Vehicle electronic control method and system and vehicle

Abstract

The invention relates to the technical field of vehicle electric control, in particular to a vehicle electric control method and system and a vehicle. The method comprises the following steps that whether the vehicle needs to actively execute a braking strategy or not is judged based on the external actual road condition of the vehicle; when the vehicle needs to actively execute the braking strategy, whether the vehicle allows to start the braking energy recovery strategy or not is judged based on the actual wheel braking condition, the actual running road surface condition, the actual battery condition and the vehicle speed; and when the vehicle allows to start the braking energy recovery strategy, the distribution strategy of the electric energy recovered by the braking energy recovery strategy in the vehicle is adjusted based on the battery real condition of the vehicle and the electric energy transmission loss real condition of the internal components. According to the method, the recoverable energy condition in the braking process can be pre-judged, and free distribution of the recovered braking energy is achieved.

Description

Technical Field

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

[0002] The vehicle uses batteries and motors as power sources, which can provide stable and controllable driving force for the vehicle. At the same time, the vehicle's battery can also power all functional components inside the vehicle, realizing centralized control and management of all functional components. The operation of the vehicle depends on the power supply of the battery, and the battery power directly determines the continuous working time of the vehicle. The existing technology increases the battery life by increasing the battery capacity, but the increase in battery capacity will bring challenges to the charging and discharging reliability of the battery, and will also increase the safety risks of the battery. The vehicle recovers the braking energy of the vehicle by setting a regenerative braking control system, and feeds the recovered braking energy back to the battery in the form of electrical energy to realize the recycling of battery electrical energy. The above-mentioned regenerative braking control system mainly converts the traction motor into a generator during the braking process of the vehicle, thereby realizing the recovery of the braking energy of the vehicle. However, the current vehicle braking energy recovery does not take into account the actual driving state of the vehicle, which may result in the recovery of energy being too small to form an effective electrical energy supplement for the battery, and the recovery of energy cannot be freely distributed, reducing the utilization rate of braking energy recovery.

[0003] Therefore, it is necessary to develop a new vehicle electronic control method, system and vehicle. Summary of the invention

[0004] The object of the present invention is to provide a vehicle electronic control method, system and vehicle, which can predict the recoverable energy situation during braking and realize the free distribution of recovered braking energy.

[0005] In a first aspect, a vehicle electronic control method according to the present invention comprises the following steps:

[0006] Determine whether the vehicle needs to actively execute braking strategy based on the actual external road conditions of the vehicle;

[0007] When the vehicle needs to actively execute the braking strategy, it determines whether the vehicle is allowed to start the braking energy recovery strategy based on the actual wheel braking conditions, the actual road conditions, the actual battery conditions and the vehicle speed;

[0008] When the vehicle allows the braking energy recovery strategy to be activated, the distribution strategy of the electric energy recovered by the braking energy recovery strategy in the vehicle is adjusted based on the actual battery status of the vehicle and the actual power transmission loss status of internal components.

[0009] Optionally, judging whether the vehicle needs to actively execute a braking strategy based on the actual external road conditions of the vehicle specifically includes:

[0010] Perform visual recognition and non-visual recognition on the front of the vehicle's travel to obtain the obstacle spatial attribute information and obstacle motion attribute information in front of the vehicle's travel; wherein, the obstacle spatial attribute information includes the position and three-dimensional size information of the obstacle; the obstacle motion attribute information includes the relative motion speed information between the obstacle and the vehicle;

[0011] Based on the obstacle spatial attribute information and obstacle motion attribute information, estimate the probability of a collision occurring between the vehicle and the obstacle in the current driving direction;

[0012] Based on the probability of collision occurring, determine whether the vehicle needs to actively execute a braking strategy. By obtaining the obstacle spatial attribute information and obstacle motion attribute information in front of the vehicle's travel, it is possible to globally characterize the dynamic distribution of obstacles in the spatial range in front of the vehicle's travel. And based on the obstacle spatial attribute information and obstacle motion attribute information, predict the relative position change trend between the vehicle and the obstacle in front, estimate the probability of a collision event occurring between the vehicle and the obstacle in the current driving direction, and then compare the probability of the collision event with a preset probability threshold. If the probability of the collision event is greater than or equal to the preset probability threshold, it is determined that the vehicle needs to actively execute a braking strategy; otherwise, it is determined that the vehicle does not need to actively execute a braking strategy. This can make up for the defect that the driver's own response is slow and unable to quickly control the vehicle's braking, improve the vehicle's braking response speed, and effectively avoid the occurrence of collision accidents.

