Energy recovery control method, storage medium, electronic equipment and driving equipment

Abstract

The invention relates to the technical field of intelligent driving, particularly provides an energy recovery control method, a storage medium, electronic equipment and driving equipment, and aims to solve the technical problems of fixed energy recovery intensity and single function. In order to achieve the purpose, the energy recovery control method is applied to the driving equipment and comprises the steps that the driving intention of a driver is obtained; determining whether energy recovery is performed based on the driving intention; if energy recovery is carried out, perception data of the driving equipment is obtained; obtaining energy recovery intensities in different scenes based on the sensing data and a preset rule; and obtaining a target deceleration based on the energy recovery intensity to control the deceleration of the driving equipment to reach the target deceleration. Through the implementation mode, the energy utilization efficiency can be improved, unnecessary acceleration and deceleration operations are reduced, the driving comfort is improved, meanwhile, a safe and appropriate distance with a front vehicle can be kept, human intervention is reduced, the fatigue of a driver is relieved, and the safety in the driving process is improved.

Description

Technical Field

[0001] The present application relates to the field of intelligent driving technology, and specifically to an energy recovery control method, a storage medium, an electronic device, and a driving device. Background Art

[0002] At present, with the development of electric and intelligent vehicles, the requirements for new energy vehicles in terms of vehicle driving performance and comfort are becoming higher and higher, and with it comes more complex and sophisticated systems and assisted driving functions. Among them, the research on energy recovery system is one of the core technologies. The energy recovery system refers to the recovery and storage of energy generated by vehicle deceleration or braking, and then using this energy to drive the vehicle.

[0003] However, the energy recovery systems of mass-produced vehicles on the market are not properly applied, especially in relatively congested urban conditions. The energy recovery intensity is fixed and the function is single, which cannot well balance the relationship between vehicle coasting and braking, resulting in frequent vehicle starting, acceleration and deceleration, and huge braking energy dissipation. From the user's perspective, vehicles need to be driven under various conditions, and the required driving characteristics are also different. In addition, when driving on urban roads, in order to ensure a safe following distance and speed, the speed needs to be frequently increased or decreased, which makes the driver more easily fatigued and the passengers have a poor riding experience.

[0004] Accordingly, the art needs a new energy recovery control solution to solve the above problems. Summary of the invention

[0005] In order to overcome the above-mentioned defects, the present application is proposed to provide an energy recovery control method, storage medium, electronic device and driving device that solves or at least partially solves the technical problems of fixed energy recovery intensity, single function, inability to balance the relationship between vehicle coasting and braking, and resulting in large braking energy dissipation.

[0006] In a first aspect, an energy recovery control method is provided, which is applied to a driving device, and the method comprises:

[0007] Acquiring the driver's driving intention; the driving intention includes acceleration intention, deceleration intention, sliding intention or other intention;

[0008] determining whether to perform energy recovery based on the driving intention;

[0009] If energy recovery is performed, the perception data of the driving device is obtained;

[0010] Acquire energy recovery intensity in different scenarios based on the perception data and preset rules;

[0011] Obtain a target deceleration based on the energy recovery intensity to control the deceleration of the driving device to reach the target deceleration.

[0012] In a technical solution of the above energy recovery control method, the obtaining of the driver's driving intention includes:

[0013] Obtain the gear signal and pedal signal of the driving device;

[0014] Obtain the driving intention based on the gear signal and the pedal signal.

[0015] In a technical solution of the above energy recovery control method, the gear signal includes a forward gear and other gears, and the pedal signal includes an accelerator pedal signal and a brake pedal signal; the obtaining of the driving intention based on the gear signal and the pedal signal includes:

[0016] When the gear signal is the forward gear and the pedal signal is that the accelerator pedal is depressed, determine that the driving intention is the acceleration intention;

[0017] When the gear signal is the forward gear and the pedal signal is that the accelerator pedal is not depressed and the brake pedal is not depressed, determine that the driving intention is the coasting intention;

[0018] When the gear signal is the forward gear and the pedal signal is that the brake pedal is depressed, determine that the driving intention information is the deceleration intention;

[0019] When the gear signal is the other gears, determine that the driving intention information is the other intention; wherein, the other gears include a parking gear, a reverse gear or a neutral gear, and the other intention includes a parking intention or a reverse intention.

[0020] In a technical solution of the above energy recovery control method, the determining whether to perform energy recovery based on the driving intention includes:

[0021] When the driving intention is the coasting intention or the deceleration intention, perform the energy recovery;

[0022] When the driving intention is the acceleration intention or the other intention, do not perform the energy recovery.

[0023] In a technical solution of the above energy recovery control method, the obtaining of the perception data of the driving device includes:

[0024] Obtain the self-perception data and environmental perception data of the driving device;

[0025] Based on the environmental perception data, determine whether there is a target vehicle within a preset range in front of the driving device;

[0026] If the target vehicle exists, obtain the current distance and relative vehicle speed between the driving device and the target vehicle based on the self-perception data and the environmental perception data.

[0027] In a technical solution of the above energy recovery control method, the obtaining of the energy recovery intensity in different scenarios based on the perception data and preset rules includes:

[0028] When the target vehicle does not exist, determine that the energy recovery intensity is zero;

[0029] When the target vehicle exists, if the current distance is greater than or equal to the target safety distance and / or the relative vehicle speed meets the preset safety speed condition, determine that the energy recovery intensity is zero;

[0030] When the target vehicle exists, if the current distance is less than the target safety distance and the relative vehicle speed does not meet the preset safety speed condition, obtain the energy recovery intensity based on the relationship between the relative vehicle speed and the target safety distance.

[0031] In a technical solution of the above energy recovery control method, the current distance is the longitudinal distance between the driving device and the target vehicle, and the relative vehicle speed is the difference between the second vehicle speed of the target vehicle and the first vehicle speed of the driving device; the method further includes:

[0032] When the relative vehicle speed is greater than a preset difference value, determine that the relative vehicle speed meets the preset safety speed condition.

[0033] In a technical solution of the above energy recovery control method, the method further includes:

[0034] When the first vehicle speed and the second vehicle speed are equal, obtain the relationship between the vehicle speed and the target safety distance;

[0035] Based on the relationship between the vehicle speed and the target safety distance, determine the target safety distance corresponding to the equal vehicle speeds.

[0036] In a technical solution of the above energy recovery control method, the obtaining of the energy recovery intensity in different scenarios based on the perception data and preset rules further includes:

[0037] If the target vehicle drives out of a preset range in front of the driving device, reduce the energy recovery intensity based on a preset gradient;

[0038] If a new target vehicle drives into a preset range in front of the driving device, increase the energy recovery intensity based on the preset gradient.

[0039] In one technical solution of the above energy recovery control method, obtaining the energy recovery intensity in different scenarios based on the perception data and preset rules further includes:

[0040] Determining whether the driving device is in a sharp turn working condition at the current moment based on the environmental perception data;

[0041] If so, no longer obtain the energy recovery intensity, and maintain the energy recovery intensity at the previous moment of the current moment.

[0042] In one technical solution of the above energy recovery control method, obtaining the target deceleration based on the energy recovery intensity includes:

[0043] When the driving intention is the coasting intention, obtaining the corresponding regenerative braking deceleration based on the energy recovery intensity;

[0044] Taking the regenerative braking deceleration as the target deceleration.

[0045] In one technical solution of the above energy recovery control method, obtaining the target deceleration based on the energy recovery intensity further includes:

[0046] When the driving intention is the deceleration intention, obtaining the braking pedal requested deceleration based on the pedal signal;

[0047] Superimposing the regenerative braking deceleration and the braking pedal requested deceleration to obtain the target deceleration.

