results to the driver, thereby facilitating the driver's awareness of the vehicle's dynamic changes. The VCU or VDC may also receive control information from the vehicle driver via (or through) peripheral devices such as a touchscreen and microphone. This control information may be associated with the aforementioned reminder information and may be used to assist the VCU or VDC in making vehicle control decisions.

[0073] It should be noted that in Figure 2, the bidirectional arrows between different modules are only used to indicate that the modules can communicate with each other, and do not limit any communication methods and information formats, etc. The VCU or VDC can use different communication methods or information formats to communicate with different modules. The VCU or VDC can also have protocol conversion or format conversion functions, which are not limited in this embodiment of the present application. The other modules in the vehicle shown in Figure 2 are only examples, and the dotted boxes only indicate that the corresponding modules are optional modules. The vehicle may not contain some of the modules shown in Figure 2, or may include other modules in addition to some of the modules shown in Figure 2, or replace some of the modules in Figure 2 with other modules not shown, which will not be repeated here. In some designs, the vehicle's sensing system may also be integrated in the VCU or VDC, which is not limited in this embodiment of the present application.

[0074] During implementation, referring to FIG3 , the vehicle control method may include the following steps:

[0075] S310: The vehicle control unit (eg, VCU or VDC) calculates a first energy recovery torque according to a first driving parameter of the vehicle.

[0076] S320: Controlling the vehicle to perform energy recovery according to the first energy recovery torque.

[0077] In the embodiments of the present application, the vehicle control device can integrate various driving parameters obtained by the vehicle's sensor system, constantly monitor the vehicle's electronic control unit (ECU) and the vehicle's surrounding environment, and determine the vehicle's current scenario and whether to activate the vehicle's dynamic control functions. Such dynamic control functions may include, but are not limited to, dynamic energy recovery, dynamic friction braking, or dynamic distribution.

[0078] Among them, the dynamic energy recovery function can be used to dynamically limit the energy recovery intensity of at least one motor of the vehicle before the vehicle shows signs of instability, so as to avoid instability such as skidding or tail-swinging, and ensure the vehicle's driving safety and driving experience. The dynamic friction braking function can also be used to dynamically adjust the vehicle's friction plate before the vehicle shows signs of instability to control the vehicle's stability, thereby ensuring the vehicle's driving safety and driving experience. The dynamic allocation function can be used to dynamically allocate control ratios to related control devices of the vehicle's front axle or rear axle before the vehicle shows signs of instability, and ensure the vehicle's driving safety and driving experience through overall drive control of the vehicle. Optionally, the dynamic friction braking function can also be replaced by a dynamic hydraulic braking function, which uses hydraulic braking compensation and decides whether to compensate the front axle or the rear axle to ensure that the vehicle has consistent deceleration and prevent the vehicle from having insufficient deceleration due to cornering.

[0079] During implementation, at least one activation condition can be preset in the vehicle control device. Then, during the driving process of the vehicle, the vehicle control device can determine whether to activate the relevant dynamic control function of the vehicle by comprehensively collecting various driving parameters to see whether they meet the corresponding activation conditions of each dynamic control function.

[0080] For example, based on monitoring requirements, the activation conditions for various dynamic control functions of the vehicle can be configured using driving parameters obtained through various means, and can be conditions that must be met for dynamic control, such as yaw rate, speed, brake force request information, and longitudinal acceleration. For example, the activation condition for the dynamic energy recovery function is represented as a first activation condition, which can include at least one of the following: the vehicle's yaw rate is greater than or equal to a first value; the vehicle's speed is greater than or equal to a second value; or the vehicle's brake force request information is greater than or equal to a third value. For another example, the activation condition for the dynamic allocation function is represented as a second activation condition, which can include at least one of the following: the vehicle's yaw rate is greater than or equal to a fourth value; or the longitudinal acceleration is greater than or equal to a fifth value. The activation condition for the dynamic friction braking function is represented as a third activation condition, which can be the same as the second activation condition.

[0081] The application of the above-mentioned various dynamic control functions in the vehicle's VCU or VDC can be specifically configured with reference to the vehicle's hardware. For example, in a two-wheel drive electric vehicle, the two-wheel drive electric vehicle may only include a rear-wheel drive motor, and the two-wheel drive electric vehicle can be controlled by applying the dynamic energy recovery function and dynamic friction braking function of the embodiment of the present application to the two-wheel drive electric vehicle. For example, in a four-wheel drive electric vehicle, the four-wheel drive electric vehicle includes a front-wheel drive motor and a rear-wheel drive motor, and the four-wheel drive electric vehicle can be controlled by applying at least one of the dynamic energy recovery function, dynamic friction braking function, or dynamic allocation function of the embodiment of the present application to the four-wheel drive electric vehicle, and the embodiment of the present application is not limited to this.

[0082] It should be noted that in the embodiments of the present application, the preset activation conditions for each dynamic control function can be manually configured or obtained through automated tools or big data statistical calculations. The embodiments of the present application do not limit this specific implementation method. Moreover, this is merely an example of the activation method of the dynamic control function and is not limiting. In other embodiments, other activation conditions or activation methods may also be set. Moreover, in different activation conditions, different thresholds can be configured for each driving parameter as needed. For example, in the first activation condition, the first value of the yaw angular velocity can be set to 10 degrees per second (° / s), the second value of the speed can be set to 10 kilometers per hour (Km / h), and the braking force request information can be expressed as a percentage (%) to indicate the degree to which the brake pedal is depressed (either manually or automatically), with 0 indicating no depression and 100 indicating full depression. The third value of the braking force request information can be set to 40, for example. For another example, in the second activation condition, the fourth value of the yaw rate can be set to 5° / s, and the fifth value (absolute value) of the longitudinal acceleration can be set to 0.05g (g represents the acceleration due to gravity, for example, g = 9.8 meters per second (m / s)), with the unit being meters per second squared (m / s). 2 ).

[0083] In an embodiment of the present application, if before implementing S310, the vehicle control device determines that the vehicle meets at least one first activation condition and starts the dynamic energy recovery function, the vehicle control device can implement S310 to calculate the first energy recovery torque based on the first driving parameter of the vehicle.

[0084] In an embodiment of the present application, in order to control the vehicle before it becomes unstable, one possible implementation is that the first driving parameter may include a driving parameter that can directly or indirectly reflect the vehicle's yaw stability. For example, the first driving parameter may include yaw velocity, which refers to the vehicle's deflection around a vertical axis, and the magnitude of the deflection represents the vehicle's stability.

[0085] The yaw rate can be read by a corresponding sensor (e.g., an angular velocity sensor or a yaw rate sensor). Alternatively, the yaw rate can be calculated or processed from other driving parameters, for example, the yaw rate can be obtained by taking the derivative of the vehicle's heading angle. Alternatively, the yaw rate can be indirectly reflected by at least one of the following driving parameters: steering wheel angle, lateral acceleration, or roll angle. For example, the steering wheel angle, lateral acceleration, or roll angle may not be correlated with the vehicle's yaw rate, but may reflect the yaw rate to a certain extent, thereby characterizing the vehicle's yaw stability state. For example, the steering wheel angle, lateral acceleration, or roll angle may have a linear or nonlinear correlation with the vehicle's yaw rate. Based on the correlation between the steering wheel angle, lateral acceleration, or roll angle, and these driving parameters and the yaw rate, the yaw rate can be determined, thereby characterizing the vehicle's yaw stability state.