[0013] Optionally, when the vehicle needs to actively execute a braking strategy, based on the actual wheel braking situation, the actual driving road surface situation, the actual battery situation, and the vehicle speed, determine whether the vehicle allows the activation of the braking energy recovery strategy; specifically including:

[0014] When the vehicle needs to actively execute a braking strategy, obtain the actual wheel braking situation;

[0015] Perform visual recognition on the road surface in front of the vehicle's travel to obtain the actual driving road surface situation;

[0016] Based on the actual wheel braking situation, the actual driving road surface situation, and in combination with the actual battery situation and the vehicle speed when the vehicle actively executes a braking strategy, determine the safety activation coefficient;

[0017] According to the vehicle's brake pedal situation, steering wheel situation, and longitudinal deceleration, determine the dynamic braking permission threshold;

[0018] Compare the safety activation coefficient with the dynamic braking permission threshold to determine whether the vehicle allows the activation of the braking energy recovery strategy. It can ensure that braking energy recovery is only carried out when there is sufficient recoverable energy during the vehicle's execution of the braking strategy, ensure the braking energy recovery rate, and avoid the problem that the braking energy recovery is too low to form a stable electric energy return.

[0019] Optionally, the method for determining the safety activation coefficient is specifically as follows:

[0020]

[0021] Among them, S represents the safety activation coefficient; s represents the actual wheel slip ratio; s opt represents the optimal slip ratio, which is calculated through the real-time road surface adhesion coefficient; s max represents the maximum allowable slip ratio; μ represents the real-time road surface adhesion coefficient; θ represents the slope angle; SOC represents the state of charge of the battery; v represents the vehicle speed value. By dynamically quantifying the safety risk through multi-factor coupling, integrating the slip rate deviation, road surface adhesion, slope, vehicle speed, and battery state of charge, the intelligent adaptation of the braking safety threshold and energy recovery efficiency is realized, avoiding the risk of loss of control under high-risk working conditions and optimizing the energy recovery efficiency in low-risk scenarios, forming a safety-energy efficiency dynamic balance.

[0022] Optionally, the method for determining the dynamic braking permission threshold is specifically as follows:

[0023]

[0024] Among them, T represents the dynamic braking permission threshold; T brake represents the ratio between the actual depression depth of the brake pedal and the maximum allowable depression depth of the brake pedal; δ represents the value of the steering wheel rotation angle; a x represents the value of the longitudinal deceleration; g represents the value of the gravitational acceleration. By fusing three real-time variables of the driver's braking intention (pedal depth ratio), steering intervention (steering wheel angle), and vehicle longitudinal dynamics (deceleration), the safety permission boundary is dynamically calibrated, accurately adapting to complex working conditions, avoiding mis-touching the recovery in emergency lane change / high deceleration scenarios, and improving the energy efficiency utilization rate of conventional braking at the same time.

[0025] Optionally, the braking energy recovery strategy is specifically as follows:

[0026]

[0027] Among them, F regen represents the motor control recovery force of the vehicle; F max represents the maximum recovery force of the motor; 0.3 represents the preset safety redundancy constant; T represents the dynamic braking permission threshold; S represents the safety activation coefficient;

[0028] When 0.3 < T - S, the first braking energy recovery strategy is activated, that is, F regen = 0.9F max ;

[0029] When 0 ≤ T - S ≤ 0.3, the second braking energy recovery strategy is activated, that is

[0030] When T - S < 0, the braking energy recovery strategy is prohibited from starting, that is, F regen = 0. It can perform energy recovery according to different situations, ensuring safety while guaranteeing the reliability of energy recovery.

[0031] Optionally, when the vehicle allows the braking energy recovery strategy to start, based on the actual situation of the vehicle's battery and the actual power transmission loss of internal components, adjust the distribution strategy of the electric energy recovered by the braking energy recovery strategy within the vehicle, specifically including:

[0032] When the vehicle allows the braking energy recovery strategy to start, based on the state of charge of the vehicle's battery and the real - time external power transmission power of the battery;

[0033] Judge whether the vehicle's battery can maintain normal endurance within a future predetermined time period. If not, all the electric energy recovered by the braking energy recovery strategy is transmitted back to the battery; if so, based on the power transmission loss rate during the process of the battery supplying power to the vehicle's internal components, the electric energy recovered by the braking energy recovery strategy is directly transmitted to at least some internal components. It can realize the free distribution of the recovered braking energy and improve the utilization rate of braking energy recovery.

