Recovery torque control method, device, equipment, medium and vehicle

Abstract

The invention provides a recovery torque control method and device, equipment, a medium and a vehicle. The method comprises the steps that the first vehicle speed and environment information of the vehicle in the sliding process are obtained; predicting according to the first vehicle speed and the environment information to obtain the initial deceleration of the vehicle in the sliding process; according to the first vehicle speed and a pre-obtained driving habit of a driver, control logic of the vehicle in the sliding process is determined; the initial deceleration is regulated and controlled according to the control logic, and the target deceleration of the vehicle in each sliding stage in the multiple sliding stages of the sliding process is obtained; based on the target deceleration of each coasting stage and the vehicle weight of the vehicle, the recovery torque of each coasting stage is obtained; and in each sliding stage, a motor of the vehicle is controlled to operate at the recovery torque corresponding to each sliding stage. Through the method, the energy loss of the vehicle in the energy recovery process can be reduced.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and in particular, to a method, device, equipment, medium and vehicle for controlling regenerative torque. Background Art

[0002] With the development of new energy technologies, the functions of new energy electric vehicles are becoming more and more abundant. When a new energy electric vehicle is coasting, kinetic energy is converted into electrical energy by reversing the motor to complete energy recovery. In order to perform energy recovery as efficiently as possible, currently, after the recovery intensity during vehicle coasting is selected, the regenerative torque is output according to a preset value.

[0003] After the recovery intensity is determined, the regenerative torque is fixed. Since the fixed regenerative torque will cause the vehicle speed to be fixed, the driver will frequently operate the accelerator and brake according to different road conditions during coasting. Therefore, in the prior art, the flexibility of the vehicle's regenerative torque during coasting is low and cannot be adjusted according to road conditions, resulting in a large loss of recovered energy. Summary of the Invention

[0004] A method, device, equipment, medium and vehicle for controlling regenerative torque provided by the present application can adjust the regenerative torque of the vehicle based on road conditions, reducing the energy loss during energy recovery of the vehicle.

[0005] In a first aspect, an embodiment of the present application provides a method for controlling regenerative torque, the method comprising:

[0006] Obtaining a first vehicle speed and environmental information of the vehicle during coasting;

[0007] Predicting based on the first vehicle speed and the environmental information to obtain an initial deceleration of the vehicle during the coasting;

[0008] Regulating the initial deceleration to obtain a target deceleration for each coasting stage of the vehicle during the coasting;

[0009] Based on the target deceleration of each coasting stage and the vehicle weight, obtaining the regenerative torque for each coasting stage;

[0010] During each coasting stage, controlling the motor of the vehicle to operate at the regenerative torque corresponding to each coasting stage.

[0011] In a second aspect, an embodiment of the present application provides a device for controlling regenerative torque, the device comprising:

[0012] A first acquisition module, configured to obtain a first vehicle speed and environmental information of the vehicle during coasting;

[0013] A prediction module, configured to perform prediction based on the first vehicle speed and the environmental information to obtain an initial deceleration of the vehicle during the coasting process;

[0014] A first determination module, configured to determine a control logic of the vehicle during the coasting process according to the first vehicle speed and the driving habits of the driver to be pre-acquired;

[0015] A regulation module, configured to regulate the initial deceleration to obtain a target deceleration of each coasting stage of the vehicle during the coasting process;

[0016] A first determination module, configured to obtain a recovery torque of each coasting stage based on the target deceleration of each coasting stage and the vehicle weight of the vehicle;

[0017] A control module, configured to control the motor of the vehicle to operate at the recovery torque corresponding to each coasting stage during each coasting stage.

[0018] In a third aspect, an embodiment of the present application provides an electronic device, which includes: a processor and a memory storing computer program instructions;

[0019] When the processor executes the computer program instructions, the recovery torque control method in any one of the embodiments in the first aspect is implemented.

[0020] In a fourth aspect, an embodiment of the present application provides a computer storage medium, on which computer program instructions are stored, and when the computer program instructions are executed by a processor, the recovery torque control method in any one of the embodiments in the first aspect is implemented.

[0021] In a fifth aspect, an embodiment of the present application provides a computer program product, and when the instructions in the computer program product are executed by the processor of the electronic device, the electronic device is enabled to execute and implement the recovery torque control method in any one of the above-mentioned first aspects.

[0022] In a sixth aspect, an embodiment of the present application provides a vehicle, which includes: the recovery torque control device provided in the second aspect, or the electronic device provided in the third aspect.