[0086] It should be understood that this is merely an example of a driving parameter that directly or indirectly reflects the yaw stability state of the vehicle and is not intended to be limiting. In other embodiments, the specific content of the first driving parameter may be customized based on the application scenario or business requirements, so that the vehicle control device can more accurately utilize the yaw stability state of the vehicle to control the vehicle. Furthermore, the correlation between the yaw rate and other driving parameters (such as heading angle, steering wheel angle, lateral acceleration, or roll angle) may be determined by the nature of the driving parameters themselves. For example, the yaw rate may be obtained by taking the derivative of the heading angle. Alternatively, the correlation between the yaw rate and other driving parameters (such as heading angle, steering wheel angle, lateral acceleration, or roll angle) may be determined in advance through manual (or automated) modeling, and this is not limited in the embodiments of the present application.

[0087] In the specific implementation of S310, as shown in FIG4 , the vehicle control device may, for example, obtain a first driving parameter from a sensor system and determine whether to activate the dynamic energy recovery function based on the first driving parameter. If the vehicle is determined, based on the first driving parameter, to meet a corresponding first activation condition, the dynamic energy recovery function may be activated. If not, the dynamic energy recovery function is not activated, but instead the first driving parameter is monitored in real time to determine whether it meets the corresponding first activation condition.

[0088] If the dynamic energy recovery function of the vehicle control device is activated, in one possible embodiment, the vehicle control device may directly calculate the first energy recovery torque based on the first vehicle driving parameter using a direct calculation method. Alternatively, the vehicle control device may indirectly calculate the first energy recovery torque based on the first vehicle driving parameter using an indirect calculation method. The calculated first energy recovery torque may be provided as output information from the vehicle control device to the ESC chassis controller or motor to control the vehicle's energy recovery.

[0089] This method is described in detail below with reference to the embodiments.

[0090] (1) Taking the direct calculation method as an example, the vehicle control device can directly calculate the first energy recovery torque based on the first driving parameter through a formula (or so-called calculation expression) or a table lookup.

[0091] ①. Taking the formula calculation method as an example, in one possible implementation, the vehicle control device can directly calculate the first energy recovery torque using a preset calculation formula.

[0092] For example, x represents the yaw rate, T1 represents the first energy recovery torque, and the calculation formula of T1 can be shown as the following expression (1):

[0093] T1=λ*x (1);

[0094] Wherein, λ represents the dynamic control coefficient corresponding to the yaw angular velocity. λ can be an empirical parameter or obtained through pre-mathematical modeling. The present embodiment does not limit the implementation of λ. Wherein, if the unit of x is ° / s, the unit of λ can be: (N·m·s) / °; if the unit of x is rad / s, the unit of λ can be: (N·m·s) / rad.

[0095] The vehicle control device can substitute the value of the yaw angular velocity into the above expression (1) through the sensing system or its own computing power to directly calculate the first energy recovery torque Y when the value of the yaw angular velocity is known.

[0096] In another possible implementation, the first driving parameter may also include other parameters besides the yaw rate. Accordingly, the above expression (1) may be transformed into other expressions.

[0097] For example, taking the case where the first driving parameter also includes the speed of the vehicle, the vehicle control device can calculate the first energy recovery torque T1 by the following expression (2):

[0098] T1=λ1*x+λ2*v (2);

[0099] Wherein, x represents the yaw angular velocity, λ1 represents the dynamic control coefficient corresponding to the yaw angular velocity. v represents the speed, and λ2 represents the dynamic control coefficient corresponding to the speed. λ1 and λ2 can be empirical parameters, or they can be obtained by mathematical modeling in advance. The embodiment of the present application does not limit the implementation method of λ1 and λ2. Wherein, if the unit of x is ° / s, the unit of λ1 can be: (N·m·s) / °; if the unit of x is rad / s, the unit of λ1 can be: (N·m·s) / rad; if the unit of v is km / h, the unit of λ2 can be: (N·m·h) / km; if the unit of v is m / s, the unit of λ2 can be: N·s.

[0100] For another example, assuming the first driving parameter also includes braking force request information, x in Expression (2) can be replaced by z, and λ1 can be replaced by λ3, where z represents the braking force request information and λ3 represents the dynamic control coefficient corresponding to the braking force request information. In other words, the first energy recovery torque can be calculated based on the braking force request information and the speed. λ3 can be an empirical parameter or obtained through pre-calculated mathematical modeling. The present embodiment does not limit the implementation of λ3.

[0101] For another example, taking the case where the first driving parameter also includes speed and braking force request information, the vehicle control device can calculate the first energy recovery torque by the following expression (3):

[0102] T1=λ1*x+λ2*v+λ3*z (3);

[0103] Wherein, x represents the yaw rate, λ1 represents the dynamic control coefficient corresponding to the yaw rate. v represents the speed, λ2 represents the dynamic control coefficient corresponding to the speed. z represents the braking force request information, and λ3 represents the dynamic control coefficient corresponding to the braking force request information. λ1, λ2, and λ3 can be empirical parameters or can be obtained by mathematical modeling in advance. The embodiment of the present application does not limit the implementation method of λ1, λ2, and λ3. Wherein, if the unit of x is ° / s, the unit of λ1 can be: (N·m·s) / °; if the unit of x is rad / s, the unit of λ1 can be: (N·m·s) / rad; if the unit of v is km / h, the unit of λ2 can be: (N·m·h) / km; if the unit of v is m / s, the unit of λ2 can be: N·s. If the brake pedal opening z is expressed in percentage, the unit of λ3 can be N·m.

[0104] The vehicle control device can use the first energy recovery torque calculated by the above expression (1), (2), or (3) as output information and provide it to the corresponding device of the vehicle (such as a motor or ESC chassis controller) to control the vehicle to perform energy recovery.

[0105] ②. Taking direct calculation using a table lookup as an example, in one possible implementation, the first driving parameter may include the yaw angular velocity (e.g., represented as x) and the vehicle speed (e.g., represented as y). The vehicle control device may directly calculate the first energy recovery torque corresponding to (x, y) using the following Table 1.

[0106] Table 1

[0107] y / x1345681012141620253020-1550-1550-1550-1550-1550-1350-1250-1250-1150-1 050-1050-1050-105040-1540-1540-1540-1540-1540-1240-1140-1140-1040-940-840 -790-74060-1530-1530-1530-1530-1530-1130-1030-1030-930-830-630-530-43080-1520-1520-1520-1520-1520-1120-1020-1020-920-720-520-520-420100-1515-1515 -1515-1515-1515-1115-1015-1015-915-715-515-515-315120-1510-1510-1310-1310-1310-910-810-810-710-510-510-510-310140-1505-1505-1305-1305-1305-905-80 5-805-705-505-505-505-305160-1500-1500-1300-1300-1300-900-800-800-700-500-500-500-300180-1500-1500-1300-1300-1300-900-800-800-700-500-500-500-300

[0108] In Table 1, the x value in the first row represents the vehicle's yaw rate, in degrees per second (° / s). The y value in the first column represents the vehicle's speed, in kilometers per hour (Km / h). The first energy recovery torque may be a negative torque, in Newton-meters (N·M).