[0048] In one technical solution of the above energy recovery control method, controlling the deceleration of the driving device to reach the target deceleration includes:

[0049] Controlling the deceleration of the driving device to reach the target deceleration based on regenerative braking;

[0050] Or, controlling the deceleration of the driving device to reach the target deceleration based on the regenerative braking and hydraulic braking.

[0051] In one technical solution of the above energy recovery control method, the method further includes:

[0052] Obtaining the battery state of the driving device; the battery state includes a full charge state, a low temperature state, and other states;

[0053] When the battery is in the full charge state and / or low temperature state, and when the deceleration of the driving device cannot be controlled to reach the target deceleration based on the regenerative braking, performing deceleration compensation based on the hydraulic braking until the deceleration of the driving device reaches the target deceleration.

[0054] In one technical solution of the above energy recovery control method, the method further includes:

[0055] Obtain the target regenerative braking torque and the regenerative braking torque capacity;

[0056] When the regenerative braking torque capacity is less than the target regenerative braking torque, it is determined that the deceleration of the driving device cannot be controlled to reach the target deceleration based on the regenerative braking.

[0057] In one technical solution of the above energy recovery control method, before obtaining the driving intention of the driver, the method further includes:

[0058] Obtain the energy recovery mode selected by the driver; the energy recovery mode includes a normal mode and an automatic mode, and the normal mode includes multiple recovery intensity levels;

[0059] When the energy recovery mode is the normal mode, perform the energy recovery based on the preset intensity corresponding to each recovery intensity level;

[0060] When the energy recovery mode is the automatic mode, obtain the driving intention of the driver.

[0061] In one technical solution of the above energy recovery control method, the method further includes:

[0062] If the accelerator pedal opening is greater than a first preset threshold, determine that the pedal signal is stepping on the accelerator pedal, otherwise determine that the pedal signal is not stepping on the accelerator pedal;

[0063] If the brake pedal opening is greater than a second preset threshold, determine that the brake signal is stepping on the brake pedal, otherwise determine that the pedal signal is not stepping on the brake pedal.

[0064] In a second aspect, a computer-readable storage medium is provided. Multiple program codes are stored in the computer-readable storage medium, and the program codes are adapted to be loaded and run by a processor to execute the energy recovery control method described in any one of the technical solutions of the above energy recovery control method.

[0065] In a third aspect, an electronic device is provided. The electronic device includes a processor and a memory. The memory is adapted to store multiple program codes, and the program codes are adapted to be loaded and run by the processor to execute the energy recovery control method described in any one of the technical solutions of the above energy recovery control method.

[0066] In a fourth aspect, a driving device is provided, the driving device including an energy recovery system and the electronic device as described in the technical solution of the above-mentioned electronic device, wherein the energy recovery system includes a vehicle control unit, a braking control unit, and a fusion perception unit;

[0067] The vehicle control unit is configured to obtain the driving intention of the driver, determine whether to perform energy recovery based on the driving intention, and obtain the energy recovery intensity in different scenarios based on the perception data and preset rules;

[0068] The braking control unit is configured to obtain a target deceleration based on the energy recovery intensity and control the driving device to decelerate to the target deceleration;

[0069] The fusion perception unit is configured to obtain the perception data of the driving device.

[0070] Solution 1. An energy recovery control method is applied to a driving device, characterized in that the method includes:

[0071] Obtain the driving intention of the driver; the driving intention includes an acceleration intention, a deceleration intention, a coasting intention, or other intentions;

[0072] Determine whether to perform energy recovery based on the driving intention;

[0073] If energy recovery is to be performed, obtain the perception data of the driving device;

[0074] Obtain the energy recovery intensity in different scenarios based on the perception data and preset rules;

[0075] Obtain a target deceleration based on the energy recovery intensity to control the deceleration of the driving device to reach the target deceleration.

[0076] Solution 2. The energy recovery control method according to Solution 1, characterized in that the obtaining of the driving intention of the driver includes:

[0077] Obtain the gear signal and the pedal signal of the driving device;

[0078] Obtain the driving intention based on the gear signal and the pedal signal.

[0079] Solution 3. The energy recovery control method according to Solution 2, characterized in that the gear signal includes a forward gear and other gears, and the pedal signal includes an accelerator pedal signal and a brake pedal signal; the obtaining of the driving intention based on the gear signal and the pedal signal includes:

[0080] When the gear signal is the forward gear and the pedal signal is that the accelerator pedal is depressed, determine that the driving intention is the acceleration intention;

[0081] When the gear signal is the forward gear, the pedal signal is that the accelerator pedal is not depressed and the brake pedal is not depressed, determine that the driving intention is the coasting intention;

[0082] When the gear signal is the forward gear and the pedal signal is that the brake pedal is depressed, determine that the driving intention information is the deceleration intention;

[0083] When the gear signal is other gears, determine that the driving intention information is other intentions; where the other gears include the parking gear, the reverse gear or the neutral gear, and the other intentions include the parking intention or the reverse intention.

[0084] Solution 4. The energy recovery control method according to Solution 2, wherein determining whether to perform energy recovery based on the driving intention includes:

[0085] When the driving intention is the coasting intention or the deceleration intention, perform the energy recovery;

[0086] When the driving intention is the acceleration intention or other intentions, do not perform the energy recovery.

[0087] Solution 5. The energy recovery control method according to Solution 4, wherein obtaining the perception data of the driving device includes:

[0088] Obtain the self-perception data and the environment perception data of the driving device;

[0089] Based on the environment perception data, determine whether there is a target vehicle within a preset range in front of the driving device;

[0090] If there is the target vehicle, obtain the current distance and the relative vehicle speed between the driving device and the target vehicle based on the self-perception data and the environment perception data.

[0091] Solution 6. The energy recovery control method according to Solution 5, wherein obtaining the energy recovery intensity in different scenarios based on the perception data and preset rules includes:

[0092] When there is no target vehicle, determine that the energy recovery intensity is zero;

[0093] When there is a target vehicle, if the current distance is greater than or equal to the target safety distance and / or the relative vehicle speed meets the preset safety speed condition, determine that the energy recovery intensity is zero;

[0094] When the target vehicle exists, if the current distance is less than the target safety distance and the relative vehicle speed does not meet the preset safe speed condition, the energy recovery intensity is obtained based on the relationship between the relative vehicle speed and the target safety distance.

[0095] Solution 7. The energy recovery control method according to Solution 6, characterized in that the current distance is the longitudinal distance between the driving device and the target vehicle, and the relative vehicle speed is the difference between the second vehicle speed of the target vehicle and the first vehicle speed of the driving device; the method further includes:

[0096] When the relative vehicle speed is greater than a preset difference value, it is determined that the relative vehicle speed meets the preset safe speed condition.

[0097] Solution 8. The energy recovery control method according to Solution 7, characterized in that the method further includes:

[0098] When the first vehicle speed and the second vehicle speed are equal, obtain the relationship between the vehicle speed and the target safety distance;

[0099] Based on the relationship between the vehicle speed and the target safety distance, determine the target safety distance corresponding to the equal vehicle speed.

[0100] Solution 9. The energy recovery control method according to Solution 5, characterized in that the obtaining of the energy recovery intensity in different scenarios based on the perception data and preset rules further includes:

[0101] If the target vehicle drives out of a preset range in front of the driving device, the energy recovery intensity is decreased based on a preset gradient;

[0102] If a new target vehicle drives into a preset range in front of the driving device, the energy recovery intensity is increased based on the preset gradient.

