A vehicle control method and apparatus

Abstract

The application discloses a vehicle control method and device, and relates to the technical field of electric vehicles. The method comprises the following steps: calculating a first energy recovery torque according to a first driving parameter of the vehicle, wherein the first driving parameter comprises a yaw angular velocity; and controlling the vehicle to perform energy recovery according to the first energy recovery torque. The method helps to guarantee the safety of vehicle driving and the driving experience.

Description

Technical Field

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

[0002] With severe air pollution and frequent smog, environmental protection has become a major concern, leading to increased attention on the development of electric vehicles (EVs) worldwide. Energy recovery is a common method used to improve the energy efficiency of EVs and address the driving range issue.

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

[0004] Therefore, ensuring vehicle safety and driving experience remains a critical issue that urgently needs to be addressed in energy recovery solutions. Summary of the Invention

[0005] This application provides a vehicle control method and device that helps ensure vehicle driving safety and enhance the driving experience.

[0006] Firstly, this application provides a vehicle control method. This method can be implemented using 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), and this 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 have a rear-drive motor as the primary energy recovery motor for performing energy recovery. For example, the primary energy recovery motor of the vehicle can be a permanent magnet synchronous motor. In a four-wheel-drive electric vehicle scenario, the vehicle can include a rear-drive motor (e.g., denoted as a first motor) and a front-drive motor (e.g., a second motor). The vehicle control device can use the method of this application to calculate the energy recovery torque of at least one motor of the vehicle to control the vehicle to perform energy recovery.

[0007] The method may include: calculating a first energy recovery torque based on first driving parameters of the vehicle, wherein the first driving parameters include yaw rate; and controlling the vehicle to perform energy recovery based on the first energy recovery torque.

[0008] This method allows the vehicle control unit to calculate the energy recovery torque in real time by considering driving parameters such as yaw rate. This dynamically limits the intensity of energy recovery, reducing or even preventing instability (such as skidding or fishtailing) during energy recovery in certain scenarios (e.g., cornering), thus ensuring vehicle safety. Furthermore, this method can reduce ESC corrections triggered by vehicle instability, preventing a "lurching" sensation and enhancing the driving experience.

[0009] In conjunction with the first aspect, in one possible design, the method further includes: 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.

[0010] This method allows the vehicle control unit to configure a dynamic energy recovery function and determine whether to activate the function by real-time monitoring of relevant vehicle driving parameters. Once activated, the intensity of energy recovery can be dynamically limited by dynamically adjusting the energy recovery torque.

[0011] In conjunction with the first aspect, in one possible design, the first driving parameter includes speed, and the step of 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 rate and the speed; and calculating the first energy recovery torque based on the first intervention value.

[0012] Using this method, the vehicle control unit can be configured to flexibly calculate the first energy recovery torque, for example, by calculating the first intervention value.

[0013] In conjunction with the first aspect, in one possible design, the first driving parameters include braking force request information, and the step of calculating the first energy recovery torque based on the first driving parameters of the vehicle includes: calculating a second intervention value based on the braking force request information and the speed; and calculating the first energy recovery torque based on the second intervention value. For example, the braking force request information may include brake pedal opening information.

[0014] Using this method, the vehicle control unit can be configured to flexibly calculate the first energy recovery torque, for example, by calculating the first energy recovery torque by calculating a second intervention value.

[0015] In conjunction with the first aspect, in one possible design, calculating the first energy recovery torque based on the first driving parameters of the vehicle includes: calculating the first energy recovery torque based on the larger of the first intervention value and the second intervention value.

[0016] Using this method, the vehicle control device can calculate different intervention values ​​based on different initial driving parameters, and select a larger intervention value to dynamically limit the energy recovery intensity of the vehicle, thereby minimizing the risk of vehicle instability.

[0017] In conjunction with the first aspect, in one possible design, the method may further include: obtaining a first allocation ratio of the energy recovery torque; the step of controlling the vehicle to perform energy recovery based on the first energy recovery torque includes: calculating a second energy recovery torque based on the first energy recovery torque and the first allocation ratio; and controlling the first motor of the vehicle to perform energy recovery based on the second energy recovery torque.

[0018] In conjunction with the first aspect, in one possible design, the method may further include: calculating a third energy recovery torque based on the first energy recovery torque and a second allocation ratio, wherein the second allocation ratio is the difference between 1 and the first allocation ratio; and controlling the second motor of the vehicle to perform energy recovery based on the third energy recovery torque.

[0019] This method allows the vehicle control unit to activate a dynamic distribution function, distributing the energy recovery torque to different motors in the vehicle as needed. This allows each motor to take on a portion of the energy recovery capacity, ensuring driving safety while preventing vehicle instability, and optimizing the overall energy recovery intensity of the vehicle.

[0020] In conjunction with the first aspect, in one possible design, the method may further include: calculating a frictional braking force based on the first energy recovery torque and a third distribution ratio, wherein the third distribution ratio is 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 frictional braking force.

[0021] This method allows the vehicle control unit to activate dynamic friction braking, dynamically adjusting the friction braking force to control vehicle stability, thereby ensuring vehicle driving safety and driving experience.

[0022] In conjunction with the first aspect, in one possible design, obtaining the first allocation ratio of the energy recovery torque includes: querying the first allocation ratio from preset allocation ratio information based on the second driving parameters of the vehicle, wherein the second driving parameters include yaw rate and / or longitudinal acceleration.

[0023] Using this method as an example, the vehicle control unit can obtain the first distribution ratio of the energy recovery torque through a lookup table or similar method.

[0024] In conjunction 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 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.

[0025] This method allows the vehicle control unit to configure a dynamic allocation function and determine whether to activate the dynamic allocation function by real-time monitoring of relevant vehicle driving parameters. After activating the dynamic allocation function, the intensity of energy recovery by the vehicle can be dynamically adjusted by dynamically allocating the energy recovery torque of different motors.

[0026] In conjunction with the first aspect, in one possible design, the method further includes: when activating the energy recovery function, calculating a fourth energy recovery torque 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, driving mode, and road mode; the step of calculating a 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.

[0027] Using this method, the vehicle control device can calculate the fourth energy recovery torque in real time based on the real-time acquired driving parameter information. This fourth energy recovery torque can be used as the initial energy recovery torque for the dynamic energy recovery function, allowing the vehicle control device to dynamically limit the intensity of the vehicle's energy recovery torque based on this fourth energy recovery torque.

[0028] In conjunction with the first aspect, in one possible design, the method further includes: calculating the front axle slip ratio and the rear axle slip ratio based on a fourth driving parameter of the vehicle, wherein the fourth driving parameter includes at least one of the following: wheel speed, airspeed, 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 may further include: determining the target slip ratio boundary value based on the road surface type of the road where the vehicle is located.

[0029] This method allows the vehicle control unit to adjust the output energy recovery torque based on the road conditions where the vehicle is located.

[0030] Secondly, embodiments of this application provide a vehicle control device, which may include: a calculation unit for calculating a first energy recovery torque based on first driving parameters of the vehicle, wherein the first driving parameters include yaw rate; and a control unit for controlling the vehicle to perform energy recovery based on the first energy recovery torque.

[0031] In conjunction with the second aspect, in one possible design, the device further includes a determining unit for 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.

[0032] In conjunction with the second aspect, in one 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 rate and the speed; and calculate the first energy recovery torque based on the first intervention value.

[0033] In conjunction with the second aspect, in one possible design, the first driving parameters include braking force request information, and the calculation unit is specifically used to: calculate a 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.

[0034] In conjunction with the second aspect, in one possible design, the calculation unit is specifically used to: calculate the first energy recovery torque based on the larger of the first intervention value and the second intervention value.

[0035] In conjunction with the second aspect, in one possible design, the device further includes: an acquisition unit for acquiring a first allocation ratio of the energy recovery torque; the control unit is specifically configured to: calculate a second energy recovery torque based on the first energy recovery torque and the first allocation ratio using the calculation unit; and control the first motor of the vehicle to perform energy recovery based on the second energy recovery torque.

[0036] In conjunction with the second aspect, in one possible design, the control unit is further configured to: calculate a third energy recovery torque based on the first energy recovery torque and the second allocation ratio, wherein the second allocation ratio is the difference between 1 and the first allocation ratio, using the calculation unit; and control the second motor of the vehicle to perform energy recovery based on the third energy recovery torque.