[0034] Optionally, based on the power transmission loss rate during the process of the battery supplying power to the vehicle's internal components, directly transmit the electric energy recovered by the braking energy recovery strategy to at least some internal components, specifically including:

[0035] Determine the power transmission loss rate during the process of the battery supplying power to the vehicle's internal components;

[0036] For all components whose determined power transmission loss rate exceeds the preset loss rate threshold, directly transmit the electric energy recovered by the braking energy recovery strategy to all components that exceed the preset loss rate threshold. It can further realize the free distribution of the recovered braking energy and improve the utilization rate of braking energy recovery.

[0037] In a second aspect, a vehicle electronic control system of the present invention includes a memory and a controller. A computer - readable program is stored in the memory, and when the computer - readable program is called by the controller, it can execute the steps of the vehicle electronic control method as described in the present invention.

[0038] In a third aspect, a vehicle of this aspect adopts the vehicle electronic control system of the present invention.

[0039] Advantages of the present invention:

[0040] The present invention determines whether a vehicle needs to actively execute a braking strategy based on the actual external road conditions of the vehicle, can start braking in a timely and accurate manner, and facilitates subsequent effective braking energy recovery. When the vehicle needs to actively execute a braking strategy, based on the actual braking conditions of the vehicle's wheels, the actual road conditions of the driving surface, the actual battery conditions, and the vehicle speed, it is determined whether the vehicle is allowed to start a braking energy recovery strategy, and the recoverable energy situation during the braking process is predicted to ensure the braking energy recovery rate and avoid too low braking energy recovery to form a stable electric energy return flow. When the vehicle is allowed to start a braking energy recovery strategy, based on the actual battery conditions of the vehicle and the actual power transmission damage conditions of the internal components, the distribution strategy of the recovered electric energy in the vehicle is adjusted to achieve free distribution of the recovered braking energy and improve the utilization rate of the braking energy recovery. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 It is a flowchart of the vehicle electronic control method in an embodiment of the present application;

[0042] Figure 2 It is a flowchart of determining whether a vehicle needs to actively execute a braking strategy in an embodiment of the present application;

[0043] Figure 3 It is a flowchart of determining whether a vehicle is allowed to start a braking energy recovery strategy in an embodiment of the present application;

[0044] Figure 4 It is a flowchart of the distribution strategy of electric energy in a vehicle in an embodiment of the present application;

[0045] Figure 5 It is a schematic block diagram of the vehicle electronic control system in an embodiment of the present application;

[0046] Figure 6 It is a functional module diagram of the computer-readable program in an embodiment of the present application.

[0047] In the figure: 1 - memory, 2 - controller, 3 - road condition monitoring and braking control module, 4 - braking energy recovery control module, 5 - recovered electric energy distribution adjustment module. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0048] The following will illustrate the implementation manners of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific implementation manners, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the protection scope of the present invention.

[0049] Such as Figure 1As shown in the figure, in an embodiment of the present application, a vehicle electronic control method includes the following steps:

[0050] Based on the actual external road conditions of the vehicle, determine whether the vehicle needs to actively execute a braking strategy.

[0051] When the vehicle needs to actively execute a braking strategy, based on the wheel braking condition, the driving road surface condition, the battery condition, and the vehicle speed, determine whether the vehicle allows the activation of the braking energy recovery strategy.

[0052] When the vehicle allows the activation of the braking energy recovery strategy, based on the battery condition of the vehicle and the actual power transmission loss condition of the internal components, adjust the distribution strategy of the electric energy recovered by the braking energy recovery strategy within the vehicle.

[0053] This method determines whether the vehicle needs to actively execute a braking strategy based on the actual external road conditions of the vehicle. This way can timely and accurately activate braking, facilitating subsequent effective braking energy recovery. When the vehicle needs to actively execute a braking strategy, based on the wheel braking condition, the driving road surface condition, the battery condition, and the vehicle speed of the vehicle, determine whether the vehicle allows the activation of the braking energy recovery strategy, predict the recoverable energy situation during the braking process, ensure the braking energy recovery rate, and avoid too low braking energy recovery to form a stable electric energy return. When the vehicle allows the activation of the braking energy recovery strategy, based on the battery condition of the vehicle and the actual power transmission damage condition of the internal components, adjust the distribution strategy of the recovered electric energy within the vehicle, realize the free distribution of the recovered braking energy, and improve the utilization rate of braking energy recovery.