[0023] In the recovery torque control method, device, equipment, medium and vehicle provided by the embodiments of the present application, the initial deceleration determined based on the first vehicle speed and environmental information during the coasting process of the vehicle can divide the coasting process into multiple different coasting stages based on the environmental information, the first vehicle speed and driving habits, so as to adaptively allocate the target deceleration for each coasting stage. At the same time, based on the environmental information during the entire coasting process, a reasonable allocation of the recovery torque is carried out, improving the driving experience of the driver while adaptively changing the energy recovery intensity during the coasting process and reducing the energy loss during the coasting process. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings required in the embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0025] Figure 1 is a flowchart of the recovery torque control method provided by an embodiment of the present application;

[0026] Figure 2 is a schematic structural diagram of the recovery torque control device provided by an embodiment of the present application;

[0027] Figure 3 is a schematic structural diagram of the electronic device provided by the embodiments of the present application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0028] In order to be able to more clearly understand the above-mentioned objects, features and advantages of the present disclosure, the following will further describe the solutions of the present disclosure. It should be noted that, without conflict, the embodiments of the present disclosure and the features in the embodiments can be combined with each other.

[0029] In the following description, many specific details are set forth in order to fully understand the present disclosure, but the present disclosure can also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only a part of the embodiments of the present disclosure, rather than all the embodiments.

[0030] It should be noted that in this article, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising" or any other variant thereof is intended to cover non-exclusive inclusion, such that a process, method, article, or device comprising a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the existence of additional identical elements in the process, method, article, or device comprising the element.

[0031] To solve the problems of the prior art, an embodiment of the present application provides a method, device, equipment, medium, and vehicle for controlling the recovery torque.

[0032] The following introduces the method for controlling the recovery torque provided by the embodiment of the present application.

[0033] Figure 1 The flowchart of the method for controlling the recovery torque provided by an embodiment of the present application is shown. As Figure 1 shown, the method may specifically include the following steps:

[0034] Step 101, obtain the first vehicle speed and environmental information of the vehicle during the coasting process;

[0035] In this embodiment, the coasting process refers to a state where both the brake pedal and the accelerator pedal of the vehicle during driving are not working and the vehicle speed is greater than the idle speed, that is, the driver does not step on the brake pedal and the accelerator pedal. The environmental information includes the traffic information of the road where the vehicle is located, that is, the road information, and the driving information of other vehicles within the preset range of the vehicle, that is, the road condition information. The first vehicle speed is the real-time vehicle speed of the vehicle.

[0036] Step 102, perform prediction according to the first vehicle speed and the environmental information to obtain the initial deceleration of the vehicle during the coasting process;

[0037] After the vehicle enters the coasting process, the vehicle is in a decelerating state. In order to make the vehicle coast to the accurate location, it is necessary to predict the initial deceleration during the coasting process so that after the vehicle coasts at this initial deceleration, the vehicle speed can be decelerated to 0 or a certain speed when the vehicle reaches the parking location.

[0038] In one example, when the vehicle detects a red signal during driving, the vehicle needs to decelerate until it stops. When the driver releases the accelerator pedal and the brake pedal, causing the vehicle to enter the coasting process, it is then necessary to obtain the initial deceleration and drive at the initial deceleration until the vehicle coasts to a stop in front of the red light.

[0039] Alternatively, if the vehicle detects a speed limit sign ahead during driving, and if the driver releases the accelerator pedal and the brake pedal at this time, it is necessary to obtain the initial deceleration until the vehicle coasts to the speed limit sign at this initial deceleration.

[0040] Step 103, determine the control logic of the vehicle during the coasting process according to the first vehicle speed and the pre-obtained driving habits of the driver;

[0041] In this embodiment, the driving habits include aggressive habits and gentle habits. The control logic includes rapid early regulation, rapid late regulation, and overall smooth regulation. Among them, when the driving habit is an aggressive driving habit, the control logic of the vehicle is determined to be rapid early regulation; when the driving habit is a gentle habit, the control logic of the vehicle is determined to be rapid late regulation. When the driving habit is between the aggressive habit and the gentle habit, the control logic of the vehicle is determined to be overall smooth regulation.

[0042] It should be noted that rapid early regulation means that during the coasting process, the deceleration in the early stage is greater than the deceleration in the later and middle stages of the coasting process; rapid late regulation means that during the coasting process, the deceleration in the later stage is greater than the deceleration in the early and middle stages of the coasting process; overall smooth regulation means that during the coasting process, the decelerations in the early, middle, and later stages are the same.

