Vehicle energy recovery control method and vehicle

Abstract

The invention provides a vehicle energy recovery control method and a vehicle, the method is applied to the technical field of vehicle control, and the method comprises the steps that in response to the vehicle entering a sliding energy recovery mode, the state information of a driver and passengers in the vehicle and the initial energy recovery torque of the vehicle are obtained, the state information is used for representing the physical state of the driver and passengers; and based on the state information of the driver and the passenger and the initial energy recovery torque, the energy recovery torque matched with the physical state of the driver and the passenger is determined, and the vehicle is controlled to conduct energy recovery through the energy recovery torque. According to the method, the intelligent degree of energy recovery of the vehicle can be improved, so that the user experience of a user is improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and more particularly, to a control method and a vehicle for vehicle energy recovery in the technical field of vehicles. Background Art

[0002] Currently, in order to effectively improve the energy utilization rate during deceleration, new energy vehicles are equipped with an energy recovery function to convert the kinetic energy during the deceleration process when the driver releases the accelerator pedal into electrical energy for storage and use for driving. The energy recovery levels of existing vehicles include three levels: strong, medium, and weak. Usually, after the driver manually selects a certain energy recovery level and the vehicle activates the energy recovery function, the whole vehicle will only control the vehicle to perform energy recovery with a fixed deceleration curve, and the degree of intelligence is relatively low.

[0003] Therefore, how to improve the intelligence level of vehicle energy recovery is a technical problem that urgently needs to be solved at present. Summary of the Invention

[0004] The present application provides a control method and a vehicle for vehicle energy recovery. The method can improve the intelligence level of vehicle energy recovery, thereby improving the user experience.

[0005] In a first aspect, a control method for vehicle energy recovery is provided. The method includes: in response to the vehicle entering the coasting energy recovery mode, obtaining the status information of at least one occupant in the vehicle and the initial energy recovery torque of the vehicle, where the status information is used to represent the physical state of the occupant; determining the target energy recovery torque of the vehicle based on the status information of at least one occupant and the initial energy recovery torque, where the target energy recovery torque is an energy recovery torque matching the physical state of at least one occupant; controlling the vehicle to perform energy recovery with the target energy recovery torque.

[0006] In the above technical solution, when the vehicle enters the coasting energy recovery mode, by obtaining the status information of at least one occupant in the vehicle and the initial energy recovery torque of the vehicle, and then determining the target energy recovery torque of the vehicle based on the status information of the occupant and the initial energy recovery torque. Since the target energy recovery torque is an energy recovery torque matching the physical state of the occupant, when controlling the vehicle to perform energy recovery with this target energy recovery torque, it can effectively reduce the discomfort caused to the occupant by deceleration or impact during the energy recovery process, realize personalized energy recovery control, improve the intelligence level of vehicle energy recovery, and enhance the user experience.

[0007] Combined with the first aspect and the above implementation manners, in some possible implementation manners, determining the target energy recovery torque of the vehicle based on the state information of at least one vehicle occupant and the initial energy recovery torque includes: determining the target recovery level for the vehicle to perform energy recovery based on the state information of at least one vehicle occupant, where the target recovery level is a recovery level matching the physical state of at least one vehicle occupant; and determining the target energy recovery torque of the vehicle based on the target recovery level and the initial energy recovery torque.

[0008] In the above technical solution, by associating the state information of at least one vehicle occupant with the energy recovery level of the vehicle, it is possible to determine the energy recovery level suitable for the physical state of at least one vehicle occupant, and then the energy recovery torque (target energy recovery torque) suitable for the physical state of at least one vehicle occupant can be determined. Furthermore, during the energy recovery process of the vehicle, the physical state of at least one vehicle occupant can be fully considered, and the vehicle will not affect the physical state of at least one vehicle occupant.