[0037] In conjunction with the second aspect, in one possible design, the control unit is further configured to: calculate the friction braking force based on the first energy recovery torque and a third distribution ratio, wherein the third distribution ratio is the difference between 1 and the first distribution ratio, using the calculation unit; and control the master cylinder pressure or wheel cylinder pressure of the vehicle based on the friction braking force.

[0038] In conjunction with the second aspect, in one possible design, the acquisition unit is specifically used to: query the first allocation ratio from preset allocation ratio information based on the second driving parameters of the vehicle, wherein the second driving parameters include yaw rate and / or longitudinal acceleration.

[0039] In conjunction with the second aspect, in one possible design, the device further includes a determining unit for 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.

[0040] In conjunction with the second aspect, in one possible design, the calculation unit is further configured to: calculate a fourth energy recovery torque based on a third driving parameter of the vehicle when the energy recovery function is activated, wherein the third driving parameter includes at least one of the following: accelerator pedal opening information, battery state of charge (SOC), speed, gear, driving mode, and road mode; the calculation unit calculates a first energy recovery torque based on a first driving parameter of the vehicle, including: calculating the first energy recovery torque based on the first driving parameter and the fourth energy recovery torque.

[0041] In conjunction with the second aspect, in one possible design, the calculation unit is further configured to: calculate the front axle slip ratio and the rear axle slip ratio based on the vehicle's fourth driving parameters, the fourth driving parameters including at least one of the following: wheel speed, speed, or axle speed; and adjust the first energy recovery torque based on the front axle slip ratio, the rear axle slip ratio, and the target slip ratio boundary value.

[0042] In conjunction with the second aspect, in one possible design, the device further includes: a determining unit, configured to determine the target slip ratio boundary value based on the road surface type of the road where the vehicle is located.

[0043] Thirdly, embodiments of this application provide a communication device including a processor coupled to a memory: the processor is configured to execute a computer program or instructions stored in the memory, such that the device performs the method described in the first aspect above and any possible design of the first aspect.

[0044] Fourthly, embodiments of this application provide a vehicle including units for implementing the methods described in the first aspect and any possible design of the first aspect.

[0045] Fifthly, embodiments of this application provide a readable storage medium including a program or instructions that, when executed, perform the method described in the first aspect above and any possible design of the first aspect.

[0046] In a sixth aspect, embodiments of this application provide a computer program product that, when run on a computer, causes the computer to perform the method described in the first aspect above and any possible design of the first aspect.

[0047] In a seventh aspect, embodiments of this application provide a terminal device, including units for implementing the method as described in the first aspect and any possible design of the first aspect, or for implementing the method as described in the second aspect and any possible design of the second aspect. For example, the terminal device includes, but is not limited to: intelligent transportation equipment (such as automobiles, ships, drones, trains, freight trucks, etc.), intelligent manufacturing equipment (such as robots, industrial equipment, intelligent logistics, intelligent factories, etc.), and intelligent terminals (mobile phones, computers, tablets, PDAs, desktop computers, headphones, speakers, wearable devices, in-vehicle equipment, etc.).

[0048] Based on the implementations provided in the above aspects, the embodiments of this application can be further combined to provide more implementations.

[0049] The technical effects that can be achieved by any possible implementation of any of the second to seventh aspects mentioned above can be described with reference to the technical effects that can be achieved by any possible implementation of any of the first to second aspects mentioned above, and the repetitions will not be discussed. Attached Figure Description

[0050] Figure 1 A schematic diagram illustrating the application scenarios to which the embodiments of this application are applicable is shown;

[0051] Figure 2 A schematic diagram illustrating the principle of the vehicle control method according to an embodiment of this application is shown;

[0052] Figure 3 A schematic flowchart of a vehicle control method according to an embodiment of this application is shown;

[0053] Figures 4-6 The flowcharts of vehicle control methods under different scenarios according to embodiments of this application are shown.

[0054] Figure 7 A schematic diagram of the structure of a vehicle control device according to an embodiment of this application is shown;

[0055] Figure 8 A schematic diagram of the structure of a communication device according to an embodiment of this application is shown. Detailed Implementation

[0056] This application provides a vehicle control method and apparatus, which helps to ensure vehicle driving safety and improve the driving experience. The method and apparatus are based on the same technical concept. Since the principles by which the method and apparatus solve problems are similar, their implementations can be mutually referenced, and repeated details will not be repeated. Furthermore, in the various embodiments of this application, unless otherwise specified or logically conflicting, the terminology and / or descriptions between the embodiments are consistent and can be mutually referenced. Technical features in different embodiments can be combined to form new embodiments based on their inherent logical relationships.

[0057] It should be noted that the vehicle driving scheme in this application embodiment can be applied to vehicle-to-everything (V2X), long-term evolution-vehicle (LTE-V), and vehicle-to-vehicle (V2V) communication technologies. For example, it can be applied to vehicles with driving mobility functions, or other devices within a vehicle with driving mobility functions. These other devices include, but are not limited to, vehicle-mounted terminals, vehicle-mounted controllers, vehicle-mounted modules, vehicle-mounted components, vehicle-mounted chips, vehicle-mounted units, vehicle-mounted radar, or vehicle-mounted cameras, and other sensors. The vehicle can implement the vehicle driving method provided in this application embodiment through these vehicle-mounted terminals, vehicle-mounted controllers, vehicle-mounted modules, vehicle-mounted components, vehicle-mounted chips, vehicle-mounted units, vehicle-mounted radar, or vehicle-mounted cameras. Of course, the control scheme in this application embodiment can also be used in other intelligent terminals with mobility control functions besides vehicles, or be installed in other intelligent terminals with mobility control functions besides vehicles, or be installed in components of such intelligent terminals. These intelligent terminals can be intelligent transportation equipment, smart home devices, robots, etc. Examples include, but are not limited to, smart terminals or controllers, chips, radar or cameras, and other sensors and components within smart terminals.

[0058] It should be noted that in the embodiments of this application, "at least one" refers to one or more, and "more than one" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single 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, and c can be single or multiple.

[0059] Furthermore, unless otherwise specified, the ordinal numbers such as "first" and "second" mentioned in the embodiments of this application are used to distinguish multiple objects and are not used to limit the priority or importance of multiple objects. For example, "first instruction information" and "second instruction information" are only used to distinguish different instruction information, and do not indicate that the priority or importance of these two instruction information is different.

[0060] For ease of understanding, the embodiments of this application will be described below with reference to the accompanying drawings.

[0061] Figure 1 A schematic diagram illustrating the application scenarios to which the embodiments of this application are applicable is shown.

[0062] Figure 1 The diagram illustrates an application scenario to which embodiments of this application are applicable. This application scenario may include a vehicle 100. In one possible implementation, the application scenario may further include a cloud server 200, and the vehicle 100 and the cloud server 200 can communicate via a network. In one embodiment, the cloud server 200 may also be implemented using a virtual machine.

[0063] Some or all of the functions of vehicle 100 are controlled by computing platform 150 (or computer system). Computing platform 150 may include at least one processor 151, which can execute instructions 153 stored in a non-transitory computer-readable medium such as memory 152. In some embodiments, computing platform 150 may also be multiple computing devices that control individual components or subsystems of vehicle 100 in a distributed manner. Processor 151 may be any conventional processor, such as a central processing unit (CPU). Alternatively, processor 151 may also include graphics processing unit (GPU), field-programmable gate array (FPGA), system-on-chip (SoC), application-specific integrated circuit (ASIC), or combinations thereof.

[0064] Optionally, the vehicle 100 may be a car, truck, motorcycle, bus, ship, airplane, helicopter, lawnmower, recreational vehicle, amusement park vehicle, construction equipment, tram, golf cart, train, etc., and this application embodiment does not impose any particular limitation. 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, and this application embodiment does not impose any limitation in this regard.

[0065] It should be understood that Figure 1 The structure of the vehicle should not be construed as a limitation on the embodiments of this application.

[0066] The vehicle control method of this application embodiment can be implemented by a vehicle control device, which can be an independent device or a [missing information - likely a name or function]. Figure 1 The chips or components in the vehicle 100 shown can also be software modules, which can be deployed on relevant on-board equipment of the vehicle 100. This application embodiment does not limit the product form or deployment method of the vehicle control device. In the following description, for ease of understanding, the vehicle control device will be described using the vehicle control unit (VCU) or vehicle domain controller (VDC) integrated into the computing platform 150 of the aforementioned vehicle 100 as an example to illustrate the vehicle control scheme of this application embodiment.

[0067] The implementation principle of the embodiments of this application is described below.