[0043] Step 103, regulate the initial deceleration to obtain the target deceleration of each coasting stage in the multiple coasting stages of the vehicle during the coasting process;

[0044] In one embodiment, before the step 103, the method further includes:

[0045] Determine the control logic of the vehicle during the coasting process according to the first vehicle speed and the pre-obtained driving habits of the driver;

[0046] Specifically, in one embodiment, determining the control logic of the vehicle during the coasting process according to the first vehicle speed and the pre-obtained driving habits of the driver further includes:

[0047] Obtain the throttle depth, throttle change rate, brake depth, and brake change rate of the vehicle when the driver is driving the vehicle;

[0048] Based on a preset mapping relationship, determine the driving coefficients corresponding to the first vehicle speed, the throttle depth, the throttle change rate, the braking depth, and the braking change rate, where the driving coefficients are used to characterize the driving habits of the driver.

[0049] In this embodiment, the driving coefficient can be determined by obtaining the throttle depth, the throttle change rate, the braking depth, and the braking change rate of the vehicle over a period of time. Here, the period of time can be one month or one week, and the present application does not limit this.

[0050] During the process of determining the driving coefficient, specifically, the driving coefficient corresponding to the first vehicle speed, the throttle depth, the throttle change rate, the braking depth, and the braking change rate can be determined by looking up a table. Among them, the table stores the driving coefficients corresponding one by one to the first vehicle speed, the throttle depth, the throttle change rate, the braking depth, and the braking change rate.

[0051] The value range of the driving coefficient is (0, 1). Among them, when the driving coefficient tends to 0, it indicates that the driver's driving habit tends to be gentle; when the driving coefficient tends to 1, it indicates that the driver's driving habit tends to be radical.

[0052] In this embodiment, by determining the driving habit of the driver during the coasting process of the vehicle, and then determining the control logic during the coasting process of the vehicle, it is possible to regulate the target deceleration during the coasting process of the vehicle based on the control logic, and at the same time, the regulated target deceleration can be made more in line with the driver's usual driving habit, improving the driving experience of the driver during the coasting process of the vehicle.

[0053] In step 103, it further includes:

[0054] Regulate the initial deceleration according to the control logic to obtain the target deceleration of each coasting stage during the coasting process of the vehicle;

[0055] In this embodiment, the multiple coasting stages include the early coasting stage, the middle coasting stage, and the late coasting stage. During the process of regulating the initial deceleration according to the control logic, the initial deceleration can be regulated based on a preset allocation ratio corresponding to the control logic.

[0056] For example, when the control logic is rapid regulation in the early stage, it can be determined that the allocation ratio for rapid regulation in the early stage can be 6:1:3, where the proportion of the early coasting stage is 6, the proportion of the late coasting stage is 3, and the proportion of the middle coasting stage is 1. After determining the allocation ratio, the initial deceleration is allocated according to this ratio to obtain the target deceleration of each coasting stage.

[0057] Alternatively, in the case where the control logic is for rapid late-stage regulation, the determined distribution ratio for rapid late-stage regulation can be 3:1:6. Among them, the proportion in the early stage of coasting is 3, the proportion in the late stage of coasting is 6, and the proportion in the middle stage of coasting is 1.

[0058] Alternatively, in the case where the control logic is for overall smooth regulation, the determined distribution ratio for overall smooth regulation can be 1:1:1. Among them, the proportions in the early stage of coasting, the middle stage of coasting, and the late stage of coasting are all 1.

[0059] Step 104: Based on the target deceleration of each coasting stage and the vehicle weight, obtain the recuperation torque of each coasting stage.

[0060] Step 105: In each coasting stage, control the motor of the vehicle to operate with the recuperation torque corresponding to each coasting stage.

[0061] In this embodiment, the recuperation torque can be the product of the target deceleration and the vehicle weight. Since the target deceleration of each coasting stage is different, the recuperation torque of each coasting stage is different. That is, if there are three coasting stages in this embodiment, there will be three corresponding recuperation torques.

[0062] In this application, in each coasting stage, the motor of the vehicle is controlled to operate with the recuperation torque corresponding to that coasting stage. Thus, in different coasting stages, the recuperation intensity corresponding to that coasting stage is determined through different recuperation torques, thereby completing the energy recuperation during the coasting process. Among them, based on the initial deceleration determined by the vehicle during the coasting process according to the first vehicle speed and environmental information, the coasting process can be divided into multiple different coasting stages based on the environmental information, the first vehicle speed, and driving habits, so as to adaptively allocate the target deceleration to each coasting stage. At the same time, during the entire coasting process, based on the environmental information and driving habits, a reasonable allocation of the recuperation torque is carried out, improving the driver's driving experience while adaptively changing the energy recuperation intensity during the coasting process and reducing the energy loss during the coasting process.