[0009] Combined with the first aspect and the above implementation manners, in some possible implementation manners, the state information includes age and the presence of a risk of illness. Determining the target recovery level for the vehicle to perform energy recovery based on the state information of at least one vehicle occupant includes: determining the age range of each vehicle occupant based on the age of each vehicle occupant; in the case where the age range of at least one vehicle occupant is that of a child or an elderly person, determining the first recovery level as the target recovery level; in the case where the age ranges of all vehicle occupants are that of young or middle-aged people and at least one vehicle occupant has a risk of illness, determining the second recovery level as the target recovery level; and in the case where the age ranges of all vehicle occupants are that of young or middle-aged people and all vehicle occupants have no risk of illness, determining the third recovery level as the target recovery level.

[0010] In the above technical solution, the energy recovery level is carefully divided according to the age group of the driver and passengers and the presence of disease risks, ensuring that each energy recovery level is accurately matched to the actual needs of the driver and passengers. Specifically, when the age groups of all drivers and passengers are children or the elderly, the lowest recovery level, i.e., the first recovery level, can be determined as the target recovery level to avoid discomfort to the driver and passengers caused by excessive deceleration or too large impact force; when the age groups of all drivers and passengers are young or middle-aged and at least one driver or passenger has a disease risk, the middle level, i.e., the second recovery level, can be determined as the target recovery level to reduce the discomfort caused to the driver and passengers by deceleration or impact during the energy recovery process while improving the energy recovery efficiency; when the age groups of all drivers and passengers are young and strong and in good health (i.e., without disease risks), the highest recovery level, i.e., the third recovery level, can be determined as the target recovery level to maximize the energy recovery efficiency, thereby helping to extend the vehicle's cruising range and reduce the energy consumption cost.

[0011] Combined with the first aspect and the above implementation manners, in some possible implementation manners, based on the target recovery level and the initial energy recovery torque, the target energy recovery torque of the vehicle is determined, including: when the target recovery level is the first recovery level or the second recovery level, obtaining the vehicle speed; based on the target recovery level, the initial energy recovery torque, and the vehicle speed, determining the target energy recovery torque, the target energy recovery torque being less than or equal to the initial energy recovery torque, and the second recovery level being higher than the first recovery level; when the target recovery level is the third recovery level, determining the initial energy recovery torque as the target energy recovery torque, and the third recovery level being higher than the second recovery level.

[0012] In the above technical solution, when the target recovery level is the first recovery level or the second recovery level, it indicates that the physical state of the driver and passengers at this time does not allow the vehicle to pursue high-efficiency energy recovery. Therefore, in this case, based on the target recovery level, the initial energy recovery torque, and the vehicle speed, the target energy recovery torque can be determined, so as to ensure that the vehicle is more stable and safe during deceleration and reduce the discomfort caused to the physically vulnerable or sensitive driver and passengers by deceleration or impact during the energy recovery process; when the target recovery level is the third recovery level, it indicates that the physical state of the driver and passengers at this time allows the vehicle to pursue high-efficiency energy recovery. Therefore, in this case, the initial energy recovery torque can be directly determined as the target energy recovery torque, that is, in this case, it is not necessary to reduce the initial energy recovery torque to ensure the energy recovery efficiency of the vehicle.

[0013] Combined with the first aspect and the above implementation manners, in some possible implementation manners, determining a target energy recovery torque based on a target recovery level, an initial energy recovery torque, and a vehicle speed includes: determining a target adjustment coefficient based on the target recovery level, the initial energy recovery torque, and the vehicle speed; and determining the target energy recovery torque based on the target adjustment coefficient and the initial energy recovery torque.

[0014] In the above technical solution, by using the target recovery level, the initial energy recovery torque, and the vehicle speed to determine the target adjustment coefficient, and then determining the target energy recovery torque based on the target adjustment coefficient and the initial energy recovery torque, it is considered the influence of the physical conditions of at least one occupant in the vehicle on energy recovery, so that an energy recovery torque suitable for the physical conditions of at least one occupant can be obtained, thereby ensuring the riding experience of at least one occupant in the vehicle.