[0068] Figure 2A schematic diagram illustrating the principle of a vehicle control method according to an embodiment of this application is shown. (See attached diagram.) Figure 2 As shown, the VCU or VDC can interact with other modules in the vehicle to implement the vehicle control scheme.

[0069] For example, a Vehicle Control Unit (VCU) or Vehicle Control Center (VDC) can acquire at least one driving parameter of the vehicle through its sensor system, constantly monitoring and collecting vehicle operating data. This sensor system may include, but is not limited to, speed sensors, acceleration sensors, angular velocity sensors, roll angle sensors, steering wheel sensors, and other sensors. The at least one driving parameter acquired through the vehicle's sensor system may include, but is not limited to, speed, longitudinal (lateral) acceleration, yaw rate, roll angle, steering wheel angle, yaw angle, accelerator pedal opening information, brake pedal opening information, 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 acquire 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, VCU or VDC can determine whether there are potential safety hazards such as sideslip or fishtailing in the vehicle, and whether the vehicle's dynamic control functions (such as dynamic energy recovery, dynamic friction braking, or dynamic distribution) are activated, so as to provide dynamic control functions to the vehicle in a timely manner when potential safety hazards exist, in order to ensure the vehicle's driving safety and driving experience.

[0070] When the vehicle's dynamic control function is activated, the VCU or VDC can send control commands 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). This allows the first motor, the second motor (optional), or the ESC chassis controller to assist in controlling the vehicle's safe driving based on the control commands from the VCU or VDC, thereby ensuring the vehicle's driving safety and driving experience.

[0071] In one possible implementation, during and after activating the vehicle's dynamic control function, the VCU or VDC can output alert information to peripheral devices such as touchscreens and speakers via a gateway to inform the driver of the vehicle control decision results, allowing the driver to be aware of the vehicle's dynamic changes. The VCU or VDC can also receive control information from the driver via (or through a gateway) peripheral devices such as touchscreens and microphones. This control information can be associated with the aforementioned alert information and can be used to assist the VCU or VDC in making vehicle control decisions.

[0072] It should be noted that, in Figure 2 In this document, 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 method or information format. 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, but this embodiment does not limit these aspects. Figure 2 The other modules shown in the vehicle are merely examples; the dashed boxes indicate that the corresponding modules are optional and may not be included in the vehicle. Figure 2 The modules shown may also include, except for Figure 2 Other modules besides the ones shown, or will Figure 2 Some modules can be replaced with other modules not shown, which will not be described in detail here. In some designs, the vehicle's sensing system can also be integrated into the VCU or VDC, and this application does not limit this.

[0073] When implementing, refer to Figure 3 As shown, the vehicle control method may include the following steps:

[0074] S310: The vehicle control unit (e.g., VCU or VDC) calculates the first energy recovery torque based on the first driving parameters of the vehicle.

[0075] S320: Control the vehicle to perform energy recovery based on the first energy recovery torque.

[0076] In this embodiment, the vehicle control device can comprehensively monitor various driving parameters obtained through the vehicle's sensing system, constantly monitoring the vehicle's electronic control unit (ECU) and the surrounding environment, and determine the vehicle's current scenario and whether to activate the vehicle's dynamic control functions. These dynamic control functions may include, but are not limited to, dynamic energy recovery, dynamic friction braking, or dynamic energy distribution.

[0077] The dynamic energy recovery function can dynamically limit the energy recovery intensity of at least one motor of the vehicle before the vehicle shows signs of instability, thus preventing instability phenomena such as sideslip or fishtailing and ensuring vehicle safety and driving experience. The dynamic friction braking function can also dynamically adjust the vehicle's friction pads before the vehicle shows signs of instability to control vehicle stability, thereby ensuring vehicle safety and driving experience. The dynamic distribution function can dynamically allocate control ratios to relevant control devices on the front or rear axle of the vehicle before the vehicle shows signs of instability, ensuring vehicle safety and driving experience through overall drive control. Optionally, the dynamic friction braking function can be replaced with a dynamic hydraulic braking function, using hydraulic braking compensation and deciding whether to compensate the front or rear axle to ensure consistent deceleration and prevent insufficient deceleration during cornering.

[0078] During implementation, at least one activation condition can be preset in the vehicle control device. Then, during vehicle operation, 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 if they meet the corresponding activation conditions of each dynamic control function.

[0079] For example, depending on monitoring requirements, the activation conditions for various dynamic control functions of a vehicle can be conditions that must be met for dynamic control, configured from driving parameters obtained through various means, such as yaw rate, speed, braking force request information, and longitudinal acceleration. For instance, the activation condition for the dynamic energy recovery function can be represented as a first activation condition, which may 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 value of the vehicle's braking force request information is greater than or equal to a third value. As another example, the activation condition for the dynamic distribution function can be represented as a second activation condition, which may 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 can be represented as a third activation condition, which may be the same as the second activation condition described above.

[0080] The application of the various dynamic control functions mentioned above 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, which may only include a rear-drive motor, the dynamic energy recovery function and dynamic friction braking function of the embodiments of this application can be applied to control the two-wheel-drive electric vehicle. For example, in a four-wheel-drive electric vehicle, which includes a front-drive motor and a rear-drive motor, 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 distribution function of the embodiments of this application. The embodiments of this application do not limit this.

[0081] It should be noted that, in the embodiments of this application, the activation conditions of the preset dynamic control functions can be manually configured or obtained through automated tools or big data statistical calculations. The specific implementation method is not limited in this application. Furthermore, this is merely an example of the activation method for dynamic control functions and not a limitation; other activation conditions or methods can be set in other embodiments. Moreover, under 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 rate 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 (%), indicating the degree to which the brake pedal is pressed (manually or automatically, etc.), with 0 indicating no pedal press and 100 indicating full press. The third value of the braking force request information can be set to, for example, 40. For 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 gravitational acceleration, for example, g = 9.8 meters per second (m / s)), with the unit being meters per square second (m / s²). 2 ).

[0082] In this embodiment of the application, if the vehicle control device determines that the vehicle meets at least one first activation condition and starts the dynamic energy recovery function before implementing S310, the vehicle control device can implement S310 to calculate the first energy recovery torque based on the first driving parameters of the vehicle.

[0083] In this embodiment of the application, in order to control the vehicle before it becomes unstable, one possible implementation is that the first driving parameter may include driving parameters that can directly or indirectly reflect the yaw stability state of the vehicle. For example, the first driving parameter may include yaw velocity, which refers to the deflection of the vehicle about its vertical axis, and the magnitude of the deflection represents the degree of stability of the vehicle.

[0084] The yaw rate can be obtained through a corresponding sensor (such as an angular velocity sensor or a yaw rate sensor). Alternatively, the yaw rate can be calculated or processed from other driving parameters, such as by differentiating 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 directly related to the vehicle's yaw rate, but they can reflect the yaw rate to some extent, thus characterizing the vehicle's yaw stability. For example, the steering wheel angle, lateral acceleration, or roll angle may have a linear or non-linear relationship with the vehicle's yaw rate. Based on the steering wheel angle, lateral acceleration, or roll angle, and the relationship between these driving parameters and the yaw rate, the yaw rate can be determined, thus characterizing the vehicle's yaw stability.

[0085] It should be understood that this is merely an illustrative example of driving parameters that directly or indirectly reflect the yaw stability state of a vehicle, and not a limitation thereof. In other embodiments, the specific content of the first driving parameter can be customized according to application scenarios or business needs, so that the vehicle control device can more accurately utilize the yaw stability state of the vehicle for vehicle control. Furthermore, the correlation between the yaw rate and other driving parameters (such as heading angle, steering wheel angle, lateral acceleration, or roll angle) can be determined by the properties of the driving parameters themselves; for example, the yaw rate can be obtained by differentiating 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) can also be determined in advance through manual (or automated) modeling, and this application embodiment does not limit this.

[0086] When implementing S310, such as Figure 4 As shown, the vehicle control device can, for example, acquire first driving parameters from a sensor system and determine whether to activate the dynamic energy recovery function based on these parameters. If the vehicle meets the corresponding first activation condition based on the first driving parameters, the dynamic energy recovery function can be activated. If not, it will not be activated; instead, the system will monitor the first driving parameters in real time to ensure that the first activation condition is met.

[0087] If the dynamic energy recovery function of the vehicle control device is activated, in one possible implementation, the vehicle control device can use a direct calculation method to directly calculate the first energy recovery torque based on the vehicle's first driving parameters. In another possible implementation, the vehicle control device can use an indirect calculation method to indirectly calculate the first energy recovery torque based on the vehicle's first driving parameters. The calculated first energy recovery torque can be used as output information from the vehicle control device and provided to the ESC chassis controller or motor to control the vehicle to perform energy recovery.