[0109] The vehicle control device can directly query the corresponding first energy recovery torque through Table 1 through the sensing system or its own computing power, when the yaw angular velocity and speed values ​​are known. For example, if the yaw angular velocity is 20° / s and the speed is 80Km / h, the first energy recovery torque is -520N·M. When implementing S320, the vehicle control device can control the vehicle to perform energy recovery based on -520N·M. For another example, if the yaw angular velocity is 5° / s and the speed is 180Km / h, the first energy recovery torque is -1300N·M. When implementing S320, the vehicle control device can control the vehicle to perform energy recovery based on -1300N·M.

[0110] In another possible embodiment, the first driving parameter may include braking force request information (for example, represented as x) and vehicle speed (for example, represented as y), and the vehicle control device may directly calculate the first energy recovery torque corresponding to (x, y) through the following Table 2.

[0111] Table 2

[0112] x / y01520254060801001201401600-1550-1550-1550-1550-1550-1550-1550-1550-1 550-1550-155010-1500-1300-1300-1200-1100-1100-1100-1100-1100-1100-110020 -1310-1210-1210-1110-1010-1010-1010-1010-1010-1010-1010-101030-1220-1120-1120-1020-920-920-920-920-920-920-92040-1130-1030-1030-930-830-830-830-830-830-8 30-830-83050-1040-940-940-840-740-740-740-740-740-740-740-74060-950-850-850-750-650-650-650-650-650-650-65070-860-800-800-720-600-600-600-600-600-600-60 0-60080-770-770-770-670-570-570-570-570-570-570-57090-750-750-750-550-550-550-550-550-550-550-550100-750-750-550-550-550-550-550-550-550-550-550-550-550

[0113] In Table 2, the x value in the first column represents the vehicle's braking force request information, expressed as a percentage (%), indicating the degree to which the brake pedal is depressed (whether manually or automatically), with 0 indicating no brake pedal depressed and 100 indicating full brake pedal depression. The y value in the first row represents the vehicle's speed, in kilometers per hour. The first regenerative torque can be a negative torque, expressed in Newton meters (N·M).

[0114] The vehicle control device can directly query the corresponding first energy recovery torque through Table 2 through the sensing system or its own computing power, when the value of the braking force request information and the speed value are known. For example, if the braking force request signal is 20% and the speed is 80Km / h, the first energy recovery torque is -1010N·M. When implementing S320, the vehicle control device can control the vehicle to perform energy recovery based on -1010N·M. For another example, if the braking force request signal is 90% and the speed is 160Km / h, the first energy recovery torque is -550N·M. When implementing S320, the vehicle control device can control the vehicle to perform energy recovery based on -550N·M.

[0115] It should be understood that if the first driving parameter includes yaw rate, speed, and braking force request information, the above Table 2 can be replaced by a correspondence table based on the yaw rate, speed, braking force request information and the first energy recovery torque. The corresponding first energy recovery torque can be directly obtained by directly querying the yaw rate, speed, and braking force request information, which will not be repeated here.

[0116] Moreover, depending on the different vehicle components acted upon by the first energy recovery torque, the vehicle control device may also convert the first energy recovery torque and output it. For example, if the first energy recovery torque is obtained in the manner shown in Table 1 and the first energy recovery torque needs to be output to the wheels, the vehicle control device may directly output the first energy recovery torque to the corresponding motor for energy recovery. If the first energy recovery torque is obtained in the manner shown in Table 1 and the first energy recovery torque needs to be output to the first motor, the vehicle control device may convert the first energy recovery torque (for example, the first energy recovery torque is divided by the reduction ratio (for example, 10)) and output it to the first motor, which controls the axle and performs energy recovery. The embodiment of the present application does not limit the implementation method of the energy recovery process based on the first energy recovery torque.

[0117] (2) Taking the indirect calculation method as an example, the vehicle control device can calculate the intervention value according to the first driving parameter through a formula (or a calculation expression) or a table lookup, and indirectly calculate the first energy recovery torque based on the intervention value.

[0118] ①. Taking the formula calculation method as an example, in one possible implementation, the vehicle control device may calculate a first intervention value according to a first driving parameter using a preset formula, and calculate a first energy recovery torque according to the first intervention value.

[0119] For example, the first driving parameter may include the yaw rate, and the vehicle control device may calculate the first intervention value according to the yaw rate, and calculate the first energy recovery torque according to the first intervention value, as shown in the following expressions (4) and (5):

[0120] ΔT1=αx (4);

[0121] T1=T0+ΔT1 (5);

[0122] Wherein, ΔT1 represents the first intervention value, x represents the yaw angular velocity, and α represents the dynamic intervention coefficient corresponding to the yaw angular velocity. α can be an empirical parameter, or it can be obtained by mathematical modeling in advance. The embodiment of the present application does not limit the implementation method of α. If the unit of x is ° / s, the unit of α can be: (N·m·s) / °; if the unit of x is rad / s, the unit of α can be: (N·m·s) / rad. T1 represents the first energy recovery torque. T0 represents the initial energy recovery torque. T0 can be a preset fixed value, or a preset value associated with different yaw angular velocity values, or it can be an empirical value. The embodiment of the present application does not limit the implementation method of T0.

[0123] In another possible implementation, the first driving parameter may also include other parameters besides the yaw rate. Accordingly, the above expression (4) may be transformed into other expressions.

[0124] For example, taking the case where the first driving parameter also includes the vehicle speed, the vehicle control device may calculate the first intervention value based on the yaw angular velocity and the vehicle speed, and calculate the first energy recovery torque based on the first intervention value, as shown in the following expressions (6) and (5):

[0125] ΔT1=α1x+α2v (6);

[0126] T1=T0+ΔT1 (5);

[0127] Wherein, ΔT1 represents the first intervention value, x represents the yaw angular velocity, and α1 represents the dynamic intervention coefficient corresponding to the yaw angular velocity. v represents the speed, and α2 represents the dynamic intervention coefficient corresponding to the speed. α1 and α2 can be empirical parameters or can be obtained by mathematical modeling in advance. The embodiment of the present application does not limit the implementation method of α1 and α2. If the unit of x is ° / s, the unit of α1 can be: (N·m·s) / °; if the unit of x is rad / s, the unit of α1 can be: (N·m·s) / rad; if the unit of v is km / h, the unit of α2 can be: (N·m·h) / km; if the unit of v is m / s, the unit of α2 can be: N·s. T1 represents the first energy recovery torque. T0 represents the initial energy recovery torque. T0 can be a preset fixed value or a preset value associated with different yaw angular velocity values. It can be an empirical value. The embodiment of the present application does not limit the implementation method of T0.