[0054] As Figure 2 shown, in a possible embodiment, determining whether the vehicle needs to actively execute a braking strategy based on the actual external road conditions of the vehicle specifically includes:

[0055] First, perform visual recognition and non-visual recognition on the front of the vehicle to obtain the obstacle space attribute information and obstacle motion attribute information in front of the vehicle; wherein, the obstacle space attribute information includes the position and three-dimensional size information of the obstacle; the obstacle motion attribute information includes the relative motion speed information between the obstacle and the vehicle.

[0056] Then, based on the obstacle space attribute information and the obstacle motion attribute information, estimate the probability of a collision occurring between the vehicle and the obstacle in the current driving direction.

[0057] Finally, based on the collision probability, determine whether the vehicle needs to actively execute a braking strategy.

[0058] The beneficial effects of the above embodiments are as follows. The braking operations during vehicle driving can include active braking and passive braking. Among them, active braking mainly directly controls the vehicle to decelerate and brake based on the monitoring results of the vehicle's built-in sensors on the external environment to determine whether a collision accident will occur during vehicle driving. Passive braking mainly refers to the driver realizing the vehicle's decelerating braking by stepping on the brake pedal according to the driver's own observation and judgment results of the external environment. Considering that there is a certain response time between the driver observing a dangerous situation and stepping on the brake pedal, and being limited by the driver's naked-eye observation range and accuracy limitations of the external environment, the vehicle usually gives priority to active braking. Specifically, the built-in camera and lidar of the vehicle can be used to respectively perform visual recognition and non-visual recognition on the space range in front of the vehicle during driving, and obtain the obstacle space attribute information and obstacle motion attribute information of the space range in front of the vehicle during driving. Among them, the space range in front of the vehicle during driving can include, but is not limited to, the space range in front of the lane where the vehicle is driving and its adjacent lanes. Using the built-in camera and lidar of the vehicle to recognize the position and three-dimensional size of other vehicles or people and other obstacles in front of the vehicle, as well as the relative motion speed with the vehicle, can globally represent the dynamic distribution of obstacles in the space range in front of the vehicle during driving. Also, based on the obstacle space attribute information and obstacle motion attribute information of the space range in front of the vehicle during driving, predict the relative position change trend between the vehicle and the obstacle in front, estimate the probability of a collision event occurring between the vehicle and the obstacle in the current driving direction, and then compare the probability of the collision event with a preset probability threshold. If the probability of the collision event is greater than or equal to the preset probability threshold, it is determined that the vehicle needs to actively execute a braking strategy; otherwise, it is determined that the vehicle does not need to actively execute a braking strategy. This can make up for the defect that the driver's own response is slow and cannot quickly control the vehicle's braking, improve the vehicle's braking response speed, and effectively avoid the occurrence of collision accidents.

[0059] As Figure 3 shown, in a possible embodiment, when the vehicle needs to actively execute a braking strategy, it is determined whether the vehicle allows the activation of a braking energy recovery strategy based on the wheel braking actual situation, the driving road surface actual situation, the battery actual situation, and the vehicle speed, specifically including:

[0060] First, when the vehicle needs to actively execute a braking strategy, obtain the wheel braking actual situation. Specifically: Monitor the wheels of the vehicle to obtain the wheel braking torque of the vehicle, and use this as the wheel braking actual situation of the vehicle.

[0061] Second, perform visual recognition on the road surface in front of the vehicle where the vehicle is driving to obtain the driving road surface actual situation. Specifically: Perform visual recognition on the road surface in front of the vehicle where the vehicle is driving to obtain the surface contour characteristics of the road surface in front, and use this as the driving road surface actual situation of the vehicle.

[0062] Next, based on the actual wheel braking situation, the actual driving road surface situation, combined with the actual battery situation and the vehicle speed when the vehicle actively executes the braking strategy, determine the safety activation coefficient.

[0063] Then, based on the vehicle's brake pedal situation, steering wheel situation, and longitudinal deceleration, determine the dynamic braking permission threshold.

[0064] Finally, compare the safety activation coefficient with the dynamic braking permission threshold to determine whether the vehicle is allowed to start the braking energy recovery strategy. Specifically: when the safety activation coefficient is less than or equal to the dynamic braking permission threshold, it indicates that the braking energy recovery strategy is allowed to be started. When the safety activation coefficient is greater than the dynamic braking permission threshold, it indicates that the braking energy recovery strategy is not allowed to be started.