[0015] Combined with the first aspect and the above implementation manners, in some possible implementation manners, determining a target adjustment coefficient based on a target recovery level, an initial energy recovery torque, and a vehicle speed includes: determining a reference adjustment coefficient based on the initial energy recovery torque and the vehicle speed; and adjusting the reference adjustment coefficient based on the target recovery level to obtain the target adjustment coefficient.

[0016] Combined with the first aspect and the above implementation manners, in some possible implementation manners, determining a target adjustment coefficient based on a target recovery level, an initial energy recovery torque, and a vehicle speed includes: when the target recovery level is the first recovery level, determining the target adjustment coefficient based on the target recovery level, the initial energy recovery torque, and the vehicle speed; when the target recovery level is the second recovery level, comparing the magnitudes of the initial energy recovery torque and an energy recovery torque threshold; when the initial energy recovery torque is greater than the energy recovery torque threshold, determining the target adjustment coefficient based on the target recovery level, the initial energy recovery torque, and the vehicle speed; and when the initial energy recovery torque is less than or equal to the energy recovery torque threshold, determining a preset adjustment coefficient as the target adjustment coefficient, where the preset adjustment coefficient is an adjustment coefficient that does not affect the magnitude of the initial energy recovery torque.

[0017] In the above technical solution, different methods are used to determine the target adjustment coefficient for the first recovery level and the second recovery level. For the first recovery level, the target adjustment coefficient is determined based on the target recovery level, the initial energy recovery torque, and the vehicle speed. For the second recovery level, by comparing the initial energy recovery torque with the energy recovery torque threshold, a reasonable choice is to determine the target adjustment coefficient based on the vehicle speed and the initial energy recovery torque or directly determine the preset adjustment coefficient as the target adjustment coefficient. That is, when the initial energy recovery torque is greater than the energy recovery torque threshold, the target adjustment coefficient is determined based on the target recovery level, the initial energy recovery torque, and the vehicle speed. When it is less than or equal to the energy recovery torque threshold, the preset adjustment coefficient that does not affect the initial energy recovery torque is determined as the target adjustment coefficient to avoid unnecessary energy loss.

[0018] Combined with the first aspect and the above implementation manners, in some possible implementation manners, the status information includes age and the presence of a risk of illness; obtaining the status information of at least one occupant in the vehicle, including: obtaining a face image of each occupant; respectively inputting the face image of each occupant into an age prediction model to obtain the age prediction value of each occupant output by the age prediction model; determining the age prediction value of each occupant as the age of each occupant; obtaining the physiological data of each occupant; and determining whether each occupant has a risk of illness based on the physiological data of each occupant.

[0019] Combined with the first aspect and the above implementation manners, in some possible implementation manners, the physiological data includes heart rate, blood pressure, and respiratory rate; determining whether each occupant has a risk of illness based on the physiological data of each occupant includes: determining that the occupant does not have a risk of illness when the heart rate is within a first preset range, the blood pressure is within a second preset range, and the respiratory rate is within a third preset range; and determining that the occupant has a risk of illness when the heart rate is not within the first preset range, or the blood pressure is not within the second preset range, or the respiratory rate is not within the third preset range.

[0020] In the above technical solution, when any one of the physiological data (i.e., heart rate, blood pressure, or respiratory rate) of the occupant exceeds the corresponding preset range, it can be determined that the occupant has a risk of illness, otherwise it is determined that the occupant does not have a risk of illness. By using a clear preset range to judge whether the occupant has a risk of illness, the accuracy of the judgment result can be ensured.