[0128] For another example, taking the case where the first driving parameter also includes the vehicle's braking force request information, in one possible implementation, the vehicle control device may calculate the second intervention value based on the braking force request information, and calculate the first energy recovery torque based on the second intervention value, as shown in the following expressions (7) and (8):

[0129] ΔT2=βz (7);

[0130] T1=T0+ΔT2 (8);

[0131] Wherein, ΔT2 represents the second intervention value, z represents the braking force request information, and β represents the dynamic intervention coefficient corresponding to the braking force request information. β can be an empirical parameter or can be obtained by mathematical modeling in advance. The embodiment of the present application does not limit the implementation method of β. If the z brake pedal opening is expressed as a percentage, the unit of β can be N·m. T1 represents the first energy recovery torque. T0 represents the initial energy recovery torque. T0 can be a preset fixed value or a preset value associated with different yaw angular velocity values. It can be an empirical value. The embodiment of the present application does not limit the implementation method of T0.

[0132] For another example, the vehicle control device may calculate the second intervention value based on the braking force request information and the speed, and calculate the first energy recovery torque based on the second intervention value, as shown in the following expressions (9) and (8):

[0133] ΔT2=β1z+β2v (9);

[0134] T1=T0+ΔT2 (8);

[0135] Wherein, ΔT2 represents the second intervention value, z1 can represent the braking force request information, and β1 represents the dynamic intervention coefficient corresponding to the braking force request information. v represents the speed, and β2 represents the dynamic intervention coefficient corresponding to the speed. β1 and β2 can be empirical parameters, or they can be obtained by mathematical modeling in advance. The embodiment of the present application does not limit the implementation method of β1 and β2. Wherein, if the z brake pedal opening is expressed as a percentage, the unit of β1 can be N·m; if the unit of v is km / h, the unit of β2 can be: (N·m·h) / km; if the unit of v is m / s, the unit of β2 can be: N·s. T1 represents the first energy recovery torque. T0 represents the initial energy recovery torque. T0 can be a preset fixed value, or a preset value associated with different yaw angular velocity values, or it can be an empirical value. The embodiment of the present application does not limit the implementation method of T0.

[0136] In order to improve the accuracy of dynamic control of the vehicle, a possible implementation is that the vehicle control device can calculate the first energy recovery torque using all possible driving parameters as the first driving parameters.

[0137] For example, taking the first driving parameter including yaw rate, speed, and braking force request information as an example, the vehicle control device may calculate a first intervention value based on the yaw rate and speed, calculate a second intervention value based on the braking force request information and the speed, and calculate a first energy recovery torque based on the larger value of the first intervention value and the second intervention value, as shown in the following expression (10):

[0138] T1=T0+max(ΔT1,ΔT2) (10);

[0139] Wherein, T1 represents the first energy recovery torque. T0 represents the initial energy recovery torque, which can be a preset fixed value or a preset value associated with different yaw angular velocity values, or an empirical value. The embodiment of the present application does not limit the implementation method of T0. ΔT1 represents the first intervention value, which can be calculated by expression (6) above. ΔT2 represents the second intervention value, which can be calculated by expression (9) above.

[0140] ②. Taking indirect calculation by table lookup as an example, the first driving parameter may include the yaw angular velocity (for example, expressed as x) and the vehicle speed (for example, expressed as y). The vehicle control device can obtain the first intervention value corresponding to (x, y) by querying the following Table 3, and calculate the first energy recovery torque using the queried first intervention value.

[0141] Table 3

[0142] y / x13456810121416202530200000020030030040050050050050040101010101031041041051061071076081060202 020202042052052062072092010201120803030303030430530530630830103010301130100353535353543553553563 58351035103512351204040240240240640740740840104010401040124014045452452452456457457458451045104510451245160505025025025065075075085010501050105010501250180505025025025065075075085010501050105010501250

[0143] In Table 2, the x value in the first row represents the yaw rate of the vehicle, in units of (° / s). The y value in the first column represents the speed of the vehicle, in units of km / h. The first intervention value may be a positive torque, in units of N·M.

[0144] The vehicle control device can directly query the corresponding first intervention value through Table 3, using a sensing system or its own computing power, given the known values ​​of the yaw rate and speed. This first intervention value can be substituted into the above expression (5) or (10) to calculate the first energy recovery torque. Furthermore, the vehicle control device can control the vehicle to perform energy recovery based on the calculated first energy recovery torque.

[0145] In another possible embodiment, the first driving parameter may include braking force request information (for example, represented as x) and the speed of the vehicle (for example, represented as y). The vehicle control device may query the first intervention value corresponding to (x, y) through the following Table 4, and calculate the first energy recovery torque using the queried first intervention value.

[0146] Table 4

[0147] x / y0152025406080100120140160000000000001050250250350450450450450450450450202403403404405405405405405 405405403033043043053063063063063063063063040420520520620720720720720720720720505106106107108108108108 108108108106060070070080090090090090090090090090070690750750830950950950950950950950950807807807808809809809809809809809809809080080080010001000100010001000100010001000100800800800100010001000100010001000100010001000100010001000100010001000

[0148] In Table 4, the x value in the first column represents the vehicle's braking force request information, expressed as a percentage (%), indicating the degree to which the brake pedal is depressed (whether manually or automatically), with 0 indicating no brake pedal depressed and 100 indicating full brake pedal depression. The y value in the first row represents the vehicle's speed, in kilometers per hour. The first intervention value can be a positive torque, in Newton meters (N·M).

[0149] The vehicle control device can use a sensing system or its own computing capabilities to directly query the corresponding second intervention value through Table 4, given the known braking force request signal and speed. This second intervention value can be substituted into the above expression (8) or (10) to calculate the first energy recovery torque. Furthermore, the vehicle control device can control the vehicle to perform energy recovery based on the calculated first energy recovery torque.

[0150] It should be understood that if the first driving parameter includes yaw rate, speed, and braking force request information, the above Table 4 can be replaced by a correspondence table based on the yaw rate, speed, braking force request information and the intervention value. The intervention value is directly queried through the yaw rate, speed, and braking force request information, and the first energy recovery torque is calculated using the queried intervention value. This will not be repeated here.

[0151] Similarly, in the indirect calculation method (two), depending on the different vehicle devices on which the first energy recovery torque acts, the vehicle control device can also convert the queried intervention value and use it to calculate the first energy recovery torque. For example, if the preset T0 is an energy recovery torque configured to act on the wheel end, then the intervention value obtained in the manner shown in Table 3 or Table 4 can be used directly to calculate T1. If the preset T0 is an energy recovery torque configured to act on the motor (for driving the axle) end, then the intervention value obtained in the manner shown in Table 3 or Table 4 needs to be converted before use, for example, divided by the reduction ratio. The embodiment of the present application does not limit the implementation method of the energy recovery process based on the first energy recovery torque.