[0065] Beneficial effects of the above embodiments: When the vehicle needs to actively execute a braking strategy, the built-in braking system of the vehicle will control the vehicle to enter the braking mode, and at this time, a braking torque will be applied to the wheels of the vehicle; when the vehicle enters the braking mode, the traction motor of the vehicle is functionally converted into a generator, and the generator relies on the wheels to drive for power generation, thereby converting the kinetic energy of the wheels into electrical energy. During the process of the wheels driving the generator to generate electricity, the wheels are still running on the road surface, so that a part of the kinetic energy of the wheels is converted into electrical energy through the generator, and another part of the kinetic energy is converted into heat energy through the friction between the wheels and the road surface. The more heat energy generated by the friction between the wheels and the road surface, the less electrical energy generated by the wheels driving the generator to operate. The two show a relationship of one increasing while the other decreasing; if the heat energy generated by the friction between the wheels and the road surface accounts for a quite large part of the original kinetic energy of the wheels, correspondingly, the electrical energy that can be converted through the generator can be ignored. At this time, there is no need to activate the braking energy recovery strategy. The amount of heat energy generated by the friction between the wheels and the road surface depends on the driving speed of the wheels themselves, the braking torque applied to the wheels, and the frictional force between the wheels and the road surface. By estimating the magnitude of the heat energy generated by the friction between the wheels and the road surface, it is possible to judge whether to allow the activation of the braking energy recovery strategy, and avoid activating the braking energy recovery strategy when the recoverable kinetic energy of the wheels is too small during the braking process, which causes losses to the motor. Specifically, when the vehicle needs to actively execute a braking strategy, the wheels of the vehicle are monitored to obtain the braking torque of the vehicle's wheels (i.e., the actual braking situation of the wheels), and the surface contour features of the road surface in front of the vehicle where it is traveling are visually recognized to obtain the surface contour features of the road surface in front (i.e., the actual driving road surface situation). The magnitude of the frictional force between the wheels and the road surface can be determined through the surface contour features of the road surface in front. Then, based on the vehicle speed, the wheel braking torque, and the surface contour features of the road surface in front when the vehicle actively executes the braking strategy, the magnitude of the heat energy generated by the friction between the wheels and the road surface during the process of the vehicle executing the braking strategy is estimated, and the recoverable energy value during the process of the vehicle executing the braking strategy is estimated, that is, the magnitude of the kinetic energy that can be converted into electrical energy during the process of the vehicle executing the braking strategy is estimated. If the recoverable energy value is greater than or equal to the preset energy threshold (that is, when T - S ≥ 0, the recoverable energy value is greater than or equal to the preset energy threshold), it is determined that the vehicle is allowed to activate the braking energy recovery strategy; otherwise, it is determined that the vehicle is not allowed to activate the braking energy recovery strategy (that is, when T - S < 0, the recoverable energy value is less than the preset energy threshold). In this way, it can be ensured that braking energy recovery is only carried out when there is sufficient recoverable energy during the process of the vehicle executing the braking strategy, ensuring the braking energy recovery rate, and avoiding the problem that the braking energy recovery is too low to form a stable electrical energy return flow.

[0066] In a possible embodiment, visually recognizing the road surface in front of the vehicle where it is traveling to obtain the surface contour features of the road surface in front specifically includes the following steps:

[0067] First, collect high-resolution images of the road surface ahead through a multispectral camera and construct a three-dimensional point cloud model of the road surface.

[0068] Secondly, extract the road surface texture anisotropy index based on the improved gray-level co-occurrence matrix:

[0069]

[0070] where A t is the texture anisotropy index, ΔG(x i , y i ) represents the gradient change at the pixel point (x i , y i ), σ d is the local area standard deviation, λ is the attenuation coefficient, D water is the water stain coverage based on the HSV color space, μ d is the regional gray mean value, N is the total number of pixel points within the current analysis image range that meet the gradient validity condition, or it can also be the total number of all pixel points within the image range.

[0071] Thirdly, use the improved curvature integral algorithm to calculate the road surface profile undulation (i.e., the dynamic contour coefficient):

[0072]

[0073] where C r is the dynamic contour coefficient, L is the detection interval length, z(x) represents the road surface elevation function, obtained through three-dimensional point cloud reconstruction, and α is the mutation weight factor.