[0088] The method will be described in detail below with reference to specific examples.

[0089] (i) 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 parameters, through formulas (or calculation expressions) or table lookup.

[0090] 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.

[0091] For example, let x represent the yaw rate and T1 represent the first energy recovery torque. The formula for calculating T1 can be shown in the following expression (1):

[0092] T1=λ*x (1);

[0093] Wherein, λ represents the dynamic control coefficient corresponding to the yaw rate. λ can be an empirical parameter or obtained through pre-modeling mathematically; the implementation method of λ in this application embodiment is not limited. Wherein, if the unit of x is ° / s, then the unit of λ can be (N·m·s) / °; if the unit of x is rad / s, then the unit of λ can be (N·m·s) / rad.

[0094] The vehicle control device, through the sensing system or its own computing power, can substitute the value of the yaw rate into the above expression (1) to directly calculate the first energy recovery torque Y, given the known value of the yaw rate.

[0095] In another possible implementation, the first driving parameter may also include other parameters besides the yaw rate, and accordingly, the above expression (1) can be transformed into other expressions.

[0096] For example, taking the vehicle speed as an example, the vehicle control device can calculate the first energy recovery torque T1 using the following expression (2):

[0097] T1=λ1*x+λ2*v (2);

[0098] Where x represents the yaw rate, and λ1 represents the dynamic control coefficient corresponding to the yaw rate. v represents the velocity, and λ2 represents the dynamic control coefficient corresponding to the velocity. λ1 and λ2 can be empirical parameters or obtained through pre-modeling mathematical models. The implementation of λ1 and λ2 in this application is not limited. Wherein, if the unit of x is ° / s, then the unit of λ1 can be (N·m·s) / °; if the unit of x is rad / s, then the unit of λ1 can be (N·m·s) / rad; if the unit of v is km / h, then the unit of λ2 can be (N·m·h) / km; if the unit of v is m / s, then the unit of λ2 can be N·s.

[0099] For example, taking the first driving parameter as including braking force request information as an example, x in expression (2) can be replaced with z, and λ1 can be replaced with λ3. z represents the braking force request information, and λ3 represents the dynamic control coefficient corresponding to the braking force request information. That is, the first energy recovery torque can be calculated based on the braking force request information and speed. λ3 can be an empirical parameter or can be obtained by pre-modeling mathematically. The implementation method of λ3 in this application embodiment is not limited.

[0100] For example, taking the first driving parameters as including speed and braking force request information, the vehicle control device can calculate the first energy recovery torque using the following expression (3):

[0101] T1=λ1*x+λ2*v+λ3*z (3);

[0102] Where x represents the yaw rate, and λ1 represents the dynamic control coefficient corresponding to the yaw rate. v represents the speed, and 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 obtained through pre-modeling mathematical models. The implementation of λ1, λ2, and λ3 in this application embodiment is not limited. Wherein, if the unit of x is ° / s, then the unit of λ1 can be (N·m·s) / °; if the unit of x is rad / s, then the unit of λ1 can be (N·m·s) / rad; if the unit of v is km / h, then the unit of λ2 can be (N·m·h) / km; if the unit of v is m / s, then the unit of λ2 can be N·s. If the brake pedal opening z is expressed as a percentage, then the unit of λ3 can be N·m.

[0103] The vehicle control unit can provide the first energy recovery torque calculated by the above expression (1), or (2), or (3) as output information to the corresponding device of the vehicle (e.g., motor or ESC chassis controller) so as to control the vehicle to perform energy recovery.

[0104] ② Taking direct calculation by looking up a table as an example, in one possible implementation, the first driving parameters may include the yaw rate (e.g., denoted as x) and the vehicle speed (e.g., denoted as y). The vehicle control device can directly calculate the first energy recovery torque corresponding to (x, y) through the following Table 1.

[0105] Table 1

[0106] y / x 1 3 4 5 6 8 10 12 14 16 20 25 30 20 -1550 -1550 -1550 -1550 -1550 -1350 -1250 -1250 -1150 -1050 -1050 -1050 -1050 40 -1540 -1540 -1540 -1540 -1540 -1240 -1140 -1140 -1040 -940 -840 -790 -740 60 -1530 -1530 -1530 -1530 -1530 -1130 -1030 -1030 -930 -830 -630 -530 -430 80 -1520 -1520 -1520 -1520 -1520 -1120 -1020 -1020 -920 -720 -520 -520 -420 100 -1515 -1515 -1515 -1515 -1515 -1115 -1015 -1015 -915 -715 -515 -515 -315 120 -1510 -1510 -1310 -1310 -1310 -910 -810 -810 -710 -510 -510 -510 -310 140 -1505 -1505 -1305 -1305 -1305 -905 -805 -805 -705 -505 -505 -505 -305 160 -1500 -1500 -1300 -1300 -1300 -900 -800 -800 -700 -500 -500 -500 -300 180 -1500 -1500 -1300 -1300 -1300 -900 -800 -800 -700 -500 -500 -500 -300

[0107] In Table 1, the x-value in the first row represents the vehicle's yaw rate, measured in degrees per second (° / s). The y-value in the first column represents the vehicle's speed, measured in kilometers per hour (km / h). The first energy recovery torque can be a negative torque, measured in Newton-meters (N·m).

[0108] The vehicle control device, using its sensing system or its own computing capabilities, can directly look up the corresponding first energy recovery torque in Table 1, given the values ​​of the yaw rate and speed. For example, if the yaw rate is 20° / s and the speed is 80 km / h, the first energy recovery torque is -520 N·m. When implementing S320, the vehicle control device can control the vehicle to perform energy recovery based on -520 N·m. As another example, if the yaw rate is 5° / s and the speed is 180 km / h, the first energy recovery torque is -1300 N·m. When implementing S320, the vehicle control device can control the vehicle to perform energy recovery based on -1300 N·m.

[0109] In another possible implementation, the first driving parameters may include braking force request information (e.g., denoted as x) and vehicle speed (e.g., denoted as y), and the vehicle control device can directly calculate the first energy recovery torque corresponding to (x, y) using Table 2 below.

[0110] Table 2

[0111] x / y 0 15 20 25 40 60 80 100 120 140 160 0 -1550 -1550 -1550 -1550 -1550 -1550 -1550 -1550 -1550 -1550 -1550 10 -1500 -1300 -1300 -1200 -1100 -1100 -1100 -1100 -1100 -1100 -1100 20 -1310 -1210 -1210 -1110 -1010 -1010 -1010 -1010 -1010 -1010 -1010 30 -1220 -1120 -1120 -1020 -920 -920 -920 -920 -920 -920 -920 40 -1130 -1030 -1030 -930 -830 -830 -830 -830 -830 -830 -830 50 -1040 -940 -940 -840 -740 -740 -740 -740 -740 -740 -740 60 -950 -850 -850 -750 -650 -650 -650 -650 -650 -650 -650 70 -860 -800 -800 -720 -600 -600 -600 -600 -600 -600 -600 80 -770 -770 -770 -670 -570 -570 -570 -570 -570 -570 -570 90 -750 -750 -750 -550 -550 -550 -550 -550 -550 -550 -550 100 -750 -750 -750 -550 -550 -550 -550 -550 -550 -550 -550

[0112] 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 (manually or automatically), with 0 indicating no brake pedal depressed and 100 indicating the brake pedal is fully depressed. The y-value in the first row represents the vehicle's speed, which can be in km / h. The first energy recovery torque can be a negative torque, and its unit can be Newton-meters (N·m).

[0113] The vehicle control device, using its sensing system or its own computing power, can directly look up the corresponding first energy recovery torque in Table 2, given the values ​​of the braking force request and the speed. For example, if the braking force request is 20% and the speed is 80 km / h, the first energy recovery torque is -1010 N·m. When S320 is implemented, the vehicle control device can control the vehicle to perform energy recovery based on -1010 N·m. As another example, if the braking force request is 90% and the speed is 160 km / h, the first energy recovery torque is -550 N·m. When S320 is implemented, the vehicle control device can control the vehicle to perform energy recovery based on -550 N·m.

[0114] It should be understood that if the first driving parameters include yaw rate, speed and braking force request information, the above Table 2 can be replaced with a table of correspondence between yaw rate, speed, braking force request information and first energy recovery torque. The corresponding first energy recovery torque can be directly obtained by querying the yaw rate, speed and braking force request information, which will not be elaborated here.