[0152] Thus far, the first energy recovery torque calculation method of the embodiment of the present application has been introduced through the above direct calculation method (I) and indirect calculation method (II). This calculation method can dynamically limit the intensity of the vehicle's energy recovery to reduce or even avoid the vehicle's instability (such as sideslip or tailswing) when implementing energy recovery in certain special scenarios (such as cornering), thereby ensuring the vehicle's driving safety. At the same time, this method can also reduce ESC corrections triggered by vehicle instability, avoid the vehicle's "forward rushing" feeling, and thus ensure a better driving experience.

[0153] In the embodiment of the present application, the vehicle control device implements the above-mentioned dynamic energy recovery function to ensure the driving safety of the vehicle at the expense of some recoverable energy, and is unable to take into account both safety (or driving experience) and energy recovery. In response to this, the embodiment of the present application also proposes a dynamic allocation function. In some scenarios (such as four-wheel drive electric vehicles), the vehicle control device can start the dynamic allocation function, and distribute the energy recovery torque to different motors of the vehicle as needed, so that different motors respectively assume part of the energy recovery capacity, so as to prevent the vehicle from becoming unstable and ensure driving safety while trying to optimize the total energy recovery intensity of the vehicle.

[0154] In specific implementation, as shown in Figure 5, the dynamic allocation function can be associated with the second driving parameter, for example. The vehicle control device can obtain the second driving parameter through the sensing system or its own computing power, and can determine whether to activate the dynamic allocation function based on the obtained second driving parameter. If it is determined based on the second driving parameter that the vehicle meets the corresponding second activation condition, the dynamic allocation function can be activated. If not, it will not be activated, but the second driving parameter will be monitored in real time to see whether it meets the corresponding second activation condition. For example, the second driving parameter may include, for example, yaw rate and / or longitudinal acceleration. At least one second activation condition associated with the dynamic allocation function may include: the yaw rate of the vehicle is greater than or equal to the fourth value; or, the longitudinal acceleration of the vehicle is greater than or equal to the fifth value. The vehicle control device can start the dynamic allocation function when the obtained second driving parameter meets the corresponding second activation condition.

[0155] Furthermore, the vehicle control device can obtain the distribution ratio of the energy recovery torque of different motors of the vehicle based on the second driving parameter of the vehicle, so as to distribute the total energy recovery torque (such as the first energy recovery torque) to different motors of the vehicle according to different distribution ratios.

[0156] For example, the corresponding relationship between the second driving parameter and the distribution ratio of the energy recovery torque can be preset in the vehicle control device, and the vehicle control device can obtain the required part or all of the distribution ratio information by looking up the table.

[0157] For example, taking a vehicle that is a four-wheel drive electric vehicle and is equipped with a first motor and a second motor, the first distribution ratio associated with the first motor can be recorded in the preset distribution ratio information. The vehicle control device can query the first distribution ratio from the preset distribution ratio information based on the second driving parameter of the vehicle, and calculate the energy recovery torque allocated to the first motor based on the total energy recovery torque and the first distribution ratio (for example, expressed as a second energy recovery torque), and calculate the energy recovery torque allocated to the second motor based on the total energy recovery torque and the second distribution ratio (for example, expressed as a third energy recovery torque). The second distribution ratio is the difference between 1 and the first distribution ratio.

[0158] As an example, the preset allocation ratio information may be shown in Table 5 below:

[0159] Table 5

[0160] y / x13456810121416202530400.110010010090806060505040404040400.5100100100908060505 0504040404040110010010090705040303030303020201.510010010090705040303030303020202. 51001001009070504030303030302020310010010090705040303030303020203.610010010090705040303030303020205100100100907050403030303030202061001001009070504030303030302020

[0161] In Table 5, the x value in the first row represents the yaw rate, in degrees per second. The y value in the first column represents the absolute value of the vehicle's longitudinal acceleration, in meters per second. 2 The first distribution ratio is expressed in percentage (%), where a first distribution ratio of 100 indicates that 100% (all) of the total energy recovery torque is distributed to the first motor, and a first distribution ratio of 20 indicates that 20% of the total energy recovery torque is distributed to the first motor, and the remaining 80% is distributed to the second motor.

[0162] Thus, through this dynamic allocation approach, the energy regeneration torque allocated to the vehicle's various motors can be dynamically adjusted during driving based on the dynamic changes in the value of the second driving parameter, allowing all motors to regenerate energy. This helps optimize the vehicle's overall energy regeneration intensity while preventing vehicle instability and ensuring driving safety. Simultaneously, the vehicle responds according to different control strategies and provides real-time feedback on its driving status through sensing systems, implementing a closed-loop regulation strategy.

[0163] It should be noted that the above second driving parameters are provided for illustrative purposes only and are not intended to be limiting. In actual applications, the yaw rate and / or longitudinal acceleration in the second driving parameters may be replaced with other driving parameters. For example, the yaw rate may be replaced with the vehicle's heading angle, and the vehicle's yaw rate may be obtained by taking the derivative of the vehicle's heading angle. Alternatively, the yaw rate may be indirectly reflected by at least one of the following driving parameters: steering wheel angle, lateral acceleration, or roll angle. For example, the steering wheel angle, lateral acceleration, or roll angle may not be correlated with the vehicle's yaw rate, but may reflect the yaw rate to a certain extent, thereby characterizing the vehicle's yaw stability. For example, the steering wheel angle, lateral acceleration, or roll angle may have a linear or nonlinear correlation with the vehicle's yaw rate. Based on the correlation between the steering wheel angle, lateral acceleration, or roll angle, and these driving parameters and the yaw rate, the yaw rate may be determined, thereby characterizing the vehicle's yaw stability. Similarly, the longitudinal acceleration can be replaced by any of the following parameters to achieve the same or similar effect as the longitudinal acceleration: vehicle speed change rate, front axle speed change rate or rear axle speed change rate, calculation based on vehicle force, etc., which will not be repeated here.

[0164] In addition, due to the limitations of vehicle components, in some scenarios (such as two-wheel drive electric vehicles with one and only one rear-drive motor), the vehicle control device is not suitable for applying the above-mentioned dynamic allocation function to dynamically allocate energy recovery torque to different motors of the vehicle, or the rear-drive motor of the vehicle is not suitable for dynamically limiting the intensity of energy recovery. In response to this, the embodiment of the present application also proposes a dynamic friction braking function, which can enable the front axle of the vehicle to generate a friction braking force, and the friction braking force can be equal to the energy recovery torque allocated to the second motor in the above-mentioned scheme of starting the dynamic allocation function, so that the stability of the vehicle can also be guaranteed in the two-wheel drive electric vehicle, achieving the same goal as the dynamic energy recovery function or dynamic allocation function described above. It should be understood that this is only an example of a two-wheel drive electric vehicle using a rear-drive motor. In actual application, if the two-wheel drive electric vehicle uses a front-drive motor, the dynamic friction braking function can enable the rear axle of the vehicle to generate a friction braking force, so that the same goal can be achieved in the two-wheel drive electric vehicle.