[0074] Then, construct a multi-modal feature fusion model:

[0075]

[0076] where μ eff is the equivalent adhesion coefficient, μ0 is the reference friction coefficient, A max is the maximum anisotropy threshold, β is the contour response coefficient, γ is the material correction weight factor, S material is the road surface material correction term identified through a convolutional neural network, and the road surface material can be materials such as asphalt, cement, and sand and gravel; tanh(β.C r ) maps the infinite domain of C r to (-1, 1) through the hyperbolic tangent function to avoid extreme value interference. When C r > 2.5 / β, the function output saturates (tanh≈1), corresponding to significant road surface undulations (such as speed bumps), and the sensitivity is adjusted through β, v is the vehicle speed, and the faster the vehicle speed, the higher the required sensitivity.

[0077] Finally, the equivalent adhesion coefficient μ eff and the real-time slope angle θ together form the surface profile feature set Φ, Φ = {μ eff , θ, C r}, which is used as the decision basis for braking energy recovery control. The real-time slope angle θ can be detected by a slope sensor.

[0078] In a possible embodiment, the method for determining the safety activation coefficient is specifically as follows:

[0079]

[0080] Among them, S represents the safety activation coefficient; s represents the actual wheel slip ratio; s opt represents the optimal slip ratio, which is calculated through the real-time road surface adhesion coefficient; s max represents the maximum allowable slip ratio; μ represents the real-time road surface adhesion coefficient; θ represents the slope angle; SOC represents the state of charge of the battery; v represents the vehicle speed value.

[0081] In the embodiments of the present application, the actual situation of wheel braking includes the actual wheel slip ratio. The actual situation of the driving road surface includes the real-time road surface adhesion coefficient and the slope angle. The actual situation of the battery includes the state of charge of the battery.

[0082] In a possible embodiment, the method for confirming the dynamic braking permission threshold is specifically as follows:

[0083]

[0084] Among them, T represents the dynamic braking permission threshold; T brake represents the ratio between the actual depression depth of the brake pedal and the maximum allowable depression depth of the brake pedal (i.e., the situation of the brake pedal); δ represents the value of the steering wheel rotation angle (i.e., the situation of the steering wheel); a x represents the value of the longitudinal deceleration; g represents the value of the acceleration due to gravity.

[0085] In a possible embodiment, the braking energy recovery strategy is specifically as follows:

[0086]

[0087] Among them, F regen represents the motor control recovery force of the vehicle; F max represents the maximum motor recovery force; 0.3 represents a preset safety redundancy constant; T represents the dynamic braking permission threshold; S represents the safety activation coefficient. When 0.3 < T - S, the first braking energy recovery strategy is activated. The first braking energy recovery strategy is to recover the braking energy within the first preset proportion range, that is, F regen = 0.9F maxWhen 0 ≤ T - S ≤ 0.3, the second braking energy recovery strategy is activated. The second braking energy recovery strategy is to recover braking energy within a second preset ratio range, that is When T - S < 0, the activation of the braking energy recovery strategy is prohibited, that is F regen = 0.

[0088] Using formula (4), based on the actual braking condition of the vehicle's wheels and the actual condition of the driving road surface, the safety activation coefficient is obtained. For the first time, the slip ratio deviation and the state of charge of the battery are coupled through a logarithmic function to achieve a dynamic balance between safety and energy recovery requirements. Then, using formula (5), based on the vehicle's brake pedal and steering wheel conditions, the dynamic braking permission threshold of the vehicle is obtained, so as to directly inhibit the braking permission through the steering wheel angle and prevent yaw instability caused by energy recovery during steering. Then, using formula (6), based on the safety activation coefficient and the dynamic braking permission threshold, the regenerative braking force recovery is controlled, so as to perform energy recovery according to different situations to ensure safety while ensuring the reliability of energy recovery.

[0089] As Figure 4 shown, in a possible embodiment, when the vehicle allows the activation of the braking energy recovery strategy, based on the actual condition of the vehicle's battery and the actual power transmission loss of the internal components, the distribution strategy of the electric energy recovered by the braking energy recovery strategy within the vehicle is adjusted, specifically including:

[0090] When the vehicle allows the activation of the braking energy recovery strategy, based on the state of charge of the vehicle's battery and the real-time external power transmission power of the battery. Determine whether the vehicle's battery can maintain normal endurance within a future predetermined time period; if not, all the electric energy recovered by the braking energy recovery strategy is transmitted back to the battery; if so, based on the power transmission loss rate during the process of the battery supplying power to the vehicle's internal components, the electric energy recovered by the braking energy recovery strategy is directly transmitted to at least some internal components.