[0115] Furthermore, depending on the vehicle component affected by the first energy recovery torque, the vehicle control device can also convert and output the first energy recovery torque. For example, if the first energy recovery torque is obtained as shown in Table 1 and needs to be output to the wheels, the vehicle control device can directly output the first energy recovery torque to the corresponding motor for energy recovery. If the first energy recovery torque is obtained as shown in Table 1 and needs to be output to the first motor, the vehicle control device can convert the first energy recovery torque (e.g., divide the first energy recovery torque by the reduction ratio (e.g., 10)) and output it to the first motor, which then controls the axle and performs energy recovery. This application does not limit the implementation method of the energy recovery process based on the first energy recovery torque.

[0116] (ii) Taking the indirect calculation method as an example, the vehicle control device can calculate the intervention value based on the first driving parameters by formula (or calculation expression) or table lookup, and indirectly calculate the first energy recovery torque based on the intervention value.

[0117] ① Taking the formula calculation method as an example, in one possible implementation, the vehicle control device can calculate the first intervention value according to the first driving parameters using a preset formula, and calculate the first energy recovery torque according to the first intervention value.

[0118] For example, the first driving parameter may include the yaw rate. The vehicle control device can calculate the first intervention value based on the yaw rate and the first energy recovery torque based on the first intervention value, as shown in the following expressions (4) and (5):

[0119] ΔT1=αx (4);

[0120] T1 = T0 + ΔT1 (5);

[0121] Wherein, ΔT1 represents the first intervention value, x represents the yaw rate, and α represents the dynamic intervention coefficient corresponding to the yaw rate. α can be an empirical parameter or obtained through pre-modeling mathematically; the implementation method of α is not limited in this embodiment. If the unit of x is ° / s, then the unit of α can be (N·m·s) / °; if the unit of x is rad / s, then the unit of α can be (N·m·s) / rad. 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 rates. It can be an empirical value; the implementation method of T0 is not limited in this embodiment.

[0122] In another possible implementation, the first driving parameter may also include other parameters besides the yaw rate, and accordingly, the above expression (4) can be transformed into other expressions.

[0123] For example, taking the vehicle speed as an example, the vehicle control device can calculate the first intervention value based on the yaw rate and the speed, and calculate the first energy recovery torque based on the first intervention value, as shown in the following expressions (6) and (5):

[0124] ΔT1=α1x+α2v (6);

[0125] T1 = T0 + ΔT1 (5);

[0126] Wherein, ΔT1 represents the first intervention value, x represents the yaw rate, and α1 represents the dynamic intervention coefficient corresponding to the yaw rate. v represents the velocity, and α2 represents the dynamic intervention coefficient corresponding to the velocity. α1 and α2 can be empirical parameters or obtained through pre-modeling mathematically. The implementation of α1 and α2 in this embodiment is not limited. If the unit of x is ° / s, then the unit of α1 can be (N·m·s) / °; if the unit of x is rad / s, then the unit of α1 can be (N·m·s) / rad; if the unit of v is km / h, then the unit of α2 can be (N·m·h) / km; if the unit of v is m / s, then the unit of α2 can be N·s. 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 rates. It can be an empirical value, and the implementation of T0 in this embodiment is not limited.

[0127] For example, taking the first driving parameter as including the vehicle's braking force request information as an example, in one possible implementation, the vehicle control device can calculate a second intervention value based on the braking force request information, and calculate a first energy recovery torque based on the second intervention value, as shown in the following expressions (7) and (8):

[0128] ΔT2=βz (7);

[0129] T1 = T0 + ΔT2 (8);

[0130] 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 obtained through pre-modeling mathematically; the implementation method of β in this embodiment is not limited. 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, which can be a preset fixed value or a preset value associated with different yaw rates. It can be an empirical value; the implementation method of T0 in this embodiment is not limited.

[0131] For example, the vehicle control device can calculate a second intervention value based on the braking force request information and speed, and calculate a first energy recovery torque based on the second intervention value, as shown in the following expressions (9) and (8):

[0132] ΔT2=β1z+β2v (9);

[0133] T1 = T0 + ΔT2 (8);

[0134] 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 speed, and β2 represents the dynamic intervention coefficient corresponding to speed. β1 and β2 can be empirical parameters or obtained through pre-modeling mathematical models. The implementation method of β1 and β2 in this application embodiment is not limited. 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, which can be a preset fixed value or a preset value associated with different yaw rates. It can be an empirical value, and the implementation method of T0 in this application embodiment is not limited.

[0135] To improve the precision of dynamic control of the vehicle, one possible implementation is that the vehicle control device can calculate the first energy recovery torque using all possible driving parameters as the first driving parameter.

[0136] For example, taking the first driving parameters including yaw rate, speed and braking force request information as an example, the vehicle control device can calculate the first intervention value based on the yaw rate and speed, calculate the second intervention value based on the braking force request information and speed, and calculate the first energy recovery torque based on the larger of the first intervention value and the second intervention value, as shown in the following expression (10):

[0137] T1=T0+max(ΔT1,ΔT2) (10);

[0138] 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 rates. It can be an empirical value, and the implementation method of T0 in this application embodiment is not limited. ΔT1 represents the first intervention value, which can be calculated by the expression (6) above. ΔT2 represents the second intervention value, which can be calculated by the expression (9) above.

[0139] ② Taking indirect calculation by table lookup as an example, the first driving parameters may include yaw rate (e.g., represented as x) and vehicle speed (e.g., represented as y). The vehicle control device can obtain the first intervention value corresponding to (x, y) by looking up Table 3 below, and use the first intervention value to calculate the first energy recovery torque.

[0140] Table 3

[0141] y / x 1 3 4 5 6 8 10 12 14 16 20 25 30 20 0 0 0 0 0 200 300 300 400 500 500 500 500 40 10 10 10 10 10 310 410 410 510 610 710 760 810 60 20 20 20 20 20 420 520 520 620 720 920 1020 1120 80 30 30 30 30 30 430 530 530 630 830 1030 1030 1130 100 35 35 35 35 35 435 535 535 635 835 1035 1035 1235 120 40 40 240 240 240 640 740 740 840 1040 1040 1040 1240 140 45 45 245 245 245 645 745 745 845 1045 1045 1045 1245 160 50 50 250 250 250 650 750 750 850 1050 1050 1050 1250 180 50 50 250 250 250 650 750 750 850 1050 1050 1050 1250

[0142] In Table 2, the x-value in the first row represents the vehicle's yaw rate, which can be expressed in ° / s. The y-value in the first column represents the vehicle's speed, which can be expressed in km / h. The first intervention value can be positive torque, which can be expressed in N·m.

[0143] The vehicle control device can directly look up the corresponding first intervention value in Table 3, given the yaw rate and speed values, using a sensing system or its own computing power. 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.

[0144] In another possible implementation, the first driving parameters may include braking force request information (e.g., denoted as x) and vehicle speed (e.g., denoted as y). The vehicle control device can query the first intervention value corresponding to (x, y) through Table 4 below, and calculate the first energy recovery torque using the queried first intervention value.

[0145] Table 4

[0146] x / y 0 15 20 25 40 60 80 100 120 140 160 0 0 0 0 0 0 0 0 0 0 0 0 10 50 250 250 350 450 450 450 450 450 450 450 20 240 340 340 440 540 540 540 540 540 540 540 30 330 430 430 530 630 630 630 630 630 630 630 40 420 520 520 620 720 720 720 720 720 720 720 50 510 610 610 710 810 810 810 810 810 810 810 60 600 700 700 800 900 900 900 900 900 900 900 70 690 750 750 830 950 950 950 950 950 950 950 80 780 780 780 880 980 980 980 980 980 980 980 90 800 800 800 1000 1000 1000 1000 1000 1000 1000 1000 100 800 800 800 1000 1000 1000 1000 1000 1000 1000 1000

[0147] 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 (manually or automatically), with 0 indicating no brake pedal depressed and 100 indicating the brake pedal is fully depressed. The y-value in the first row represents the vehicle's speed, which can be in km / h. The first intervention value can be positive torque, which can be in Newton-meters (N·m).

[0148] The vehicle control unit can directly look up the corresponding second intervention value in Table 4, given the values ​​of the braking force request signal and the speed, using either a sensing system or its own computing power. 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 unit can control the vehicle to perform energy recovery based on the calculated first energy recovery torque.

[0149] It should be understood that if the first driving parameters include yaw rate, speed and braking force request information, the above Table 4 can be replaced with a table of correspondence between yaw rate, speed and braking force request information and intervention values. The intervention value can be directly queried through the yaw rate, speed and braking force request information, and the first energy recovery torque can be calculated using the queried intervention value. This will not be elaborated further here.