[0165] When implementing the dynamic friction braking function, as shown in Figure 5, referring to the dynamic distribution function, the vehicle control device can calculate the friction braking force based on the total energy recovery torque (e.g., the first energy recovery torque) and a third distribution ratio. Based on the friction braking force, the ESC chassis controller controls the vehicle's master cylinder pressure or wheel cylinder pressure. The third distribution ratio is the difference between 1 and the first distribution ratio. The method for obtaining the first distribution ratio can be found in the description of Table 5 and is not further described here.

[0166] It should be noted that in the embodiment of the present application, in the four-wheel drive electric vehicle scenario, the vehicle control device can also start the dynamic friction braking function as needed. The control scheme based on the dynamic friction braking function can be used as a replacement for the control scheme based on the dynamic allocation function of the four-wheel drive electric vehicle, or, the control scheme based on the dynamic friction braking function can also be used as a supplementary control scheme for the four-wheel drive electric vehicle. The embodiment of the present application does not limit the use of these functions.

[0167] As a result, the vehicle control device can, based on the actual vehicle components, utilize the aforementioned dynamic energy recovery, dynamic distribution, and / or friction braking functions to maximize the balance between vehicle safety (or driving experience) and energy recovery. Simultaneously, the vehicle responds according to different control strategies and provides real-time feedback on its driving status through sensor systems, implementing a closed-loop regulation strategy.

[0168] In addition, it should be noted that T0 described in the above method of the embodiment of the present application can be a preset value, but in actual application, due to the complexity of the vehicle driving environment, the preset information cannot be applicable in different situations and achieve the desired dynamic control effect. Therefore, as an alternative solution, T0 described in the above embodiment can also be calculated directly or indirectly based on at least one driving parameter actually collected.

[0169] For example, denoted by the fourth energy recovery torque T0, as shown in Figure 6, when the dynamic energy recovery function is activated, the vehicle control device may calculate the fourth energy recovery torque based on the vehicle's third driving parameter and calculate the first energy recovery torque based on the first driving parameter and the fourth energy recovery torque. For example, the third driving parameter includes at least one of the following: accelerator pedal position information, SOC, speed, gear position, driving mode, and road mode. The subsequent control process can be found in the description above in conjunction with Figure 4 or Figure 5 and will not be further elaborated here.

[0170] It should be noted that in the embodiment of the present application, if the vehicle control device activates the dynamic energy recovery function, the dynamic allocation function, and / or the friction braking function, the vehicle control device may calculate the energy recovery torque to be output (e.g., including the first energy recovery torque, the second energy recovery torque, or the third energy recovery torque) according to the method described above and control the vehicle. If the relevant driving parameters do not reach the set thresholds and the vehicle control device does not activate the dynamic energy recovery function, the dynamic allocation function, and / or the friction braking function, the vehicle control device may output a fourth energy recovery torque calculated based on the third driving parameter to recover energy for the vehicle. This will not be repeated here.

[0171] In addition, in actual applications, the road surface environment of the road on which the vehicle is located may affect the driving safety and energy recovery of the vehicle. In this regard, a possible implementation method is that after the vehicle control device calculates the first energy recovery torque, or the second energy recovery torque, or the third energy recovery torque, or the friction braking force to be output according to the above description, it can calculate the front axle slip rate and the rear axle slip rate according to the fourth driving parameter, and adjust the first energy recovery torque, or the second energy recovery torque, or the third energy recovery torque, or the friction braking force to be output according to the calculated front axle slip rate, the rear axle slip rate and the target slip rate boundary value.

[0172] For example, the fourth driving parameter may include at least one of the following wheel speed, speed or axle speed. The vehicle control device may determine the target slip rate boundary value according to the road surface type of the road on which the vehicle is located. If the calculated front axle slip rate is greater than the target slip rate boundary value, the energy recovery intensity of the front axle may be appropriately weakened, for example, the energy recovery torque to be provided to the front axle motor (such as the second motor) may be reduced or the friction braking force to be provided to the front axle may be reduced. If the calculated rear axle slip rate is greater than the target slip rate boundary value, the energy recovery intensity of the rear axle may be appropriately weakened, for example, the energy recovery torque to be provided to the rear axle motor (such as the first motor) may be reduced or the friction braking force to be provided to the rear axle may be reduced. The calculation method of the front axle slip rate or the rear axle slip rate will not be repeated here.

[0173] Therefore, through the above method, the energy recovery intensity of the front axle or rear axle of the vehicle is dynamically modified based on the slip rate, preventing the slip rate of a certain axle (such as the rear axle) from increasing and causing the vehicle to become unstable.

[0174] Thus far, the vehicle control method of the present application has been described in conjunction with the above-mentioned method embodiments. In this method, a vehicle control device can be configured with a dynamic energy recovery function, a dynamic allocation function, and / or a dynamic friction braking function. The vehicle control device can obtain at least one driving parameter of the vehicle through the vehicle's sensor system, constantly monitoring and collecting vehicle operating data. The vehicle control device can determine whether the relevant driving parameter meets the activation conditions of each dynamic control function. If so, it can activate the corresponding function and implement the vehicle control method of the present embodiment using each dynamic control function to dynamically limit the intensity of energy recovery performed by vehicle components. This reduces or even prevents the vehicle from experiencing instability (e.g., sideslip or tailspin) when performing energy recovery in certain special scenarios (e.g., cornering), thereby ensuring vehicle driving safety. Furthermore, by activating the dynamic allocation function and / or dynamic friction braking function as needed for different components of different vehicles, the energy recovery torque is distributed as needed to different motors of the vehicle, allowing each motor to bear part of the energy recovery capacity. This optimizes the vehicle's overall energy recovery intensity while preventing vehicle instability and ensuring driving safety. The dynamic friction braking function can also achieve the same goal. At the same time, this method can also reduce the ESC correction triggered by vehicle instability, avoid the vehicle's "forward rushing feeling", and ensure the driving experience.

[0175] It should be noted that in the above-mentioned method embodiment of the present application, only VCU or VDC is used as an example of the vehicle control device for illustration, and the product form of the vehicle control device is not limited. In some embodiments, since the computing function of the cloud server is more powerful, the vehicle control device can also be configured on the cloud server. The cloud server can obtain at least one driving parameter from the vehicle's sensor system through the communication network, and after calculating the energy recovery torque or friction braking force to be provided to the different control devices of the vehicle, it sends the energy recovery torque or friction braking force of the same control device to the vehicle through the communication network to achieve vehicle control. I will not go into details here.

[0176] An embodiment of the present application also provides a vehicle control device, which can be used to execute the above-mentioned method embodiment. Relevant features can be found in the above-mentioned method embodiment and will not be repeated here.

[0177] As shown in Figure 7, in one example, the vehicle control device 700 may include: a calculation unit 701 for calculating a first energy recovery torque based on a first driving parameter of the vehicle, wherein the first driving parameter includes a yaw rate; and a control unit 702 for controlling the vehicle to perform energy recovery based on the first energy recovery torque. For specific implementation methods, please refer to the method steps implemented by the vehicle control device in the above method embodiment, and will not be repeated here.