[0103] Solution 10. The energy recovery control method according to Solution 5, characterized in that the obtaining of the energy recovery intensity in different scenarios based on the perception data and preset rules further includes:

[0104] Based on the environmental perception data, determine whether the driving device is in a sharp turn working condition at the current moment;

[0105] If so, no longer obtain the energy recovery intensity, and maintain the energy recovery intensity at the previous moment of the current moment.

[0106] Solution 11. The energy recovery control method according to Solution 4, characterized in that the obtaining of the target deceleration based on the energy recovery intensity includes:

[0107] When the driving intention is the coasting intention, obtain a corresponding regenerative braking deceleration based on the energy recovery intensity;

[0108] Use the regenerative braking deceleration as the target deceleration.

[0109] Solution 12. The energy recovery control method according to Solution 11, characterized in that obtaining the target deceleration based on the energy recovery intensity further includes:

[0110] When the driving intention is the decelerating intention, obtain a braking pedal requested deceleration based on the pedal signal;

[0111] Superimpose the regenerative braking deceleration and the braking pedal requested deceleration to obtain the target deceleration.

[0112] Solution 13. The energy recovery control method according to Solution 5, characterized in that controlling the deceleration of the driving device to reach the target deceleration includes:

[0113] Control the deceleration of the driving device to reach the target deceleration based on regenerative braking;

[0114] Or, control the deceleration of the driving device to reach the target deceleration based on the regenerative braking and hydraulic braking.

[0115] Solution 14. The energy recovery control method according to Solution 13, characterized in that the method further includes:

[0116] Obtain the battery state of the driving device; the battery state includes a full charge state, a low temperature state, and other states;

[0117] When the battery is in the full charge state and / or low temperature state, and based on the regenerative braking, the deceleration of the driving device cannot be controlled to reach the target deceleration, perform deceleration compensation based on the hydraulic braking until the deceleration of the driving device reaches the target deceleration.

[0118] Solution 15. The energy recovery control method according to Solution 14, characterized in that the method further includes:

[0119] Obtain the target regenerative braking torque and the regenerative braking torque capacity;

[0120] When the regenerative braking torque capacity is less than the target regenerative braking torque, it is determined that based on the regenerative braking, the deceleration of the driving device cannot be controlled to reach the target deceleration.

[0121] Solution 16. The energy recovery control method according to Solution 1, characterized in that before obtaining the driving intention of the driver, the method further includes:

[0122] Obtain the energy recovery mode selected by the driver; the energy recovery mode includes a normal mode and an automatic mode, and the normal mode includes multiple recovery intensity levels;

[0123] When the energy recovery mode is the normal mode, perform energy recovery based on the preset intensity corresponding to each recovery intensity level;

[0124] When the energy recovery mode is the automatic mode, obtain the driving intention of the driver.

[0125] Solution 17. The energy recovery control method according to Solution 3, characterized in that the method further includes:

[0126] If the opening degree of the accelerator pedal is greater than a first preset threshold, determine that the pedal signal is stepping on the accelerator pedal, otherwise determine that the pedal signal is not stepping on the accelerator pedal;

[0127] If the opening degree of the brake pedal is greater than a second preset threshold, determine that the brake signal is stepping on the brake pedal, otherwise determine that the pedal signal is not stepping on the brake pedal.

[0128] Solution 18. A computer-readable storage medium, in which multiple program codes are stored, characterized in that the program codes are adapted to be loaded and run by a processor to execute the energy recovery control method described in any one of Solutions 1 to 17

[0129] Solution 19. An electronic device, including a processor and a memory, the memory being adapted to store multiple program codes, characterized in that the program codes are adapted to be loaded and run by the processor to execute the energy recovery control method described in any one of Solutions 1 to 17.

[0130] Solution 20. A driving device, characterized in that the driving device includes an energy recovery system and the electronic device described in Solution 18; wherein, the energy recovery system includes a vehicle control unit, a brake control unit, and a fusion perception unit;

[0131] The vehicle control unit is configured to obtain the driving intention of the driver, and determine whether to perform energy recovery based on the driving intention, and is configured to obtain the energy recovery intensity in different scenarios based on the perception data and preset rules;

[0132] The brake control unit is configured to obtain a target deceleration based on the energy recovery intensity, and control the driving device to decelerate to the target deceleration;

[0133] The fusion perception unit is configured to obtain the perception data of the driving device.

[0134] One or more of the above technical solutions of the present application have at least one or more of the following Beneficial effects: In implementing the technical solution of the present application, first obtain the driving intention of the driver, including acceleration intention, deceleration intention, coasting intention or other intentions, and determine whether to perform energy recovery based on the driving intention. If energy recovery is to be performed, obtain the perception data of the driving device, and obtain the energy recovery intensity in different scenarios based on the perception data and preset rules. Finally, obtain the target deceleration based on the energy recovery intensity to control the deceleration of the driving device to reach the target deceleration. Through the above implementation method, it is possible to determine whether to perform energy recovery according to the driver's intention, and when performing energy recovery, intelligently adjust the energy recovery intensity in different scenarios according to the perception data of the driving device and preset rules, improve the energy utilization efficiency, reduce unnecessary acceleration and deceleration operations, enhance the comfort of driving and riding, and at the same time be able to maintain a safe and appropriate distance from the vehicle in front, reduce human intervention, relieve the driver's fatigue, and enhance the safety during driving. Description of the Drawings

[0135] Referring to the drawings, the disclosure of the present application will become more understandable. It is easy for those skilled in the art to understand that these drawings are only for illustrative purposes and are not intended to limit the protection scope of the present application. Among them:

[0136] Figure 1 is a schematic diagram of the main steps of the energy recovery control method according to an embodiment of the present application;

[0137] Figure 2 is a schematic diagram of the change trends of relative vehicle speed, longitudinal relative distance, energy recovery intensity, and target safety distance according to an embodiment of the present application;

[0138] Figure 3 is a schematic diagram of the relationship between vehicle speed and target safety distance when the relative vehicle speed is zero according to an embodiment of the present application;

[0139] Figure 4 is a schematic diagram of the energy recovery control method according to an embodiment of the present application;

[0140] Figure 5 is a schematic diagram of the main steps of the energy recovery control method according to another embodiment of the present application;

[0141] Figure 6 is a schematic diagram of the main structure of an electronic device according to an embodiment of the present application;

[0142] Figure 7 is a schematic diagram of the main structure of an energy recovery system according to an embodiment of the present application.

[0143] List of reference numerals:

[0144] 61: processor; 62: memory; 71: vehicle control unit; 72: brake control unit; 73: fusion perception unit; 74: electric drive system; 75: cockpit domain control system; 76: battery management system; 711: accelerator pedal; 721: brake pedal. DETAILED DESCRIPTION

[0145] Some embodiments of the present application are described below with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are only used to explain the technical principles of the present application and are not intended to limit the protection scope of the present application.

[0146] In the description of this application, "processor" may include hardware, software or a combination of the two. The processor may be a central processing unit, a microprocessor, an image processor, a digital signal processor or any other suitable processor. The processor has data and / or signal processing functions. The processor may be implemented in software, hardware or a combination of the two. Non-temporary computer-readable storage media include any suitable medium that can store program code, such as a disk, a hard disk, an optical disk, a flash memory, a read-only memory, a random access memory, etc.