[0150] Similarly, in indirect calculation method (ii), depending on the vehicle device affected by the first energy recovery torque, the vehicle control device can also convert the queried intervention value before using 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 directly used to calculate T1. If the preset T0 is an energy recovery torque configured to act on the motor (used to drive the axle), then the intervention value obtained in the manner shown in Table 3 or Table 4 needs to be converted before use, for example, by dividing by the reduction ratio. This application does not limit the implementation method of the energy recovery process based on the first energy recovery torque in the embodiments.

[0151] Thus far, the calculation method for the first energy recovery torque of this application embodiment has been introduced through the direct calculation method (I) and indirect calculation method (II). This calculation method can dynamically limit the intensity of energy recovery by the vehicle, thereby reducing or even avoiding instability tendencies (such as sideslip or fishtailing) when the vehicle performs energy recovery in certain special scenarios (such as cornering scenarios), thus ensuring the driving safety of the vehicle. At the same time, this method can also reduce ESC correction triggered by vehicle instability, avoiding the vehicle from experiencing a "lurching forward" feeling, thus ensuring the driving experience.

[0152] In this embodiment, the vehicle control device implements the above-mentioned dynamic energy recovery function to ensure the driving safety of the vehicle while sacrificing some recoverable energy. However, it cannot simultaneously ensure both safety (or driving experience) and energy recovery. To address this, this embodiment also proposes a dynamic allocation function. In some scenarios (such as four-wheel drive electric vehicles), the vehicle control device can activate the dynamic allocation function to distribute the energy recovery torque to different motors of the vehicle as needed. This allows different motors to undertake a portion of the energy recovery capacity, thereby preventing the vehicle from becoming unstable and ensuring driving safety while optimizing the overall energy recovery intensity of the vehicle.

[0153] In specific implementation, such as Figure 5 As shown, the dynamic allocation function can be associated with a second driving parameter, for example. The vehicle control device can obtain the second driving parameter through a sensing system or its own computing power, and determine whether to activate the dynamic allocation function based on the obtained second driving parameter. If the vehicle meets the corresponding second activation condition based on the second driving parameter, the dynamic allocation function can be activated. If it does not meet the condition, it is not activated, but the second driving parameter is monitored in real time to see if 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 of the second activation conditions associated with the dynamic allocation function may include: the vehicle's yaw rate is greater than or equal to a fourth value; or, the vehicle's longitudinal acceleration is greater than or equal to a fifth value. The vehicle control device can activate the dynamic allocation function when the obtained second driving parameter meets the corresponding second activation condition.

[0154] Furthermore, the vehicle control unit can obtain the energy recovery torque distribution ratio of different motors in the vehicle based on the vehicle's second driving parameters, so as to distribute the total energy recovery torque (e.g., the first energy recovery torque) to the different motors in the vehicle according to different distribution ratios.

[0155] For example, the vehicle control device can preset the correspondence between the second driving parameters and the distribution ratio of energy recovery torque. The vehicle control device can obtain the required partial or complete distribution ratio information by looking up a table.

[0156] For example, taking a four-wheel drive electric vehicle equipped with a first motor and a second motor as an example, the preset allocation ratio information can record the first allocation ratio associated with the first motor. The vehicle control device can query the first allocation ratio from the preset allocation ratio information based on the vehicle's second driving parameters, and calculate the energy recovery torque allocated to the first motor (e.g., represented as the second energy recovery torque) based on the total energy recovery torque and the first allocation ratio. It can also calculate the energy recovery torque allocated to the second motor (e.g., represented as the third energy recovery torque) based on the total energy recovery torque and the second allocation ratio. The second allocation ratio is the difference between 1 and the first allocation ratio.

[0157] As an example, the preset allocation ratio information can be shown in Table 5 below:

[0158] Table 5

[0159] y / x 1 3 4 5 6 8 10 12 14 16 20 25 30 40 0.1 100 100 100 90 80 60 60 50 50 40 40 40 40 40 0.5 100 100 100 90 80 60 50 50 50 40 40 40 40 40 1 100 100 100 90 70 50 40 30 30 30 30 30 20 20 1.5 100 100 100 90 70 50 40 30 30 30 30 30 20 20 2.5 100 100 100 90 70 50 40 30 30 30 30 30 20 20 3 100 100 100 90 70 50 40 30 30 30 30 30 20 20 3.6 100 100 100 90 70 50 40 30 30 30 30 30 20 20 5 100 100 100 90 70 50 40 30 30 30 30 30 20 20 6 100 100 100 90 70 50 40 30 30 30 30 30 20 20

[0160] In Table 5, the x-values ​​in the first row represent the yaw rate, with units of ° / s. The y-values ​​in the first column represent the absolute value of the vehicle's longitudinal acceleration, with units of m / s². 2 The first allocation ratio is expressed as a percentage (%). When the first allocation ratio is 100, it means that 100% of the total energy recovery torque is allocated to the first motor. When the first allocation ratio is 20, it means that 20% of the total energy recovery torque is allocated to the first motor and the remaining 80% is allocated to the second motor.

[0161] Therefore, through the aforementioned dynamic allocation method, the energy recovery torque allocated to different motors in the vehicle can be dynamically adjusted based on the dynamic changes in the value of the second driving parameter during vehicle operation. This allows all motors in the vehicle to recover energy, helping to prevent vehicle instability and ensure driving safety while optimizing the overall energy recovery intensity. Simultaneously, the vehicle responds according to different control strategies and provides real-time feedback on its driving status through sensor systems, achieving a closed-loop adjustment strategy.

[0162] It should be noted that the above second driving parameter is merely an example and not a limitation. In practical applications, the yaw rate and / or longitudinal acceleration in this second driving parameter can be replaced with other driving parameters. For example, the yaw rate can be replaced by the vehicle's heading angle, and the yaw rate can be obtained by differentiating the vehicle's heading angle. Alternatively, the yaw rate can also 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 directly related to the vehicle's yaw rate, but they can reflect the yaw rate to a certain extent, thus characterizing the vehicle's yaw stability. For example, the steering wheel angle, lateral acceleration, or roll angle may have a linear or non-linear relationship with the vehicle's yaw rate. Based on the steering wheel angle, lateral acceleration, or roll angle, and the relationship between these driving parameters and the yaw rate, the yaw rate can be determined, thus characterizing the vehicle's yaw stability. Similarly, longitudinal acceleration can be replaced with any of the following parameters to achieve the same or similar effect: vehicle speed change rate, front axle speed change rate or rear axle speed change rate, calculated based on the forces acting on the vehicle, etc., which will not be elaborated here.

[0163] Furthermore, due to limitations in vehicle components, in some scenarios (e.g., two-wheel-drive electric vehicles with only one rear-drive motor), the vehicle control device is not suitable for applying the aforementioned dynamic allocation function to dynamically distribute energy recovery torque to different motors in the vehicle, or the rear-drive motor of the vehicle is not suitable for dynamically limiting the intensity of energy recovery. To address this, embodiments of this application also propose a dynamic friction braking function. This dynamic friction braking function can generate friction braking force on the front axle of the vehicle. This friction braking force can be equal to the energy recovery torque allocated to the second motor in the aforementioned scheme of activating the dynamic allocation function, thus ensuring vehicle stability in two-wheel-drive electric vehicles and achieving the same goal as the dynamic energy recovery function or dynamic allocation function described above. It should be understood that this explanation only uses a two-wheel-drive electric vehicle with a rear-drive motor as an example. In practical applications, if a two-wheel-drive electric vehicle uses a front-drive motor, the dynamic friction braking function can generate friction braking force on the rear axle of the vehicle to achieve the same goal in a two-wheel-drive electric vehicle.

[0164] When implementing dynamic friction braking function, such as Figure 5 As shown, referring to the dynamic allocation function, the vehicle control unit can calculate the friction braking force based on the total energy recovery torque (e.g., the first energy recovery torque) and the third allocation ratio. Based on the friction braking force, the vehicle's master cylinder pressure or wheel cylinder pressure is controlled by the ESC chassis controller. The third allocation ratio is the difference between 1 and the first allocation ratio. The method for obtaining the first allocation ratio can be found in the relevant description in Table 5, and will not be repeated here.

[0165] It should be noted that, in the embodiments of this application, in the scenario of a four-wheel drive electric vehicle, the vehicle control device may also activate 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 embodiments of this application do not limit the way these functions are used.