[0178] It should be understood that the division of the various units in the above device is only a division of logical functions. In actual implementation, they can be fully or partially integrated into a physical entity, or they can be physically separated. In addition, the units in the device can be implemented in the form of a processor calling software; for example, the device includes a processor, the processor is connected to a memory, and the memory stores instructions. The processor calls the instructions stored in the memory to implement any of the above methods or realize the functions of the various units of the device, where the processor is, for example, a general-purpose processor, such as a central processing unit (CPU) or a microprocessor, and the memory is a memory within the device or a memory outside the device. Alternatively, the units in the device can be implemented in the form of hardware circuits, and the functions of some or all of the units can be realized by designing the hardware circuits. The hardware circuit can be understood as one or more processors. For example, in one implementation, the hardware circuit is an application-specific integrated circuit (ASIC), which realizes the functions of some or all of the above units by designing the logical relationship of the components in the circuit. For another example, in another implementation, the hardware circuit can be implemented by a programmable logic device (PLD). Taking a field programmable gate array (FPGA) as an example, it can include a large number of logic gate circuits, and the connection relationship between the logic gate circuits is configured by configuring the configuration file, thereby realizing the functions of some or all of the above units. All units of the above devices can be implemented in the form of software called by the processor, or in the form of hardware circuits, or in part by the form of software called by the processor, and the rest by hardware circuits.

[0179] In an embodiment of the present application, a processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction reading and execution capabilities, such as a CPU, a microprocessor, a graphics processing unit (GPU) (which can be understood as a microprocessor), or a digital signal processor (DSP); in another implementation, the processor can implement certain functions through the logical relationship of a hardware circuit, and the logical relationship of the hardware circuit is fixed or reconfigurable, such as a hardware circuit implemented by an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document and implementing the hardware circuit configuration can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc.

[0180] It can be seen that each unit in the above device can be one or more processors (or processing circuits) configured to implement the above method, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0181] In addition, the various units in the above devices can be fully or partially integrated together, or can be implemented independently. In one implementation, these units are integrated together and implemented in the form of a system-on-a-chip (SOC). The SOC may include at least one processor for implementing any of the above methods or implementing the functions of the various units of the device. The type of the at least one processor can be different, for example, including a CPU and FPGA, a CPU and an artificial intelligence processor, a CPU and a GPU, etc.

[0182] In a simple embodiment, those skilled in the art can imagine that the vehicle control devices in the above embodiments may all adopt the form shown in FIG8 .

[0183] As shown in FIG8 , the apparatus 800 includes at least one processor 810 and a communication interface 830. In an optional design, a memory 820 may also be included.

[0184] The specific connection medium between the processor 810 and the memory 820 is not limited in the embodiment of the present application.

[0185] In the apparatus shown in FIG. 8 , the processor 810 may transmit data through the communication interface 830 when communicating with other devices.

[0186] When the vehicle control device adopts the form shown in FIG8 , the processor 810 in FIG8 can call the computer-executable instructions stored in the memory 820 so that the device 800 can execute any of the above method embodiments.

[0187] An embodiment of the present application also relates to a chip system, which includes a processor for calling a computer program or computer instructions stored in a memory so that the processor executes the method of any of the above embodiments.

[0188] In a possible implementation, the processor may be coupled to the memory through an interface.

[0189] In a possible implementation, the chip system may also directly include a memory, in which a computer program or computer instructions are stored.

[0190] For example, the memory may be a volatile memory or a non-volatile memory, or may include both volatile and non-volatile memories. The non-volatile memory may be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), or a flash memory. The volatile memory may be a random access memory (RAM), which is used as an external cache memory. By way of example and not limitation, many forms of RAM are available, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous link dynamic random access memory (SLDRAM), and direct rambus RAM (DR RAM).

[0191] An embodiment of the present application further relates to a processor, which is used to call a computer program or computer instruction stored in a memory so that the processor executes the method described in any of the above embodiments.

[0192] For example, in the embodiments of the present application, the processor is an integrated circuit chip with signal processing capabilities. For example, the processor can be an FPGA, a general-purpose processor, a DSP, an ASIC, or other programmable logic device, a discrete gate or transistor logic device, a discrete hardware component, a system on chip (SoC), a CPU, a network processor (NP), a microcontroller unit (MCU), a PLD, or other integrated chip, and can implement or execute the various methods, steps, and logic block diagrams disclosed in the embodiments of the present application. The general-purpose processor can be a microprocessor, or the processor can also be any conventional processor. The steps of the methods disclosed in the embodiments of the present application can be directly implemented and executed by a hardware decoding processor, or by a combination of hardware and software modules in the decoding processor. The software module can be located in a storage medium mature in the art, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, etc. The storage medium is located in the memory, and the processor reads the information in the memory and, in conjunction with its hardware, completes the steps of the above method.

[0193] It should be understood that the embodiments of the present application may be provided as methods, systems, or computer program products.

[0194] In one possible implementation, an embodiment of the present application provides a computer-readable storage medium, which stores program code. When the program code runs on the computer, the computer executes the above method embodiment.

[0195] In a possible implementation, an embodiment of the present application provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above method embodiment.

[0196] Therefore, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware. Furthermore, the present application may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0197] These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce a product including an instruction device that implements the functions specified in one or more processes in the flowchart and / or one or more boxes in the block diagram.

[0198] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, so that the instructions executed on the computer or other programmable device provide steps for implementing the functions specified in one or more processes in the flowchart and / or one or more boxes in the block diagram.

[0199] Obviously, those skilled in the art can make various changes and modifications to the embodiments of the present application without departing from the scope of the embodiments of the present application. Thus, if these modifications and variations of the embodiments of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these changes and variations. In the various embodiments of the present application, unless otherwise specified or logically conflicting, the terms and / or descriptions between the various embodiments are consistent and can be referenced to each other, and the technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

Claims

1. A vehicle control method, characterized in that: include: calculating a first energy recovery torque according to a first driving parameter of the vehicle, wherein the first driving parameter includes a yaw rate; The vehicle is controlled to perform energy recovery according to the first energy recovery torque.

2. The method according to claim 1, characterized in that The method further comprises: Determining that the vehicle satisfies at least one of the following first activation conditions: The yaw rate of the vehicle is greater than or equal to a first value; The speed of the vehicle is greater than or equal to a second value; or, The value of the braking force request information of the vehicle is greater than or equal to a third value.

3. The method according to claim 1 or 2, characterized in that The first driving parameter includes a speed, and calculating the first energy recovery torque according to the first driving parameter of the vehicle includes: calculating a first intervention value according to the yaw angular velocity and the speed; The first energy recovery torque is calculated according to the first intervention value.

4. The method according to claim 3, characterized in that The first driving parameter includes braking force request information, and calculating the first energy recovery torque according to the first driving parameter of the vehicle includes: calculating a second intervention value according to the braking force request information and the speed; The first energy recovery torque is calculated according to the second intervention value.

5. The method according to claim 4, characterized in that The calculating the first energy recovery torque according to the first driving parameter of the vehicle includes: The first energy recovery torque is calculated according to a larger value of the first intervention value and the second intervention value.