[0147] The term "A and / or B" means all possible combinations of A and B, such as only A, only B, or A and B. The term "at least one of A or B" or "at least one of A and B" has a similar meaning to "A and / or B" and may include only A, only B, or A and B. The singular forms "a", "the" and "the" may also include plural forms.

[0148] As mentioned in the background technology, with the development of electric and intelligent vehicles, the requirements for new energy vehicles in terms of vehicle driving performance and comfort are becoming higher and higher, and with it comes more complex and sophisticated systems and assisted driving functions. Among them, the research on energy recovery system is one of the core technologies. The energy recovery system refers to the recovery and storage of energy generated by vehicle deceleration or braking, and then using this energy to drive the vehicle.

[0149] However, the energy recovery systems of mass-produced vehicles on the market are not properly applied, especially in relatively congested urban conditions. The energy recovery intensity is fixed and the function is single, which cannot well balance the relationship between vehicle coasting and braking, resulting in frequent vehicle starting, acceleration and deceleration, and huge braking energy dissipation. From the user's perspective, vehicles need to be driven under various conditions, and the required driving characteristics are also different. In addition, when driving on urban roads, in order to ensure a safe following distance and speed, the speed needs to be frequently increased or decreased, which makes the driver more easily fatigued and the passengers have a poor riding experience.

[0150] To solve the above problems, the present application provides an energy recovery control method, a storage medium, an electronic device, and a driving device.

[0151] Refer to the appendix Figure 1 , Figure 1 which is a schematic diagram of the main steps of the energy recovery control method according to an embodiment of the present application, and is applied to a driving device. As Figure 1 shown, the energy recovery control method in the embodiment of the present application mainly includes the following steps S101 to S105.

[0152] Step S101: Obtain the driving intention of the driver;

[0153] Among them, the driving intention may include an acceleration intention, a deceleration intention, a coasting intention, or other intentions.

[0154] Step S102: Determine whether to perform energy recovery based on the driving intention;

[0155] Further, if energy recovery is to be performed, step S103 is executed; otherwise, return to step S101.

[0156] Step S103: Obtain the perception data of the driving device;

[0157] Step S104: Obtain the energy recovery intensity in different scenarios based on the perception data and preset rules;

[0158] Step S105: Obtain the target deceleration based on the energy recovery intensity to control the deceleration of the driving device to reach the target deceleration.

[0159] Based on the method described in the above steps S101 to S105, it is possible to determine whether to perform energy recovery according to the driver's intention, and when performing energy recovery, intelligently adjust the energy recovery intensity in different scenarios according to the perception data of the driving device and preset rules, improve the energy utilization efficiency, reduce unnecessary acceleration and deceleration operations, enhance the riding comfort, and at the same time be able to maintain a safe and appropriate distance from the vehicle in front, reduce human intervention, relieve the driver's fatigue, and enhance the safety during driving.

[0160] The following further explains the above steps 101 to S105.

[0161] In some embodiments, before performing the above step S101, the energy recovery mode selected by the driver may be obtained first. The energy recovery mode includes a conventional mode (Cooperative Regenerative Brake Systems, CRBS) and an automatic mode (AutoRegen, ARG). The conventional mode includes multiple recovery intensity levels, such as a low regenerative braking recovery intensity level, a standard regenerative braking recovery intensity level, and a high regenerative braking recovery intensity level.

[0162] Specifically, the driver can actively select the energy recovery mode and the recovery intensity level on the display screen of the Cockpit Domain Controller (CDC) of the driving device, so that the driving device performs braking energy recovery at the corresponding level according to the regenerative braking torque capacity limit.

[0163] When the energy recovery mode is the conventional mode, energy recovery can be performed based on the preset intensity corresponding to each recovery intensity level.

[0164] Among them, each recovery intensity level corresponds to a preset energy recovery intensity, and the corresponding braking energy recovery can be directly performed according to the recovery intensity level selected by the driver and the regenerative braking torque capacity limit of the driving device.

[0165] In practical applications, the driver can select a suitable recovery intensity level in advance according to their driving habits and road conditions. For example, in urban congested road conditions with frequent starts and stops, selecting a high recovery level can recover more energy and reduce energy consumption; when driving at high speed and the traffic is smooth, a low recovery level can be selected to allow the vehicle to coast farther and improve driving comfort.

[0166] When the energy recovery mode is the automatic mode, the above step S101 is performed, that is, the driving intention of the driver is obtained.

[0167] Furthermore, in some embodiments of step S101, the following steps S1011 to S1012 may be included.

[0168] Step S1011: Obtain the gear signal and the pedal signal of the driving device;

[0169] Among them, the gear signal includes a forward gear (D gear) and other gears (such as a parking gear P, a reverse gear R, and a neutral gear N, etc.), and the pedal signal includes an accelerator pedal signal and a brake pedal signal.

[0170] Specifically, the gear signal can be detected by the gear sensor of the vehicle control unit (VCU) of the driving device, the accelerator pedal signal can be obtained through the accelerator pedal sensor of the VCU, and the brake pedal signal can be detected by the brake pedal sensor of the brake control unit (BCU) and transmitted to the VCU to obtain the gear signal and the pedal signal of the driving device.

[0171] Step S1012: Obtain the driving intention based on the gear signal and the pedal signal.

[0172] Among them, the driving intention includes an acceleration intention, a deceleration intention, a coasting intention, and other intentions.

[0173] Specifically, when the gear signal is in the forward gear and the pedal signal is that the accelerator pedal is depressed, the driving intention can be determined as the acceleration intention;

[0174] When the gear signal is in the forward gear, the pedal signal is that the accelerator pedal is not depressed and the brake pedal is not depressed, the driving intention is determined as the coasting intention;

[0175] When the gear signal is in the forward gear and the pedal signal is that the brake pedal is depressed, the driving intention information is determined as the deceleration intention;

[0176] When the gear signal is in other gears, the driving intention information is determined as other intentions, where other intentions include a reverse intention, a parking intention, etc. For example, when the gear signal is in the reverse gear R, the driving intention information is determined as the reverse intention; when the gear signal is in the parking gear P or the neutral gear N, the driving intention information is determined as the parking intention.

[0177] Among them, if the accelerator pedal opening is greater than the first preset threshold, it is determined that the pedal signal is that the accelerator pedal is depressed, otherwise it is determined that the pedal signal is that the accelerator pedal is not depressed; if the brake pedal opening is greater than the second preset threshold, it is determined that the brake signal is that the brake pedal is depressed, otherwise it is determined that the pedal signal is that the brake pedal is not depressed.

[0178] Specifically, the first preset threshold corresponding to the accelerator pedal opening and the second preset threshold corresponding to the brake pedal opening can be calibrated according to the vehicle speed, and no limitation is made here.

[0179] For example, when the vehicle speed is 50 km / h or above, the first preset threshold corresponding to the accelerator pedal opening can be a%. If the accelerator pedal is depressed by more than a%, it is considered that the driver wants to accelerate; if the accelerator pedal is depressed by less than or equal to a%, it is considered that the driver may just have their foot on the accelerator pedal rather than really wanting to accelerate. Such a setting can improve the accuracy and safety of the vehicle control system and avoid misjudging the driver's intention. Another example, when the vehicle speed is 30 km / h or above, the second preset threshold corresponding to the brake pedal opening can be b%, to avoid misjudging the driver's intention when the brake pedal is depressed by less than or equal to b%.

[0180] The above is a further explanation of step S101.

[0181] In some embodiments of the above step S102, energy recovery can be performed when the driving intention is a coasting intention or a decelerating intention; energy recovery is not performed when the driving intention is an accelerating intention or other intentions.