[0166] Therefore, the vehicle control unit can, based on the actual components of the vehicle, utilize the aforementioned dynamic energy recovery, dynamic energy distribution, and / or friction braking functions to balance vehicle driving safety (or driving experience) and energy recovery as comprehensively as possible. Simultaneously, the vehicle responds according to different control strategies and provides real-time feedback on its driving status through sensor systems, achieving a closed-loop adjustment strategy.

[0167] Furthermore, it should be noted that T0 described in the above methods of this application embodiment can be a preset value. However, in actual applications, due to the complexity of vehicle driving environment, preset information cannot be applied in all situations and achieve the desired dynamic control effect. Therefore, as an alternative solution, T0 described in the above embodiments can also be calculated directly or indirectly based on at least one driving parameter actually collected.

[0168] For example, T0 is represented by the fourth energy recovery torque, such as Figure 6 As shown, when the dynamic energy recovery function is activated, the vehicle control unit can calculate the fourth energy recovery torque based on the vehicle's third driving parameters, and calculate the first energy recovery torque based on the first driving parameters and the fourth energy recovery torque. For example, the third driving parameters include at least one of the following: accelerator pedal opening information, SOC, speed, gear, driving mode, and road mode. Subsequent control processes can be found in the preceding text. Figure 4 or Figure 5 The relevant descriptions will not be repeated here.

[0169] It should be noted that, in this embodiment, if the vehicle control device activates the dynamic energy recovery function, dynamic distribution function, and / or friction braking function, the vehicle control device can calculate the energy recovery torque to be output (e.g., including a first energy recovery torque, a second energy recovery torque, or a third energy recovery torque) according to the method described above, and control the vehicle. If the relevant driving parameters do not reach the set threshold, and the vehicle control device does not activate the dynamic energy recovery function, dynamic distribution function, and / or friction braking function, the vehicle control device can use the fourth energy recovery torque calculated based on the third driving parameters as the output to recover energy from the vehicle, which will not be elaborated further here.

[0170] Furthermore, in practical applications, the road surface environment where the vehicle is located may affect the vehicle's driving safety and energy recovery. In this regard, one possible implementation 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 ratio and the rear axle slip ratio according to the fourth driving parameters. Based on the calculated front axle slip ratio, rear axle slip ratio, and target slip ratio boundary values, it can 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.

[0171] For example, the fourth driving parameter may include at least one of the following: wheel speed, airspeed, or axle speed. The vehicle control unit can determine the target slip ratio boundary value based on the road surface type of the road where the vehicle is located. If the calculated front axle slip ratio is greater than the target slip ratio boundary value, the energy recovery intensity of the front axle can be appropriately reduced, for example, by reducing the energy recovery torque to be provided to the front axle motor (e.g., the second motor) or reducing the friction braking force to be provided to the front axle. If the calculated rear axle slip ratio is greater than the target slip ratio boundary value, the energy recovery intensity of the rear axle can be appropriately reduced, for example, by reducing the energy recovery torque to be provided to the rear axle motor (e.g., the first motor) or reducing the friction braking force to be provided to the rear axle. The calculation method for the front axle slip ratio or the rear axle slip ratio will not be described in detail here.

[0172] Therefore, by using the above methods, the energy recovery intensity of the front or rear axle of the vehicle can be dynamically modified based on the slip ratio, preventing the vehicle from becoming unstable due to an increase in the slip ratio of a certain axle (such as the rear axle).

[0173] So far, the vehicle control method of this application has been described in conjunction with the above-described method embodiments. In this method, the vehicle control device can be configured with dynamic energy recovery function, dynamic distribution function, and / or dynamic friction braking function. The vehicle control device can obtain at least one driving parameter of the vehicle through the vehicle's sensing system and continuously monitor and collect the vehicle's operating data. The vehicle control device can activate the corresponding function based on whether the relevant driving parameters meet the activation conditions of each dynamic control function. If the conditions are met, the corresponding function can be activated, and the vehicle control method of this application embodiment can be implemented using each dynamic control function to dynamically limit the intensity of energy recovery by the vehicle components. This reduces or even avoids the vehicle from becoming unstable (e.g., sideslip or fishtailing) when performing energy recovery in certain special scenarios (e.g., cornering scenarios), thereby ensuring the vehicle's driving safety. Furthermore, by activating the dynamic distribution function and / or dynamic friction braking function as needed according to different components of different vehicles, the energy recovery torque is distributed to different motors of the vehicle as needed, so that different motors each bear a portion of the energy recovery capacity. This ensures driving safety while preventing the vehicle from becoming unstable, and optimizes the overall energy recovery intensity of the vehicle. The dynamic friction braking function can also achieve the same goal. At the same time, this method can also reduce ESC corrections triggered by vehicle instability, avoid the vehicle from "lurching forward" and ensure a better driving experience.

[0174] It should be noted that the above-described method embodiments in this application only use VCU or VDC as an example of a vehicle control device, and do not limit the product form of the vehicle control device. In some embodiments, since the computing power of a cloud server is more powerful, the vehicle control device can also be configured on a cloud server. The cloud server can obtain at least one driving parameter from the vehicle's sensor system through a communication network, and after calculating the energy recovery torque or friction braking force to be provided to 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, which will not be elaborated further here.

[0175] This application also provides a vehicle control device that can be used to execute the above method embodiments. The relevant features can be found in the above method embodiments, and will not be repeated here.

[0176] like Figure 7 As shown, in one example, the vehicle control device 700 may include: a calculation unit 701, used to calculate a first energy recovery torque based on first driving parameters of the vehicle, wherein the first driving parameters include yaw rate; and a control unit 702, used to control the vehicle to perform energy recovery based on the first energy recovery torque. For specific implementation details, please refer to the method steps implemented by the vehicle control device in the above method embodiments, which will not be repeated here.

[0177] It should be understood that the division of units in the above device is only a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, the units in the device can be implemented by a processor calling software; for example, the device includes a processor connected to a memory containing instructions. The processor calls the instructions stored in the memory to implement any of the above methods or to implement the functions of each unit in the device. The processor can be, for example, a general-purpose processor, such as a Central Processing Unit (CPU) or a microprocessor, and the memory can be internal or external to the device. Alternatively, the units in the device can be implemented as hardware circuits. The functionality of some or all units can be achieved through the design of these hardware circuits, which can be understood as one or more processors. For example, in one implementation, the hardware circuit is an application-specific integrated circuit (ASIC). The functionality of some or all of the above units is achieved through the design of the logical relationships between the components within the circuit. In another implementation, the hardware circuit can be implemented using a programmable logic device (PLD). Taking a field-programmable gate array (FPGA) as an example, it can include a large number of logic gates. The connection relationships between the logic gates are configured through a configuration file, thereby achieving the functionality of some or all of the above units. All units of the above device can be implemented entirely through processor-invoked software, entirely through hardware circuits, or partially through processor-invoked software with the remaining parts implemented through hardware circuits.

[0178] In this application embodiment, the 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, microprocessor, graphics processing unit (GPU) (which can be understood as a type of microprocessor), or digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships of hardware circuits are fixed or reconfigurable. For example, the processor is a hardware circuit implemented as an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. Furthermore, 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), Tensor Processing Unit (TPU), or Deep Learning Processing Unit (DPU).

[0179] As can be seen, each unit in the above device can be one or more processors (or processing circuits) configured to implement the above methods, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0180] Furthermore, the units in the above devices can be integrated in whole or in part, or they can be implemented independently. In one implementation, these units are integrated together as 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 units in the device. The at least one processor may be of different types, such as CPU and FPGA, CPU and artificial intelligence processor, CPU and GPU, etc.

[0181] In a simplified embodiment, those skilled in the art will realize that the vehicle control device described in the above embodiments can all be employed. Figure 8 As shown in the figure.

[0182] like Figure 8 The illustrated device 800 includes at least one processor 810 and a communication interface 830. In an alternative design, a memory 820 may also be included.

[0183] The specific connection medium between the processor 810 and the memory 820 described above is not limited in the embodiments of this application.

[0184] In such Figure 8 In the device, when the processor 810 communicates with other devices, it can transmit data through the communication interface 830.

[0185] When the vehicle control device adopts Figure 8 When in the form shown, Figure 8 The processor 810 can call computer execution instructions stored in the memory 820, enabling the device 800 to execute any of the above method embodiments.

[0186] This application also relates to a chip system including a processor for calling a computer program or computer instructions stored in a memory to cause the processor to execute the methods of any of the above embodiments.