6. The method according to any one of claims 1 to 5, characterized in that The method further comprises: obtaining a first distribution ratio of energy recovery torque; The controlling the vehicle to perform energy recovery according to the first energy recovery torque includes: calculating a second energy recovery torque according to the first energy recovery torque and the first distribution ratio; The first motor of the vehicle is controlled to perform energy recovery according to the second energy recovery torque.

7. The method according to claim 6, characterized in that The method further comprises: calculating a third energy recovery torque according to the first energy recovery torque and a second distribution ratio, where the second distribution ratio is a difference between 1 and the first distribution ratio; According to the third energy recovery torque, the second motor of the vehicle is controlled to perform energy recovery.

8. The method according to claim 6 or 7, characterized in that The method further comprises: calculating a friction braking force according to the first energy recovery torque and a third distribution ratio, wherein the third distribution ratio is a difference between 1 and the first distribution ratio; A master cylinder pressure or a wheel cylinder pressure of the vehicle is controlled based on the friction braking force.

9. The method according to any one of claims 6 to 8, characterized in that The obtaining of a first distribution ratio of the energy recovery torque includes: The first distribution ratio is queried from preset distribution ratio information according to a second driving parameter of the vehicle, wherein the second driving parameter includes a yaw rate and / or a longitudinal acceleration.

10. The method according to claim 9, characterized in that The method further comprises: Determining that the vehicle satisfies at least one of the following second activation conditions: The yaw rate of the vehicle is greater than or equal to a fourth value; or, The longitudinal acceleration of the vehicle is greater than or equal to a fifth value.

11. The method according to any one of claims 1 to 10, characterized in that The method further comprises: When the energy recovery function is activated, a fourth energy recovery torque is calculated based on a third driving parameter of the vehicle, the third driving parameter including at least one of the following: accelerator pedal opening information, battery state of charge (SOC), speed, gear position, driving mode, and road mode; The calculating the first energy recovery torque according to the first driving parameter of the vehicle includes: The first energy recovery torque is calculated according to the first driving parameter and the fourth energy recovery torque.

12. The method according to any one of claims 1 to 11, characterized in that The method further comprises: calculating a front axle slip ratio and a rear axle slip ratio based on a fourth driving parameter of the vehicle, wherein the fourth driving parameter comprises at least one of the following: wheel speed, speed, or axle speed; The first energy recovery torque is adjusted according to the front axle slip rate, the rear axle slip rate and the target slip rate boundary value.

13. The method according to claim 12, characterized in that The method further comprises: The target slip ratio boundary value is determined according to the road surface type of the road where the vehicle is located.

14. A vehicle control device, characterized in that: include: a calculation unit, configured to calculate a first energy recovery torque according to a first driving parameter of the vehicle, wherein the first driving parameter includes a yaw rate; A control unit is used to control the vehicle to perform energy recovery according to the first energy recovery torque.

15. The device according to claim 14, characterized in that The system further includes a determining unit configured to determine that the vehicle satisfies at least one of the following first activation conditions: The yaw rate of the vehicle is greater than or equal to a first value; The speed of the vehicle is greater than or equal to a second value; or, The value of the braking force request information of the vehicle is greater than or equal to a third value.

16. The device according to claim 14 or 15, characterized in that The first driving parameter includes speed, and the calculation unit is specifically configured to: calculating a first intervention value according to the yaw angular velocity and the speed; The first energy recovery torque is calculated according to the first intervention value.

17. The device according to claim 16, characterized in that The first driving parameter includes braking force request information, and the calculation unit is specifically configured to: calculating a second intervention value according to the braking force request information and the speed; The first energy recovery torque is calculated according to the second intervention value.

18. The device according to claim 17, characterized in that The computing unit is specifically configured to: The first energy recovery torque is calculated according to a larger value of the first intervention value and the second intervention value.

19. The device according to any one of claims 14 to 18, characterized in that The device further comprises: an acquiring unit, configured to acquire a first distribution ratio of the energy recovery torque; The control unit is specifically used for: calculating, by the calculation unit, a second energy recovery torque according to the first energy recovery torque and the first distribution ratio; The first motor of the vehicle is controlled to perform energy recovery according to the second energy recovery torque.

20. The device according to claim 19, characterized in that The control unit is further configured to: calculating, by the calculation unit, a third energy recovery torque according to the first energy recovery torque and a second distribution ratio, where the second distribution ratio is a difference between 1 and the first distribution ratio; According to the third energy recovery torque, the second motor of the vehicle is controlled to perform energy recovery.

21. The device according to claim 19 or 20, characterized in that The control unit is further configured to: calculating, by the calculation unit, a friction braking force according to the first energy recovery torque and a third distribution ratio, wherein the third distribution ratio is a difference between 1 and the first distribution ratio; A master cylinder pressure or a wheel cylinder pressure of the vehicle is controlled based on the friction braking force.

22. The device according to any one of claims 19 to 21, characterized in that The acquisition unit is specifically configured to: The first distribution ratio is queried from preset distribution ratio information according to a second driving parameter of the vehicle, wherein the second driving parameter includes a yaw rate and / or a longitudinal acceleration.

23. The device according to claim 22, characterized in that The device further includes a determining unit configured to determine whether the vehicle satisfies at least one of the following second activation conditions: The yaw rate of the vehicle is greater than or equal to a fourth value; or, The longitudinal acceleration of the vehicle is greater than or equal to a fifth value.

24. The device according to any one of claims 14 to 23, characterized in that The computing unit is further configured to: When the energy recovery function is activated, a fourth energy recovery torque is calculated based on a third driving parameter of the vehicle, the third driving parameter including at least one of the following: accelerator pedal opening information, battery state of charge (SOC), speed, gear position, driving mode, and road mode; The calculation unit calculates a first energy recovery torque according to a first driving parameter of the vehicle, including: The first energy recovery torque is calculated according to the first driving parameter and the fourth energy recovery torque.

25. The device according to any one of claims 14 to 24, characterized in that The computing unit is further configured to: calculating a front axle slip ratio and a rear axle slip ratio based on a fourth driving parameter of the vehicle, wherein the fourth driving parameter comprises at least one of the following: wheel speed, speed, or axle speed; The first energy recovery torque is adjusted according to the front axle slip rate, the rear axle slip rate and the target slip rate boundary value.

26. The device according to claim 25, characterized in that The device further comprises: A determination unit is used to determine the target slip rate boundary value according to the road surface type of the road where the vehicle is located.

27. A terminal device, characterized in that: comprising a processor coupled to a memory; The processor is configured to execute the computer program or instructions stored in the memory, so that the terminal device executes the method according to any one of claims 1 to 13.

28. A vehicle, characterized in that: The method comprises means for implementing the method according to any one of claims 1 to 13.

29. A readable storage medium, characterized in that The method comprises a program or an instruction, and when the program or the instruction is executed, the method according to any one of claims 1 to 13 is performed.

30. A computer program product, characterized in that When the computer program product is run on a computer, the computer is caused to perform the method according to any one of claims 1 to 13.

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