[0182] Further, if energy recovery is to be performed, step S103 is executed; otherwise, return to step S101.

[0183] In some embodiments of the above step S103, the self-perception data and environmental perception data of the driving device can be obtained through the sensors in the Fusion Perception Unit (FPU). Among them, the self-perception data can include data such as the vehicle speed, wheel speed, and location of the driving device; the environmental perception data can include data such as the road conditions, traffic signs, vehicles, and pedestrians around the driving device.

[0184] Further, it can be determined whether there is a target vehicle within a preset range in front of the driving device based on the environmental perception data. If there is a target vehicle, the current distance and relative vehicle speed between the driving device and the target vehicle are obtained based on the self-perception data and environmental perception data. Among them, the current distance is the longitudinal relative distance between the driving device and the target vehicle, specifically, the longitudinal distance from the position of the target vehicle in the vehicle coordinate system of the current driving device; the relative vehicle speed is the difference between the second vehicle speed of the target vehicle and the first vehicle speed of the driving device.

[0185] Further, in some embodiments of the above step S104, when there is no target vehicle, the energy recovery intensity is determined to be zero.

[0186] In the case where there are no other vehicles affecting within the preset range in front of the driving device, there is no need to adjust the vehicle speed or maintain a safe distance through energy recovery, and the driving device can coast freely according to the current driving state to improve the driving comfort.

[0187] In some embodiments of step S104, when there is a target vehicle, if the current distance is greater than or equal to the target safety distance and / or the relative vehicle speed meets the preset safety speed condition, the energy recovery intensity is determined to be zero.

[0188] Specifically, the energy recovery intensity can be determined when the current distance is greater than the target safety distance and the relative vehicle speed does not meet the preset safety speed condition, the current distance is less than or equal to the target safety distance and the relative vehicle speed meets the preset safety speed condition, and the current distance is greater than the target safety distance and the relative vehicle speed meets the preset safety speed condition. Because when the distance and speed relationship between the driving device and the target vehicle is within the safe range, there is no need to perform energy recovery to decelerate, and the driving device can continue to maintain the current driving speed, reducing unnecessary braking operations and improving the smoothness of driving.

[0189] Among them, when the relative vehicle speed is greater than the preset difference, it can be determined that the relative vehicle speed meets the preset safety speed condition, that is, when the second vehicle speed of the target vehicle is much faster than the first vehicle speed of the driving device, the preset safety speed condition is met. In practical applications, those skilled in the art can set the target safety distance and the preset difference according to specific scenarios and requirements, which are not limited here.

[0190] In some embodiments of step S104, when there is a target vehicle, if the current distance is less than the target safety distance and the relative vehicle speed does not meet the preset safety speed condition, the energy recovery intensity is obtained based on the relationship between the relative vehicle speed and the target safety distance.

[0191] Among them, the relationship between the relative vehicle speed and the target safety distance can be a functional relationship, a change trend relationship, etc. Generally speaking, the smaller the relative vehicle speed or the relative distance, the greater the energy recovery intensity. In this way, the energy recovery intensity can be automatically adjusted according to the actual driving state, ensuring safety and maximizing energy recovery.

[0192] Refer to the appendix Figure 2 , Figure 2 is a schematic diagram of the change trends of the relative vehicle speed, the longitudinal relative distance, the energy recovery intensity, and the target safety distance according to an embodiment of the present application. As Figure 2 shown, it includes the change trend lines of the energy recovery intensity and the target safety distance (Target Safety Distance, TSD) corresponding to different relative vehicle speeds and longitudinal relative distances. The TSD line can be calculated comprehensively based on the maximum regenerative braking capacity of the driving device, the braking safety distance stipulated by law, the vehicle speed, etc.

[0193] As Figure 2As shown, as the relative vehicle speed gradually increases, the target safety distance can gradually decrease, and when the relative vehicle speed decreases, the target safety distance will gradually increase. For example, when the target vehicle in front of the driving device is much faster than the driving device, that is, when the relative vehicle speed is very large, the target safety distance corresponding to the TSD line can approach 0.

[0194] Furthermore, Figure 2 it may include the above-mentioned TSD line and six regions 1-6.

[0195] In some embodiments, the VCU will no longer request the regenerative braking torque to obtain the target deceleration (Ped map calibration) in the following three cases, that is, the energy recovery intensity is zero, and they respectively correspond to Figure 2 regions 1, 2, and 3 in

[0196] Region 1: The current distance is less than the target safety distance but the second vehicle speed of the target vehicle is much greater than the first vehicle speed of the driving device (i.e., the relative vehicle speed is greater than the preset difference);

[0197] Region 2: The current distance is greater than or equal to the target safety distance and the second vehicle speed of the target vehicle is greater than the first vehicle speed of the driving device;

[0198] Region 3: The second vehicle speed of the target vehicle is slightly less than the first vehicle speed of the driving device (i.e., the relative vehicle speed is less than the preset difference) but the current distance is greater than or equal to the target safety distance.

[0199] In some embodiments, the VCU will request the electric drive system (EDS) to output the regenerative braking torque or the target deceleration (Ped map calibration), and they respectively correspond to Figure 2 regions 4, 5, and 6 in

[0200] Region 4: The second vehicle speed of the target vehicle is slightly greater than the first vehicle speed of the driving device (i.e., the relative vehicle speed is less than or equal to the preset difference) and the current distance is less than the target safety distance;

[0201] Region 5: The current distance is less than the target safety distance and the second vehicle speed of the target vehicle is less than the first vehicle speed of the driving device;

[0202] Region 6: The current distance is greater than the target safety distance but the second vehicle speed of the target vehicle is much less than the first vehicle speed of the driving device.

[0203] In addition, as Figure 2 indicated by the arrow direction in, the smaller the current distance, the greater the regenerative braking deceleration; the smaller the relative vehicle speed, the greater the regenerative braking deceleration.

[0204] Among them, Ped map calibration refers to calibrating the mapping (map) related to the pedal (abbreviated as Ped). In a vehicle control system, a map is usually a data table or functional relationship used to map an input variable (such as the accelerator pedal position) to a corresponding output variable (such as the requested torque or deceleration). Calibration is the process of determining the specific parameters of these mapping relationships. Through a series of tests and adjustments, the driving device can accurately output appropriate power or braking force according to the pedal operation under different working conditions.

[0205] It should be noted that Figure 2 The shown change trends of the relative vehicle speed, longitudinal relative distance, energy recovery intensity, and target safety distance are only for illustration. In actual applications, the energy recovery intensity and target safety distance corresponding to different relative vehicle speeds and longitudinal relative distances are not fixed values, but values calibrated according to the specific vehicle speeds of the driving device and the target vehicle, and are not limited here.

[0206] Furthermore, in some embodiments of step S104, when the first vehicle speed and the second vehicle speed are equal, the relationship between the vehicle speed and the target safety distance can be obtained, and based on the relationship between the vehicle speed and the target safety distance, the target safety distance corresponding to different vehicle speeds can be determined.

[0207] Refer to the appendix Figure 3 , Figure 3 is a schematic diagram of the relationship between the vehicle speed and the target safety distance when the relative vehicle speed is zero according to an embodiment of the present application.

[0208] As Figure 3 shown, when the vehicle speed ≤ V0, the target safety distance is D0; when the vehicle speed > V0, the target safety distance increases with the increase of the relative vehicle speed. Among them, V0 and D0 can be set according to the specific scenario and are not limited here.