[0063] In an embodiment of this application, the predicting according to the first vehicle speed and the environmental information to obtain the initial deceleration of the vehicle during the coasting process includes:

[0064] According to the road information, determine the first deceleration required for the vehicle to decelerate from the first vehicle speed to the first preset vehicle speed.

[0065] According to the road condition information, determine the second deceleration required for the vehicle to decelerate from the first vehicle speed to the second preset vehicle speed.

[0066] Determine the deceleration with the largest value among the first deceleration and the second deceleration as the initial deceleration.

[0067] In this embodiment, the road information is used to characterize the traffic information of the road where the vehicle is located, including the traffic lights in the driving direction of the vehicle, the first distance between the vehicle and the traffic lights, the traffic light change information, the speed limit sign of the road, and the second distance between the vehicle and the speed limit sign.

[0068] During the coasting process of the vehicle, it is necessary to adjust the vehicle speed based on the traffic information on the road, such as traffic light information and speed limit information on the road. To prevent the vehicle from running a red light or speeding during the coasting process, when the above-mentioned traffic lights or speed limit information is detected during the coasting process of the vehicle, the vehicle speed needs to be decelerated to a stop so that the vehicle can accurately coast to a stop at the traffic lights or decelerate the vehicle speed to the speed specified by the speed limit section. The deceleration obtained at this time is the first deceleration. The first preset vehicle speed is 0 or the vehicle speed specified by the speed limit sign, and the vehicle speed specified by the speed limit sign can be obtained through the map in the vehicle.

[0069] The road condition information is used to characterize the driving information of other vehicles within the preset range of the vehicle, including the third distance between the vehicle and the vehicle in front of it, the fourth vehicle speed of the vehicle in front, and the steering wheel angle of the vehicle.

[0070] To avoid the vehicle colliding with the vehicle in front during the coasting process, it is necessary to reduce the vehicle speed to the same speed as the vehicle in front within the safe distance between the vehicle and the vehicle in front, so as to avoid the two vehicles colliding. The deceleration required during this process is the second deceleration.

[0071] During the coasting process, only the maximum deceleration among the above-mentioned first deceleration and second deceleration is required for deceleration, which can simultaneously meet the parking and speed limit situations caused by the road information, and can also meet the situation where the two vehicles do not collide. Therefore, the maximum deceleration among the first deceleration and the second deceleration is selected as the initial deceleration.

[0072] In one embodiment, obtaining the first deceleration required for the vehicle speed of the vehicle to decelerate from the first vehicle speed to the first preset vehicle speed under different road information of the vehicle includes:

[0073] When the traffic light change information is no passage, calculating the first sub-deceleration required for the vehicle to decelerate from the first vehicle speed to a stop within the range of the first distance;

[0074] When the first vehicle speed is greater than the third vehicle speed marked by the speed limit sign, calculating the second sub-deceleration required for the vehicle to decelerate from the first vehicle speed to the third vehicle speed within the range of the second distance;

[0075] Determine the deceleration with the largest median value among the first sub-deceleration and the second sub-deceleration as the first deceleration.

[0076] In this embodiment, the prohibited passage can be the state where the signal light is red. Thus, the vehicle needs to reduce its speed to 0 within the first distance to avoid running a red light. At this time, the first sub-deceleration a 1 can be calculated through the following combined expressions:

[0077] S 1 = V 0 * T – 0.5 * a 1 * T 1 2

[0078] V 1 = V 0 – a * T 1

[0079] where V 0 is the first vehicle speed, V 1 is 0, S is the first distance, and T 1 is the time required for the vehicle to decelerate from the first vehicle speed to a stop within the range of the first distance.

[0080] When the first vehicle speed is greater than the third vehicle speed marked by the speed limit sign, it is necessary to reduce the vehicle speed to the third vehicle speed to avoid speeding. At this time, the second sub-deceleration a 2 can be calculated through the following combined expressions:

[0081] S 2 = V 0 * T – 0.5 * a 2 * T 2 2

[0082] V 1 = V 0 – a 2 * T 2

[0083] where V 0 is the first vehicle speed, V 1 is the third vehicle speed, S 2 is the second distance, and T 2 is the time required for the vehicle to decelerate from the first vehicle speed to the third vehicle speed within the range of the second distance.