[0091] The beneficial effects of the above embodiments are as follows. Under normal circumstances, the electric energy recovered and converted during braking is directly transmitted to the battery for storage, realizing the recovery and utilization of the battery's electric energy, which facilitates the battery to redistribute the recovered electric energy. Considering that there will be losses in the transmission of electric energy when the battery redistributes the recovered electric energy to other components inside the vehicle, this will reduce the utilization efficiency of the electric energy. It can be seen that if all the electric energy recovered during braking is fed back to the battery and the battery redistributes the above electric energy, a relatively high transmission loss of electric energy will inevitably occur. Therefore, when the vehicle allows the activation of the braking energy recovery strategy, based on the state of charge of the vehicle's battery and the real-time external power output of the battery, the duration for which the state of charge of the battery can maintain the normal operation of the vehicle is determined. If the duration is less than the preset time length threshold, it is judged that the vehicle's battery cannot maintain normal endurance within a future predetermined time period. At this time, the electric energy formed by braking energy recovery needs to be directly fed back to the battery; otherwise, it is judged that the vehicle's battery can maintain normal endurance within a future predetermined time period. At this time, the electric energy formed by braking energy recovery does not need to be directly fed back to the battery, and the electric energy formed by braking energy recovery can be directly transmitted to other components inside the vehicle, maintaining the normal operation of other components while reducing the transmission loss formed by the secondary distribution of electric energy. Specifically, based on the electric energy transmission loss rate during the power supply process of the battery to the components inside the vehicle (i.e., the electric energy transmission loss rate during the process of the battery transmitting electric energy to other components inside the vehicle), all components with an electric energy transmission loss rate exceeding the preset loss rate threshold are determined, so as to directly transmit the electric energy recovered by the braking energy recovery strategy to all the above components exceeding the preset loss rate threshold, adjust the distribution strategy of the recovered electric energy in the vehicle, realize the free distribution of the recovered braking energy, and improve the utilization rate of braking energy recovery.

[0092] As Figure 5 shown, in the embodiment of the present application, a vehicle electronic control system includes a memory 1 and a controller 2. A computer-readable program is stored in the memory 1, and when the computer-readable program is called by the controller 2, it can execute the steps of the vehicle electronic control method described in the embodiment of the present application.

[0093] As Figure 6As shown, in a possible embodiment, the computer-readable program is divided according to functional modules, including a road condition monitoring and braking control module 3, a braking energy recovery control module 4, and a recovered electric energy distribution adjustment module 5. The road condition monitoring and braking control module 3 is used to determine whether the electric vehicle needs to actively execute a braking strategy based on the actual external road conditions of the electric vehicle. The braking energy recovery control module 4 is used to determine whether the vehicle is allowed to start a braking energy recovery strategy based on the actual wheel braking condition, the actual driving road condition, the actual battery condition, and the vehicle speed when the vehicle needs to actively execute a braking strategy. The recovered electric energy distribution adjustment module 5 is used to adjust the distribution strategy of the electric energy recovered by the braking energy recovery strategy in the vehicle based on the actual battery condition of the vehicle and the actual electric energy transmission loss condition of the internal components when the vehicle is allowed to start a braking energy recovery strategy.

[0094] In an embodiment of the present application, a vehicle adopts the vehicle electronic control system of the present invention.

[0095] The above embodiments are preferred embodiments of the present invention, but the embodiments of the present invention are not limited to the above embodiments. Any other changes, modifications, substitutions, combinations, and simplifications made without departing from the spirit and principle of the present invention shall be equivalent replacement methods and are all included in the protection scope of the present invention.

Claims

1. A vehicle electronic control method, characterized in that, The method includes the following steps: Based on the actual external road conditions of the vehicle, determine whether the vehicle needs to actively execute a braking strategy; When the vehicle needs to actively execute a braking strategy, based on the wheel braking condition, the driving road surface condition, the battery condition, and the vehicle speed, determine whether the vehicle allows the activation of a braking energy recovery strategy; When the vehicle allows the activation of a braking energy recovery strategy, based on the battery condition of the vehicle and the actual power transmission loss condition of the internal components, adjust the distribution strategy of the electric energy recovered by the braking energy recovery strategy within the vehicle.