[0209] In some embodiments of step S104, if the target vehicle exits the preset range in front of the driving device, the energy recovery intensity is decreased based on a preset gradient; if a new target vehicle enters the preset range in front of the driving device, the energy recovery intensity is increased based on a preset gradient.

[0210] Specifically, when it is detected that a vehicle suddenly cuts in or out of the lane in front of the driving device, the energy recovery intensity can be slowly increased or decreased according to a preset gradient to eliminate the discomfort problem caused by the sudden change of the braking intensity.

[0211] In some embodiments of step S104, it can also be determined whether the driving device is in a sharp turn working condition based on the environmental perception data; if so, the energy recovery intensity is no longer obtained, and the energy recovery intensity at the previous moment of the current moment is maintained.

[0212] Specifically, when it is detected that the driving device is in a sharp turn condition at the current moment, the ARG function will enter the standby state. At this time, the new regenerative braking intensity will no longer be recalculated, but the energy recovery intensity at the previous moment of the current moment will be maintained unchanged to ensure the safety and stability of the driving device.

[0213] The above is a further description of step S104. Next, step S105 will be further described.

[0214] In some embodiments of the above step S105, when the driving intention is a coasting intention, the corresponding regenerative braking deceleration can be obtained based on the energy recovery intensity, and the regenerative braking deceleration can be used as the target deceleration.

[0215] Among them, regenerative braking is a technology that converts the kinetic energy of the driving device into electrical energy and stores it during the deceleration process of the driving device. In this process, the motor generates a torque opposite to the driving direction of the driving device, thereby generating a deceleration (i.e., regenerative braking deceleration) on the driving device. Regenerative braking can not only achieve deceleration but also recover energy and improve the energy utilization efficiency of the driving device.

[0216] Specifically, during the inertial driving process after the driver releases the accelerator pedal and the brake pedal, the energy recovery intensity during the following and coasting of the driving device can be automatically adjusted according to the relative distance and relative vehicle speed between the driving device and the target vehicle, and the corresponding regenerative braking deceleration obtained based on the energy recovery intensity can be used as the target deceleration.

[0217] In some embodiments, when the driving intention is a deceleration intention, the braking pedal requested deceleration can be obtained based on the above pedal signal, and the regenerative braking deceleration and the braking pedal requested deceleration can be superimposed to obtain the target deceleration.

[0218] When the driver steps on the brake pedal, the BCU will generate a corresponding braking force according to factors such as the depression opening. This braking force will cause the driving device to generate a deceleration (i.e., the braking pedal requested deceleration). The braking pedal requested deceleration is the effect generated by the deceleration instruction directly sent by the driver to the BCU through the brake pedal.

[0219] When the driver steps on the brake pedal, the target deceleration is jointly generated by the braking pedal requested deceleration and the regenerative braking deceleration, that is, the braking effect of the driving device is the sum of the deceleration generated by the hydraulic braking system and the deceleration generated by the regenerative braking system.

[0220] Refer to the appendix Figure 4 , Figure 4 is a schematic diagram of an energy recovery control method according to an embodiment of the present application.

[0221] AsFigure 4 As shown, when the driver selects the automatic mode for energy recovery through the CDC, the driving device can obtain the driver's driving intention and the perception data of the driving device through the VCU, BCU, and FPU. And it can judge whether to perform energy recovery through the driving intention, that is, determine the prohibited state of the energy recovery function. It can also judge whether the energy recovery function is in the standby state, such as judging that the driving device is in a sharp turn working condition at the current moment.

[0222] Furthermore, if energy recovery is to be performed, the acquired data can be preprocessed, such as signal filtering, data normalization, sensor data fusion, and anomaly detection preprocessing, etc. Then, the energy recovery intensity in different scenarios can be obtained through the preprocessed perception data and preset rules, and the target deceleration can be obtained through the energy recovery intensity.

[0223] The above is the description of obtaining the target deceleration based on the energy recovery intensity.

[0224] Furthermore, in some embodiments of the above step S105, the deceleration of the driving device can be controlled to reach the target deceleration based on regenerative braking; or, the deceleration of the driving device can be controlled to reach the target deceleration based on regenerative braking and hydraulic braking.

[0225] Specifically, the battery state of the driving device can be obtained through the Battery Management System (BMS) of the driving device. The BMS can send the State of Charge (SOC) BMSSOC of the high-precision battery and the BMS Charge Limit to the VCU for calculating the regenerative braking torque capacity. Among them, the battery state of the driving device can include a full charge state, a low-temperature state, other states (such as a charging state, a high-temperature state, a power-fed state), etc.

[0226] Furthermore, when the battery is in a full charge state and / or a low-temperature state, and the deceleration of the driving device cannot be controlled to reach the target deceleration based on regenerative braking, deceleration compensation can be performed based on hydraulic braking until the deceleration of the driving device reaches the target deceleration.

[0227] Specifically, when the battery is in a full charge state (i.e., a relatively high SOC), it can no longer receive this electrical energy, and the intensity of regenerative braking will be limited to a very low range, and energy recovery will no longer be performed.

[0228] In a low-temperature environment, the performance of the battery will also decline, which may lead to a decrease in the battery's ability to accept charging, and at the same time, it will also affect the BMS's control and management of the battery. Therefore, when the battery is in a low-temperature state, the electrical energy generated by regenerative braking cannot be effectively stored in the battery, and the efficiency of regenerative braking will also decrease.

[0229] Therefore, after calculating the target deceleration, the target regenerative braking torque and the regenerative braking torque capacity can be obtained; when the regenerative braking torque capacity is less than the target regenerative braking torque, it can be determined that the deceleration of the driving device cannot reach the target deceleration based on regenerative braking.

[0230] Specifically, through the dynamic model and relevant physical formulas, combined with parameters such as the current speed and mass of the driving device, the regenerative braking torque that the motor needs to provide to achieve the target deceleration can be calculated, and this torque value is the target regenerative braking torque.

[0231] Furthermore, the regenerative braking torque capacity of the motor in the current state can be calculated through parameters such as the maximum torque of the motor and the actual torque of the motor. The regenerative braking torque capacity takes into account the actual working ability of the motor, the current load condition, and other limiting factors, and reflects the magnitude of the torque that the motor can actually provide for regenerative braking.

[0232] Among them, the maximum torque of the motor is usually determined by the design and performance parameters of the motor, representing the upper limit of the motor's output power; the actual torque of the motor refers to the torque actually output by the motor in the current working state, which will vary according to the driving state of the driving device, the driver's operation, and other relevant factors.

[0233] If the calculated regenerative braking torque capacity of the motor is less than the target regenerative braking torque required to achieve the target deceleration, it means that relying solely on the regenerative braking function of the motor, insufficient braking force can be generated to decelerate the driving device at the target deceleration, because the motor cannot provide enough torque to achieve the desired deceleration effect.

[0234] Therefore, when the battery is fully charged and / or in a low-temperature state, and relying solely on regenerative braking cannot decelerate the driving device to the target deceleration, hydraulic braking can be used for deceleration compensation. Hydraulic braking is a traditional braking method that transmits pressure through brake fluid to make the brake pads friction with the brake disc or brake drum, thereby generating braking force to achieve deceleration. By generating additional braking force through the hydraulic braking system and combining it with the remaining braking force of regenerative braking, the deceleration of the driving device can ultimately reach the target deceleration.

[0235] The above is the description of step S105.

[0236] Further, refer to the appendix Figure 5 , Figure 5 is the main step flow schematic diagram of the energy recovery control method according to another embodiment of the present application. As Figure 5 shown, it mainly includes the following steps S501 to step S5015.