[0084] In one embodiment, the obtaining of the second deceleration required for the vehicle to decelerate from the first vehicle speed to the second preset vehicle speed under different road condition information of the vehicle includes:

[0085] Calculate a third sub - deceleration required for the vehicle to decelerate from a first vehicle speed to a fourth vehicle speed within the range of the third distance, where the second preset vehicle speed includes the fourth vehicle speed;

[0086] Determine a fourth sub - deceleration corresponding to the steering wheel angle of the vehicle according to a pre - obtained mapping relationship between the steering wheel angle and the vehicle speed;

[0087] Among the third sub - deceleration and the fourth sub - deceleration, select the deceleration with the largest value as the second deceleration.

[0088] In this embodiment, the road condition information includes a third distance between the vehicle and the vehicle in front of it, a fourth vehicle speed of the vehicle in front, and a steering wheel angle of the vehicle.

[0089] To avoid the vehicle colliding with the vehicle in front during coasting, it is necessary to reduce the vehicle speed to the same speed as the vehicle in front within the safe distance between the vehicle and the vehicle in front, thereby avoiding a collision between the two vehicles. Thus, the third sub - deceleration a 3 can be calculated by the following expression:

[0090]

[0091] V 3 =V 0 –a 3 *T 3 where V 0 is the first vehicle speed, V 3 is the fourth vehicle speed, S 3 is the third distance, and T 3 is the time required for the vehicle to decelerate from the first vehicle speed to the fourth vehicle speed within the range of the third distance.

[0092] In the process of determining the fourth sub - deceleration corresponding to the steering wheel angle of the vehicle according to the pre - obtained mapping relationship between the steering wheel angle and the deceleration, the mapping relationship can be stored in a two - dimensional table. When determining the fourth sub - deceleration, the fourth sub - deceleration corresponding to the steering wheel angle can be directly obtained by looking up the table based on the current steering wheel angle. Finally, to ensure safety during the formation process, among the third sub - deceleration and the fourth sub - deceleration, select the deceleration with the larger value as the second deceleration, which can meet different deceleration requirements under multiple road conditions, ensure that the vehicle speed can be timely reduced to a safe vehicle speed, and improve the safety of the vehicle during coasting.

[0093] Figure 2 FIG. shows a schematic structural diagram of a recovery torque control device provided by an embodiment of the present application. For the sake of convenience of description, only the parts related to the embodiment of the present application are shown.

[0094] Reference Figure 2 , the regenerative torque control device 200 may include:

[0095] A first acquisition module 201, configured to acquire a first vehicle speed and environmental information of the vehicle during a coasting process;

[0096] A prediction module 202, configured to perform a prediction based on the first vehicle speed and the environmental information to obtain an initial deceleration of the vehicle during the coasting process;

[0097] A regulation module 203, configured to regulate the initial deceleration according to the control logic to obtain a target deceleration for each coasting stage of the vehicle during the coasting process;

[0098] A second first determination module 204, configured to obtain a regenerative torque for each coasting stage based on the target deceleration of each coasting stage and the vehicle weight of the vehicle;

[0099] A control module 205, configured to control the motor of the vehicle to operate at a regenerative torque corresponding to each coasting stage in each coasting stage.

[0100] Optionally, the prediction module 202 includes:

[0101] A first determination sub-module, configured to obtain a first deceleration required for the vehicle to decelerate from a first vehicle speed to a first preset vehicle speed under different road information of the vehicle;

[0102] A second determination sub-module, configured to obtain a second deceleration required for the vehicle to decelerate from a first vehicle speed to a second preset vehicle speed under different road condition information of the vehicle;

[0103] A third determination sub-module, configured to determine the deceleration with the largest value among the first deceleration and the second deceleration as the initial deceleration.

[0104] Optionally, the first determination sub-module includes:

[0105] A first calculation unit, configured to calculate a first sub-deceleration required for the vehicle to decelerate from the first vehicle speed to a stop within a range of the first distance when the traffic light information is no through;

[0106] A second calculation unit, configured to calculate a second sub-deceleration required for the vehicle to decelerate from the first vehicle speed to a stop within a range of the second distance when the first vehicle speed is greater than a third vehicle speed marked by a speed limit sign;

[0107] A first determination unit, configured to determine, as a first deceleration, the deceleration with the maximum value among the first sub-deceleration and the second sub-deceleration.