2. The vehicle electronic control method according to claim 1, wherein Based on the actual external road conditions of the vehicle, determine whether the vehicle needs to actively execute a braking strategy, specifically including: Perform visual recognition and non-visual recognition on the front of the vehicle to obtain the obstacle spatial attribute information and obstacle motion attribute information in front of the vehicle; wherein, the obstacle spatial attribute information includes the position and three-dimensional size information of the obstacle; the obstacle motion attribute information includes the relative motion speed information between the obstacle and the vehicle; Based on the obstacle spatial attribute information and obstacle motion attribute information, estimate the probability of a collision occurring between the vehicle and the obstacle in the current driving direction; Based on the collision probability, determine whether the vehicle needs to actively execute a braking strategy.

3. The vehicle electronic control method according to claim 1, wherein, When the vehicle needs to actively execute a braking strategy, based on the wheel braking condition, the driving road surface condition, the battery condition, and the vehicle speed, determine whether the vehicle allows the activation of a braking energy recovery strategy, specifically including: When the vehicle needs to actively execute a braking strategy, obtain the wheel braking condition; Perform visual recognition on the road surface in front of the vehicle to obtain the driving road surface condition; Based on the wheel braking condition, the driving road surface condition, and in combination with the battery condition and the vehicle speed when the vehicle actively executes a braking strategy, determine a safety activation coefficient; According to the braking pedal condition, the steering wheel condition, and the longitudinal deceleration of the vehicle, determine a dynamic braking permission threshold; Compare the safety activation coefficient with the dynamic braking permission threshold to determine whether the vehicle allows the activation of a braking energy recovery strategy.

4. The vehicle electronic control method according to claim 3, wherein The method for determining the safety activation coefficient is specifically: Among them, S represents the safety activation coefficient; s represents the actual wheel slip ratio; s opt represents the optimal slip ratio, which is calculated from the real-time road surface adhesion coefficient; s max represents the maximum allowable slip ratio; μ represents the real-time road surface adhesion coefficient; θ represents the slope angle; SOC represents the state of charge of the battery; v represents the vehicle speed value.

5. The vehicle electronic control method according to claim 3, wherein The method for determining the dynamic braking permission threshold is specifically: Among them, T represents the dynamic braking permission threshold; T brake represents the ratio between the actual depression depth of the brake pedal and the maximum allowable depression depth of the brake pedal; δ represents the value of the steering wheel rotation angle; a x represents the value of the longitudinal deceleration; g represents the value of the gravitational acceleration.

6. The vehicle electronic control method according to claim 3, characterized in that, The braking energy recovery strategy is specifically: Among them, F regen represents the motor control recovery force of the vehicle; F max represents the maximum motor recovery force; 0.3 represents a preset safety redundancy constant; T represents the dynamic braking permission threshold; S represents the safety activation coefficient; When 0.3 < T - S, the first braking energy recovery strategy is activated, i.e., F regen = 0.9F max ; When 0 ≤ T - S ≤ 0.3, the second braking energy recovery strategy is activated, that is When T - S < 0, the braking energy recovery strategy is prohibited from starting, i.e., F regen = 0.

7. The vehicle electronic control method according to claim 1, characterized in that, When the vehicle allows the activation of a braking energy recovery strategy, based on the battery condition of the vehicle and the actual power transmission loss condition of the internal components, adjust the distribution strategy of the electric energy recovered by the braking energy recovery strategy within the vehicle, specifically including: When the vehicle allows the activation of a braking energy recovery strategy, based on the state of charge of the vehicle's battery and the real-time external power transmission power of the battery; Judge whether the vehicle's battery can maintain normal endurance within a future predetermined time period. If not, transmit all the electric energy recovered by the braking energy recovery strategy back to the battery; if so, based on the power transmission loss rate during the process of the battery supplying power to the vehicle's internal components, directly transmit the electric energy recovered by the braking energy recovery strategy to at least some of the internal components.

8. The vehicle electronic control method according to claim 7, characterized in that, Based on the power transmission loss rate during the process of the battery supplying power to the vehicle's internal components, directly transmit the electric energy recovered by the braking energy recovery strategy to at least some of the internal components, specifically including: Determine the power transmission loss rate during the process of the battery supplying power to the vehicle's internal components; When determining all components with the power transmission loss rate exceeding a preset loss rate threshold, directly transmit the electric energy recovered by the braking energy recovery strategy to all components exceeding the preset loss rate threshold.

9. A vehicle electronic control system, characterized in that, It includes a memory (1) and a controller (2). A computer-readable program is stored in the memory (1), and when the computer-readable program is called by the controller (2), it can execute the steps of the vehicle electronic control method described in any one of claims 1 to 8.

10. A vehicle, characterized in that, Adopt the vehicle electronic control system described in claim 9.

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