[0237] Step S501: Obtain the driving intention of the driver;

[0238] Step S502: Determine whether to perform energy recovery based on the driving intention;

[0239] Furthermore, if energy recovery is to be performed, then execute Step S503, otherwise execute Step S5014.

[0240] Step S503: Obtain the sensing data of the driving device;

[0241] Step S504: Determine whether there is a target vehicle within a preset range in front of the driving device;

[0242] Furthermore, if there is, then execute Step S505, otherwise execute Step S5013.

[0243] Step S505: Obtain the current distance and relative vehicle speed between the driving device and the target vehicle;

[0244] Step S506: Determine whether the current distance is greater than or equal to the target safety distance and whether the relative vehicle speed meets the preset safety speed condition;

[0245] Furthermore, if so, then execute Step S5013, otherwise execute Step S507.

[0246] Step S507: Obtain the energy recovery intensity in different scenarios based on the sensing data and preset rules;

[0247] Step S508: Obtain the regenerative braking deceleration a1 based on the energy recovery intensity;

[0248] Step S509: Determine whether the driver steps on the brake pedal;

[0249] Furthermore, if so, then execute Step S5010, otherwise execute Step S5012;

[0250] Step S5010: Obtain the braking pedal requested deceleration a2 based on the pedal signal;

[0251] Step S5011: Determine that the target deceleration is a1 + a2;

[0252] Furthermore, execute Step S5015;

[0253] Step S5012: Determine that the target deceleration is a1;

[0254] Furthermore, execute Step S5015;

[0255] Step S5013: Determine that the energy recovery intensity is zero;

[0256] Step S5014: Do not perform energy recovery;

[0257] Step S5015: Control the deceleration of the driving device to reach the target deceleration.

[0258] Through the above implementation, the driver can actively select the energy recovery mode during driving, and the driving device can perform corresponding braking energy recovery according to the limitation of the regenerative braking torque capacity. In the automatic mode, the driving intention can be recognized by collecting the pedal signal and gear signal issued by the driver, and it is judged whether to perform energy recovery.

[0259] Furthermore, when performing energy recovery, the intensity of energy recovery can be intelligently adjusted in different scenarios through preset rules, and the intensity of braking energy recovery can be automatically adjusted according to factors such as the current distance between the driving device and the target vehicle and the relative vehicle speed. When there is no target vehicle in front or the distance from the target vehicle is far, no braking energy recovery is performed, and the vehicle slides without a dragging feeling, making the driving experience more comfortable and reducing secondary energy loss and improving energy utilization efficiency; when the relative distance from the target vehicle in front is less than the target safety distance, the target deceleration is dynamically adjusted according to the relative vehicle speed and the current distance, maintaining a safe and appropriate distance from the vehicle in front, reducing unnecessary acceleration and deceleration, reducing human intervention, alleviating driver fatigue, and improving energy utilization efficiency while enhancing ride comfort.

[0260] The above is a further description of the energy recovery control method provided by this application.

[0261] It should be noted that although the above steps are described in a specific order in the above embodiments, those skilled in the art can understand that in order to achieve the effects of this application, different steps do not necessarily have to be executed in such an order, and they can be executed simultaneously (in parallel) or in other orders, and these changes are all within the protection scope of this application.

[0262] Those skilled in the art can understand that all or part of the processes in the method of the above embodiments of this application can also be completed by instructing relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium. When the computer program is executed by a processor, the steps of the above method embodiments can be implemented. Among them, the computer program includes computer program code, and the computer program code can be in the form of source code, object code, executable file or some intermediate form, etc. The computer-readable storage medium can include: any entity or device, medium, USB flash drive, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory, random access memory, electrical carrier signal, telecommunication signal, and software distribution medium that can carry the computer program code.

[0263] Further, the present application also provides a computer-readable storage medium. In an embodiment of the computer-readable storage medium according to the present application, the computer-readable storage medium may be configured to store a program for executing the energy recovery control method in the above method embodiment. This program can be loaded and run by a processor to implement the above energy recovery control method. For ease of description, only the parts related to the embodiments of the present application are shown. For specific technical details not disclosed, please refer to the method part of the embodiments of the present application. The computer-readable storage medium may be a memory device formed by various electronic devices. Optionally, the computer-readable storage medium in the embodiments of the present application is a non-transitory computer-readable storage medium.

[0264] Further, the present application also provides an electronic device. Refer to the attached Figure 6 , Figure 6 which is a schematic diagram of the main structure of an electronic device according to an embodiment of the present application. As Figure 6 shown, the electronic device in the embodiments of the present application mainly includes a processor 61 and a memory 62. The memory 62 may be configured to store a program for executing the energy recovery control method in the above method embodiment. The processor 61 may be configured to execute the program in the memory 62. This program includes, but is not limited to, the program for executing the energy recovery control method in the above method embodiment. For ease of description, only the parts related to the embodiments of the present application are shown. For specific technical details not disclosed, please refer to the method part of the embodiments of the present application.

[0265] In some possible implementation manners of the present application, the electronic device may include multiple processors 61 and multiple memories 62. The program for executing the energy recovery control method in the above method embodiment may be divided into multiple sub-programs. Each sub-program may be loaded and run by a processor 61 to execute different steps of the energy recovery control method in the above method embodiment. Specifically, each sub-program may be stored in a different memory 62 respectively. Each processor 61 may be configured to execute the program in one or more memories 62 to jointly implement the energy recovery control method in the above method embodiment, that is, each processor 61 respectively executes different steps of the energy recovery control method in the above method embodiment to jointly implement the energy recovery control method in the above method embodiment.

[0266] The above-mentioned multiple processors 61 may be processors deployed on the same device. For example, the above-mentioned electronic device may be a high-performance device composed of multiple processors, and the above-mentioned multiple processors 61 may be the processors configured on the high-performance device. In addition, the above-mentioned multiple processors 61 may also be processors deployed on different devices. For example, the above-mentioned electronic device may be a server cluster, and the above-mentioned multiple processors 61 may be the processors on different servers in the server cluster, or the above-mentioned computer device may be a driving device cluster, and the above-mentioned multiple processors 901 may be the processors on different driving devices in the driving device cluster.

[0267] Furthermore, the present application also provides a driving device.

[0268] The driving device includes an energy recovery system and the electronic device described in the technical solution of the above-mentioned electronic device. Among them, the energy recovery system may include a vehicle control unit VCU, a brake control unit BCU, and a fusion perception unit FPU.

[0269] In some embodiments, the vehicle control unit is configured to obtain the driving intention of the driver, determine whether to perform energy recovery based on the driving intention, and is configured to obtain the energy recovery intensity in different scenarios based on the perception data and preset rules;

[0270] The brake control unit is configured to obtain the target deceleration based on the energy recovery intensity and control the deceleration of the driving device to reach the target deceleration;

[0271] The fusion perception unit is configured to obtain the perception data of the driving device.

[0272] In some embodiments, the energy recovery system may further include an electric drive system EDS, a cockpit domain control system CDC, and a battery management system BMS.

[0273] Among them, the electric drive system is configured to obtain the maximum motor torque and the actual motor torque;

[0274] The cockpit domain control system is configured to obtain the energy recovery mode selected by the driver;

[0275] The battery management system is configured to obtain the battery state of the driving device.

[0276] In some embodiments, refer to the attached Figure 7 , Figure 7 is a schematic diagram of the main structure of the energy recovery system according to an embodiment of the present application. As Figure 7 shown, the electronic device in the embodiment of the present application mainly includes a vehicle control unit 71, a brake control unit 72, a fusion perception unit 73, an electric drive system 74, a cockpit domain control system 75, and a battery management system 76.