[0108] Optionally, the second determination sub-module further includes:

[0109] A third calculation unit, configured to calculate a third sub-deceleration required for the vehicle to decelerate from a first vehicle speed to a fourth vehicle speed within a range of the third distance, where the second preset vehicle speed includes the fourth vehicle speed;

[0110] A fourth calculation unit, configured to determine a fourth sub-deceleration corresponding to a steering wheel angle of the vehicle according to a pre-acquired mapping relationship between the steering wheel angle and the deceleration speed;

[0111] A second determination unit, configured to select, among the third sub-deceleration and the fourth sub-deceleration, the deceleration with the maximum value as the second deceleration.

[0112] Optionally, the regenerative torque control device 200 further includes

[0113] A second determination module, configured to determine a control logic of the vehicle during a coasting process according to the first vehicle speed and a pre-acquired driving habit of a driver.

[0114] Optionally, the regulation module is specifically configured to:

[0115] Regulate the initial deceleration according to the control logic to obtain a target deceleration of each coasting stage in multiple coasting stages of the vehicle during the coasting process.

[0116] Optionally, the regenerative torque control device 200 further includes:

[0117] A second acquisition module, configured to acquire a throttle depth, a throttle change rate, a braking depth, and a braking change rate of the vehicle during a process of the driver driving the vehicle;

[0118] A third determination module, configured to determine a driving coefficient corresponding to the first vehicle speed, the throttle depth, the throttle change rate, the braking depth, and the braking change rate based on a preset mapping relationship, where the driving coefficient is used to characterize the driving habit of the driver. The regenerative torque control device 200 provided in the embodiments of the present application can implement each process implemented by the foregoing method embodiments. To avoid repetition, details are not described herein again.

[0119] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the above-mentioned division of each functional unit and module is used as an example. In practical applications, the above functions can be allocated to different functional units and modules according to needs, that is, the internal structure of the device is divided into different functional units or modules to complete all or part of the functions described above. Each functional unit and module in the embodiment can be integrated in a processing unit, or each unit can exist physically alone, or two or more units can be integrated in one unit. The above integrated unit can be implemented in the form of hardware or in the form of a software functional unit. In addition, the specific names of each functional unit and module are only for the convenience of mutual distinction and do not limit the protection scope of this application. The specific working process of the units and modules in the above system can refer to the corresponding process in the foregoing method embodiments and will not be elaborated here.

[0120] Figure 3 The figure shows a schematic diagram of the hardware structure of the electronic device provided by the embodiment of the present application.

[0121] The device may include a processor 301 and a memory 302 storing program instructions.

[0122] When the processor 301 executes the program, it implements the steps in any of the above method embodiments.

[0123] Exemplarily, the program can be divided into one or more modules / units, and one or more modules / units are stored in the memory 302 and executed by the processor 301 to complete the present application. One or more modules / units can be a series of program instruction segments capable of completing specific functions, and the instruction segments are used to describe the execution process of the program in the device.

[0124] Specifically, the above-mentioned processor 301 may include a central processing unit (CPU), or an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

[0125] The memory 302 may include a mass storage for data or instructions. By way of example and not limitation, the memory 302 may include a hard disk drive (HDD), a floppy disk drive, flash memory, an optical disk, a magneto-optical disk, a magnetic tape, or a universal serial bus (USB) drive, or a combination of two or more of these. In a suitable case, the memory 302 may include removable or non-removable (or fixed) media. In a suitable case, the memory 302 may be internal or external to the integrated gateway disaster recovery device. In a particular embodiment, the memory 302 is a non-volatile solid-state memory.

[0126] The memory may include a read-only memory (ROM), a random access memory (RAM), a magnetic disk storage media device, an optical storage media device, a flash memory device, an electrical, optical, or other physical / tangible memory storage device. Thus, generally, the memory includes one or more tangible (non-transitory) readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the method according to an aspect of the present disclosure.

[0127] The processor 301 reads and executes the program instructions stored in the memory 302 to implement any one of the methods in the above embodiments.

[0128] In one example, the electronic device may further include a communication interface 303 and a bus 310. Among them, the processor 301, the memory 302, and the communication interface 303 are connected through the bus 310 to complete communication with each other.

[0129] The communication interface 303 is mainly used to implement communication between the modules, devices, units, and / or devices in the embodiments of the present application.