[0187] In one possible implementation, the processor can be coupled to the memory via an interface.

[0188] In one possible implementation, the chip system may also directly include a memory in which computer programs or computer instructions are stored.

[0189] For example, the memory can be volatile memory or non-volatile memory, or may include both. The non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. The volatile memory can be random access memory (RAM), which serves as an external cache. By way of example, but not limitation, many forms of RAM are available, such as static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous linked dynamic random access memory (SLDRAM), and direct rambus RAM (DRRAM).

[0190] This application also relates to a processor for calling a computer program or computer instructions stored in a memory to cause the processor to execute the methods described in any of the above embodiments.

[0191] For example, in the embodiments of this application, the processor is an integrated circuit chip with signal processing capabilities. For instance, the processor can be an FPGA, a general-purpose processor, a DSP, an ASIC, or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, a system-on-chip (SoC), a CPU, a network processor (NP), a microcontroller unit (MCU), a PLD, or other integrated chips, capable of implementing or executing the methods, steps, and logic block diagrams disclosed in the embodiments of this application. A general-purpose processor can be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this application can be directly embodied in the execution of a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software modules can reside in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. This storage medium is located in memory; the processor reads information from the memory and, in conjunction with its hardware, completes the steps of the above methods.

[0192] It should be understood that embodiments of this application may be provided as methods, systems, or computer program products.

[0193] In one possible implementation, embodiments of this application provide a computer-readable storage medium storing program code that, when executed on a computer, causes the computer to perform the method embodiments described above.

[0194] In one possible implementation, this application provides a computer program product that, when run on a computer, causes the computer to execute the above-described method embodiments.

[0195] Therefore, this application may take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0196] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0197] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0198] Obviously, those skilled in the art can make various modifications and variations to the embodiments of this application without departing from the scope of the embodiments of this application. Therefore, if these modifications and variations to the embodiments of this application fall within the scope of the claims of this application and their equivalents, this application also intends to include these modifications and variations. In the various embodiments of this application, unless otherwise specified or logically conflicting, the terminology and / or descriptions between the various embodiments are consistent and can be mutually referenced. Technical features in different embodiments can be combined to form new embodiments based on their inherent logical relationships.

Claims

1. A vehicle control method, characterized in that, include: Calculate the first intervention value based on the vehicle's yaw rate and speed; Based on the vehicle's braking force request information and the speed, a second intervention value is calculated, and the first intervention value or the second intervention value is used to adjust the vehicle's initial energy recovery torque; The initial energy recovery torque is adjusted based on the larger of the first intervention value and the second intervention value to obtain the first energy recovery torque; The vehicle is controlled to perform energy recovery based on the first energy recovery torque.

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

3. The method according to claim 1 or 2, characterized in that, The method further includes: Obtain the first allocation ratio of energy recovery torque; The step of controlling the vehicle to perform energy recovery based on the first energy recovery torque includes: The second energy recovery torque is calculated based on the first energy recovery torque and the first allocation ratio; The first motor of the vehicle is controlled to perform energy recovery based on the second energy recovery torque.

4. The method according to claim 3, characterized in that, The method further includes: The third energy recovery torque is calculated based on the first energy recovery torque and the second allocation ratio, where the second allocation ratio is the difference between 1 and the first allocation ratio. The second motor of the vehicle is controlled to perform energy recovery based on the third energy recovery torque.

5. The method according to claim 3, characterized in that, The method further includes: The friction braking force is calculated based on the first energy recovery torque and the third distribution ratio, wherein the third distribution ratio is the difference between 1 and the first distribution ratio; The master cylinder pressure or wheel cylinder pressure of the vehicle is controlled based on the friction braking force.

6. The method according to claim 3, characterized in that, The first allocation ratio for obtaining the energy recovery torque includes: Based on the second driving parameters of the vehicle, the first allocation ratio is queried from the preset allocation ratio information, wherein the second driving parameters include yaw rate and / or longitudinal acceleration.

7. The method according to claim 6, characterized in that, The method further includes: The vehicle is determined to meet at least one of the following second activation conditions: The vehicle's yaw rate 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.

8. The method according to claim 1 or 2, characterized in that, The method further includes: When the energy recovery function is activated, the initial energy recovery torque is calculated based on the vehicle's third driving parameters, which include at least one of the following: accelerator pedal opening information, battery state of charge (SOC), speed, gear, driving mode, and road mode.

9. The method according to claim 1 or 2, characterized in that, The method further includes: Based on the vehicle's fourth driving parameters, calculate the front axle slip ratio and the rear axle slip ratio, wherein the fourth driving parameters include at least one of the following: wheel speed, speed, or axle speed; The first energy recovery torque is adjusted based on the front axle slip ratio, rear axle slip ratio, and target slip ratio boundary value.

10. The method according to claim 9, characterized in that, The method further includes: The target slip ratio boundary value is determined based on the road surface type of the road where the vehicle is located.

11. A vehicle control device, characterized in that, include: The calculation unit is used to calculate the first intervention value based on the yaw rate and speed of the vehicle; Based on the vehicle's braking force request information and the speed, a second intervention value is calculated, and either the first intervention value or the second intervention value is used to adjust the vehicle's initial energy recovery torque; the initial energy recovery torque is adjusted based on the larger of the first intervention value and the second intervention value to obtain a first energy recovery torque; A control unit is configured to control the vehicle to perform energy recovery based on the first energy recovery torque.

12. The apparatus according to claim 11, characterized in that, It also includes a determining unit for determining that the vehicle satisfies at least one of the following first activation conditions: The yaw rate is greater than or equal to the first value; The speed is greater than or equal to the second value; or, The value of the braking force request information is greater than or equal to the third value.

13. The apparatus according to claim 11 or 12, characterized in that, The device further includes: The acquisition unit is used to acquire the first allocation ratio of the energy recovery torque; The control unit is specifically used for: The calculation unit calculates the second energy recovery torque based on the first energy recovery torque and the first allocation ratio. The first motor of the vehicle is controlled to perform energy recovery based on the second energy recovery torque.

14. The apparatus according to claim 13, characterized in that, The control unit is also used for: The calculation unit calculates the third energy recovery torque based on the first energy recovery torque and the second allocation ratio, where the second allocation ratio is the difference between 1 and the first allocation ratio. The second motor of the vehicle is controlled to perform energy recovery based on the third energy recovery torque.

15. The apparatus according to claim 13, characterized in that, The control unit is also used for: The calculation unit calculates the friction braking force based on the first energy recovery torque and the third distribution ratio, wherein the third distribution ratio is the difference between 1 and the first distribution ratio. The master cylinder pressure or wheel cylinder pressure of the vehicle is controlled based on the friction braking force.

16. The apparatus according to claim 13, characterized in that, The acquisition unit is specifically used for: Based on the second driving parameters of the vehicle, the first allocation ratio is queried from the preset allocation ratio information, wherein the second driving parameters include yaw rate and / or longitudinal acceleration.

17. The apparatus according to claim 16, characterized in that, The device further includes a determining unit for determining that the vehicle satisfies at least one of the following second activation conditions: The vehicle's yaw rate 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.

18. The apparatus according to claim 11 or 12, characterized in that, The computing unit is also used for: When the energy recovery function is activated, the initial energy recovery torque is calculated based on the vehicle's third driving parameters, which include at least one of the following: accelerator pedal opening information, battery state of charge (SOC), speed, gear, driving mode, and road mode.

19. The apparatus according to claim 11 or 12, characterized in that, The computing unit is also used for: Based on the vehicle's fourth driving parameters, calculate the front axle slip ratio and the rear axle slip ratio, wherein the fourth driving parameters include at least one of the following: wheel speed, speed, or axle speed; The first energy recovery torque is adjusted based on the front axle slip ratio, rear axle slip ratio, and target slip ratio boundary value.

20. The apparatus according to claim 19, characterized in that, The device further includes: The determining unit is used to determine the target slip ratio boundary value based on the road surface type of the road where the vehicle is located.

21. A terminal device, characterized in that, Includes a processor, which is coupled to memory: The processor is configured to execute a computer program or instructions stored in the memory to cause the terminal device to perform the method as described in any one of claims 1 to 10.

22. A vehicle, characterized in that, Includes units for implementing the method as described in any one of claims 1 to 10.

23. A readable storage medium, characterized in that, Includes a program or instructions, which, when executed, cause the method described in any one of claims 1 to 10 to be performed.

24. A computer program product, characterized in that... When the computer program product is run on a computer, it causes the computer to perform the method as described in any one of claims 1 to 10.

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