[0277] Specifically, the vehicle control unit 71 may include an accelerator pedal 711, an accelerator pedal sensor, and a control unit (not shown in the figure); among them, the pedal acceleration sensor is used to determine whether to perform energy recovery according to the driver's driving intention; the control unit is used to transmit the torque request to the electric drive system 74, and transmit the gear signal, pedal signal, calculated regenerative braking torque capacity, and recovered torque to the brake control unit 72.

[0278] The brake controller unit 72 includes a brake pedal 721, a brake pedal sensor, and a control unit (not shown in the figure); among them, the brake pedal sensor is used to detect signals such as the displacement of the brake pedal 721, wheel speed, and vehicle speed; the control unit is used to process the acquired signals and transmit them to the vehicle control unit 71, and calculate the target regenerative braking torque received from the vehicle control unit 71 to drive the motor for regenerative braking and energy recovery.

[0279] The fusion perception unit 73 includes a radar sensor and a control unit; among them, the radar sensor is used to detect the current distance between the driving device and the vehicle in front (including the presence flag of the vehicle in front and its longitudinal position), and the vehicle speed of the vehicle in front; the control unit is used to process the acquired signals and transmit them to the vehicle control unit 71 for calculation.

[0280] The electric drive system 74 is used to execute the torque request sent by the vehicle control unit 71, and transmit the torque capacity, actual motor torque, and torque of the electric drive system 74 to the vehicle control unit 71.

[0281] The cockpit domain control system 75 is used to interact with the user. The user can select the energy recovery mode / level through the display screen of the cockpit domain control system 75, including the normal mode (including low regenerative braking recovery intensity level, standard regenerative braking recovery intensity level, and high regenerative braking recovery intensity level) and the automatic mode; the cockpit domain control system 75 is also used to interact with the vehicle control unit 71, send the energy recovery mode selected by the user to the vehicle control unit 71, and feedback the energy recovery state sent by the vehicle control unit 71 to the user.

[0282] The battery management system 76 is used to send the high-precision battery SOC and BMS charging capacity to the vehicle control unit 71 for calculating the regenerative braking torque capacity.

[0283] The above is a further description of Figure 7 the energy recovery system shown.

[0284] It should be noted that the relevant personal information of users that may be involved in the embodiments of the present application is all processed in strict accordance with the requirements of laws and regulations, following the principles of legality, legitimacy, and necessity, for reasonable purposes based on business scenarios, and is the personal information actively provided by users during the use of products / services or generated due to the use of products / services, as well as the personal information obtained with user authorization.

[0285] The personal information of users processed by the present application may vary depending on the specific product / service scenario. It is subject to the specific scenario of the user's use of the product / service and may involve the user's account information, device information, driving information, vehicle information, or other relevant information. The present application will treat the user's personal information and its processing with a high degree of diligence.

[0286] The present application attaches great importance to the security of the user's personal information and has taken security protection measures that meet industry standards and are reasonable and feasible to protect the user's information and prevent the personal information from being accessed, publicly disclosed, used, modified, damaged, or lost without authorization.

[0287] So far, the technical solution of the present application has been described in conjunction with one embodiment shown in the drawings. However, it is easy for those skilled in the art to understand that the protection scope of the present application is obviously not limited to these specific embodiments. Without departing from the principle of the present application, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will fall within the protection scope of the present application.

Claims

1. An energy recovery control method, applied to a driving device, characterized in that, The method includes: Obtaining the driving intention of the driver; the driving intention includes an acceleration intention, a deceleration intention, a coasting intention or other intentions; Determining whether to perform energy recovery based on the driving intention; If energy recovery is to be performed, obtaining the perception data of the driving device; Obtaining the energy recovery intensity in different scenarios based on the perception data and preset rules; Obtaining a target deceleration based on the energy recovery intensity to control the deceleration of the driving device to reach the target deceleration.

2. The energy recovery control method according to claim 1, wherein The obtaining of the driving intention of the driver includes: Obtaining the gear signal and the pedal signal of the driving device; Obtaining the driving intention based on the gear signal and the pedal signal.

3. The energy recovery control method according to claim 2, wherein The gear signal includes a forward gear and other gears, and the pedal signal includes an accelerator pedal signal and a brake pedal signal; the obtaining of the driving intention based on the gear signal and the pedal signal includes: When the gear signal is the forward gear and the pedal signal is that the accelerator pedal is depressed, determining that the driving intention is the acceleration intention; When the gear signal is the forward gear, the pedal signal is that the accelerator pedal is not depressed and the brake pedal is not depressed, determining that the driving intention is the coasting intention; When the gear signal is the forward gear and the pedal signal is that the brake pedal is depressed, determining that the driving intention information is the deceleration intention; When the gear signal is the other gear, determining that the driving intention information is the other intention; wherein, the other gear includes a parking gear, a reverse gear or a neutral gear, and the other intention includes a parking intention or a reverse intention.

4. The energy recovery control method according to claim 2, characterized in that The determining whether to perform energy recovery based on the driving intention includes: Performing the energy recovery when the driving intention is the coasting intention or the deceleration intention; Not performing the energy recovery when the driving intention is the acceleration intention or the other intention.

5. The energy recovery control method according to claim 4, wherein The obtaining of the perception data of the driving device includes: Obtaining the self-perception data and the environment perception data of the driving device; Determining whether there is a target vehicle within a preset range in front of the driving device based on the environment perception data; If there is the target vehicle, obtaining the current distance and the relative vehicle speed between the driving device and the target vehicle based on the self-perception data and the environment perception data.

6. The energy recovery control method according to claim 5, wherein The obtaining of the energy recovery intensity in different scenarios based on the perception data and preset rules includes: When there is no target vehicle, determining that the energy recovery intensity is zero; When there is a target vehicle, if the current distance is greater than or equal to the target safety distance and / or the relative vehicle speed meets the preset safety speed condition, determining that the energy recovery intensity is zero; When there is a target vehicle, if the current distance is less than the target safety distance and the relative vehicle speed does not meet the preset safety speed condition, obtaining the energy recovery intensity based on the relationship between the relative vehicle speed and the target safety distance.

7. The energy recovery control method according to claim 6, wherein The current distance is the longitudinal distance between the driving device and the target vehicle, and the relative vehicle speed is the difference between the second vehicle speed of the target vehicle and the first vehicle speed of the driving device; The method further includes: When the relative vehicle speed is greater than a preset difference value, it is determined that the relative vehicle speed meets the preset safe speed condition.

8. The energy recovery control method according to claim 7, wherein, The method further includes: When the first vehicle speed is equal to the second vehicle speed, obtain the relationship between the vehicle speed and the target safe distance; Based on the relationship between the vehicle speed and the target safe distance, determine the target safe distance corresponding to the equal vehicle speed.

9. The energy recovery control method according to claim 5, wherein The obtaining of the energy recovery intensity in different scenarios based on the perception data and preset rules further includes: If the target vehicle exits a preset range in front of the driving device, reduce the energy recovery intensity based on a preset gradient; If a new target vehicle enters a preset range in front of the driving device, increase the energy recovery intensity based on the preset gradient.

10. The energy recovery control method according to claim 5, characterized in that, The obtaining of the energy recovery intensity in different scenarios based on the perception data and preset rules further includes: Based on the environmental perception data, determine whether the driving device is in a sharp turn working condition at the current moment; If so, no longer obtain the energy recovery intensity, and maintain the energy recovery intensity at the previous moment of the current moment.

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