[0130] The bus 310 includes hardware, software, or both, and couples the components of the online data flow metering device to each other. By way of example and not limitation, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Extended Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an InfiniBand interconnect, a Low Pin Count (LPC) bus, a memory bus, a MicroChannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or a combination of two or more of these. Where appropriate, the bus 310 may include one or more buses. Although embodiments of the present application describe and illustrate specific buses, the present application contemplates any suitable bus or interconnect.

[0131] In addition, in combination with the methods in the above embodiments, embodiments of the present application may be implemented by providing a storage medium. Program instructions are stored on the storage medium; when the program instructions are executed by a processor, any one of the methods in the above embodiments is implemented.

[0132] Embodiments of the present application further provide a chip, which includes a processor and a communication interface. The communication interface is coupled to the processor. The processor is used to run programs or instructions to implement each process of the above method embodiments, and can achieve the same technical effects. To avoid repetition, it will not be described in detail here.

[0133] It should be understood that the chip mentioned in embodiments of the present application may also be referred to as a system-on-chip, a system chip, a chip system, or a system-on-chip, etc.

[0134] Embodiments of the present application provide a computer program product. The program product is stored in a storage medium. The program product is executed by at least one processor to implement each process of the above method embodiments, and can achieve the same technical effects. To avoid repetition, it will not be described in detail here.

[0135] It should be clear that the present application is not limited to the specific configurations and processes described above and illustrated in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and illustrated as examples. However, the method process of the present application is not limited to the specific steps described and illustrated. Those skilled in the art can make various changes, modifications, and additions, or change the order between steps after understanding the spirit of the present application.

[0136] The functional modules shown in the above structural block diagram can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, it can be, for example, an electronic circuit, an application specific integrated circuit (ASIC), appropriate firmware, a plug-in, a functional card, and so on. When implemented in software, the elements of the present application are programs or code segments used to perform the required tasks. The program or code segment can be stored in a machine-readable medium, or transmitted via a data signal carried in a carrier wave over a transmission medium or a communication link. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical discs, hard disks, fiber optic media, radio frequency (RF) links, and so on. The code segment can be downloaded via a computer network such as the Internet, an intranet, and so on.

[0137] It should also be noted that the exemplary embodiments mentioned in the present application describe some methods or systems according to a series of steps or devices. However, the present application is not limited to the order of the above steps, that is, the steps can be executed in the order mentioned in the embodiments, or different from the order in the embodiments, or several steps can be executed simultaneously.

[0138] As described above with reference to the flowcharts and / or block diagrams of methods, apparatuses (systems), and program products according to embodiments of the present disclosure. It should be understood that each block in the flowcharts and / or block diagrams, and the combinations of blocks in the flowcharts and / or block diagrams, can be implemented by computer program instructions. These program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device to produce a machine, such that the instructions executed by the processor of the computer or other programmable data processing device enable the implementation of the functions / actions specified in one or more blocks of the flowchart and / or block diagram. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field programmable logic circuit. It can also be understood that each block in the block diagram and / or flowchart, and the combinations of blocks in the block diagram and / or flowchart, can also be implemented by dedicated hardware that performs the specified functions or actions, or can be implemented by a combination of dedicated hardware and computer instructions.

[0139] The above is only the specific implementation manner of the present application. Those skilled in the art can clearly understand that for the convenience and brevity of description, the specific working processes of the above-described systems, modules, and units can refer to the corresponding processes in the foregoing method embodiments and will not be elaborated herein. It should be understood that the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present application can easily think of various equivalent modifications or substitutions, and these modifications or substitutions should all be covered within the protection scope of the present application.

Claims

1. A recovery torque control method, It is characterized in that The method comprises: Acquire the first vehicle speed and environment information of the vehicle during the sliding process; Predicting according to the first vehicle speed and the environmental information to obtain an initial deceleration of the vehicle during the coasting process; The initial deceleration is regulated to obtain a target deceleration of the vehicle in each of a plurality of gliding stages of the gliding process; Obtaining a recovery torque in each coasting phase based on a target deceleration in each coasting phase and a vehicle weight of the vehicle; In each of the coasting phases, the motor of the vehicle is controlled to operate with a recovery torque corresponding to each of the coasting phases.

2. The recovery torque control method according to claim 1, It is characterized in that The environmental information includes road information and road condition information, wherein the road information is used to characterize the traffic information of the road where the vehicle is located, and the road condition information is used to characterize the driving information of other vehicles within a preset range of the vehicle; The predicting, based on the first vehicle speed and the environmental information, to obtain the initial deceleration of the vehicle during the coasting process includes: Acquire a first deceleration required for the vehicle to decelerate from a first vehicle speed to a first preset vehicle speed when the vehicle is in different road information; Acquire a second deceleration required for the vehicle to decelerate from a first vehicle speed to a second preset vehicle speed when the vehicle is in different road condition information; A deceleration having a maximum value between the first deceleration and the second deceleration is determined as the initial deceleration.

3. The recovery torque control method according to claim 2, It is characterized in that The road information includes the traffic light located in the driving direction of the vehicle, a first distance between the vehicle and the traffic light, light change information of the traffic light, a speed limit sign of the road, and a second distance between the vehicle and the speed limit sign; The obtaining of a first deceleration required for the vehicle to decelerate from a first vehicle speed to a first preset vehicle speed when the vehicle is in different road information includes: When the traffic light change information indicates that the vehicle is prohibited from passing, calculating a first sub-deceleration required for the vehicle to decelerate from the first vehicle speed to stop within the first distance; When the first vehicle speed is greater than a third vehicle speed marked by the speed limit sign, calculating a second sub-deceleration required for the vehicle to decelerate from the first vehicle speed to the third vehicle speed within the second distance; A deceleration having a maximum value between the first sub-deceleration and the second sub-deceleration is determined as a first deceleration.

4. The recovery torque control method according to claim 2, It is characterized in that The road condition information includes a third distance between the vehicle and a preceding vehicle of the vehicle, a fourth vehicle speed of the preceding vehicle, and a steering wheel angle of the vehicle; The obtaining of a second deceleration required for the vehicle to decelerate from a first vehicle speed to a second preset vehicle speed when the vehicle is in different road condition information includes: calculating a third sub-deceleration required for the vehicle to decelerate from a first vehicle speed to a fourth vehicle speed within the range of the third distance, wherein the second preset vehicle speed includes the fourth vehicle speed; determining a fourth sub-deceleration corresponding to the steering wheel angle of the vehicle according to a pre-acquired mapping relationship between the steering wheel angle and the deceleration speed; Among the third sub-deceleration and the fourth sub-deceleration, the deceleration with the largest value is selected as the second deceleration.

5. The recovery torque control method according to claim 1, It is characterized in that Before the initial deceleration is regulated to obtain a target deceleration of the vehicle in each of the plurality of gliding stages of the gliding process, the method further comprises: determining a control logic of the vehicle during the coasting process according to the first vehicle speed and the pre-acquired driving habits of the driver; The step of regulating the initial deceleration to obtain a target deceleration of the vehicle in each of the plurality of gliding stages of the gliding process includes: The initial deceleration is regulated according to the control logic to obtain a target deceleration of the vehicle in each of the multiple gliding stages of the gliding process.

6. The recovery torque control method according to claim 5, It is characterized in that Before determining the control logic of the vehicle during the coasting process according to the first vehicle speed and the pre-acquired driving habits of the driver, the method further includes: Acquiring the throttle depth, throttle change rate, braking depth and braking change rate of the vehicle when the driver is driving the vehicle; Based on a preset mapping relationship, a driving coefficient corresponding to the first vehicle speed, the throttle depth, the throttle change rate, the braking depth and the braking change rate is determined, and the driving coefficient is used to characterize the driving habit of the driver.

7. A recovery torque control device, It is characterized in that The device comprises: A first acquisition module, used to acquire a first vehicle speed and environmental information of the vehicle during the sliding process; a prediction module, configured to predict, according to the first vehicle speed and the environmental information, to obtain an initial deceleration of the vehicle during the coasting process; a control module, configured to control the initial deceleration to obtain a target deceleration of the vehicle in each of a plurality of gliding stages during the gliding process; A first determination module, configured to obtain a recovery torque in each coasting phase based on a target deceleration in each coasting phase and a vehicle weight of the vehicle; The control module is used for controlling the motor of the vehicle to operate with the recovery torque corresponding to each coasting phase in each coasting phase.

8. An electronic device, It is characterized in that The device comprises: a processor and a memory storing computer program instructions; When the processor executes the computer program instructions, the recovery torque control method as described in any one of claims 1-6 is implemented.

9. A computer-readable storage medium, It is characterized in that The computer-readable storage medium stores computer program instructions, and when the computer program instructions are executed by a processor, the recovery torque control method according to any one of claims 1 to 6 is implemented.

10. A vehicle, It is characterized in that include: The recovery torque control device as claimed in claim 7, or the electronic device as claimed in claim 8.

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