[0021] Combined with the first aspect and the above implementation manners, in some possible implementation manners, the method further includes: in response to the vehicle entering the coasting energy recovery mode, obtaining a first distance between the vehicle and an obstacle ahead and the vehicle speed; determining a target distance based on the first distance and a preset safe stopping distance; determining a target deceleration based on the vehicle speed and the target distance; and determining an initial energy recovery torque based on the target deceleration, the road slope where the vehicle is currently located, the vehicle's power transmission data, and the vehicle's wheel attribute data.

[0022] In the above technical solution, when the vehicle enters the coasting energy recovery mode, by comprehensively considering the target deceleration, the road slope where the vehicle is currently located, the power transmission data, and the wheel attribute data, the initial energy recovery torque suitable for the current road condition and vehicle state can be accurately calculated. This refined control can make the energy recovery process more efficient, maximize the conversion of braking energy into electrical energy, thereby increasing the vehicle's cruising range; in addition, incorporating the road slope where the vehicle is currently located into the calculation factors enables the vehicle to dynamically adjust the initial energy recovery torque according to the slope situation. For example, appropriately increasing the initial energy recovery torque when going downhill to supplement more electrical energy, and reducing the initial energy recovery torque when going uphill to avoid excessive impact on power output, ensuring the stability and comfort of the vehicle under different road conditions.

[0023] Combined with the first aspect and the above implementation manners, in some possible implementation manners, the vehicle's power transmission data includes the vehicle's transmission ratio and the vehicle's final drive ratio; determining the initial energy recovery torque based on the target deceleration, the road slope where the vehicle is currently located, the vehicle's power transmission data, and the vehicle's wheel attribute data includes: determining a target braking force to be applied to the vehicle's wheel ends based on the target deceleration, a preset driving resistance, the vehicle mass, and the road slope where the vehicle is currently located; determining a target braking torque based on the target braking force and the vehicle's wheel radius; and determining the initial energy recovery torque based on the target braking torque, the transmission ratio, and the vehicle's final drive ratio.

[0024] In the above technical solution, after determining the target braking force to be applied to the vehicle's wheel ends based on the target deceleration, the preset driving resistance, the vehicle mass, and the road slope where the vehicle is currently located, further calculating the target braking torque through the wheel radius, and finally determining the initial energy recovery torque in combination with the transmission ratio and the vehicle's final drive ratio, this method can ensure that the vehicle can achieve smooth and safe deceleration under different road conditions, reducing the risk of accidents caused by unexpected situations.

[0025] In a second aspect, a control device for vehicle energy recovery is provided, and the device includes:

[0026] An acquisition module, configured to acquire status information of at least one occupant in the vehicle and an initial energy recovery torque of the vehicle in response to the vehicle entering the coasting energy recovery mode, where the status information is used to represent the physical status of the occupant;

[0027] A determination module, configured to determine a target energy recovery torque of the vehicle based on the status information of at least one occupant and the initial energy recovery torque, where the target energy recovery torque is an energy recovery torque matching the physical status of at least one occupant;

[0028] A control module, configured to control the vehicle to perform energy recovery with the target energy recovery torque.

[0029] In a third aspect, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the control method for vehicle energy recovery in the above first aspect or any possible implementation manner of the first aspect.

[0030] In a fourth aspect, a computer program product is provided, including: computer program code, when the computer program code runs on a computer, enabling the computer to execute the control method for vehicle energy recovery in the above first aspect or any possible implementation manner of the first aspect.

[0031] In a fifth aspect, a computer-readable storage medium is provided, storing computer program code, when the computer program code runs on a computer, enabling the computer to execute the control method for vehicle energy recovery in the above first aspect or any possible implementation manner of the first aspect. Description of the Drawings

[0032] Figure 1 is a schematic diagram of an implementation environment of a control method for vehicle energy recovery provided by an embodiment of the present application;

[0033] Figure 2 is a schematic flowchart of a control method for vehicle energy recovery provided by an embodiment of the present application;

[0034] Figure 3 is a schematic structural diagram of a control device for vehicle energy recovery provided by an embodiment of the present application;

[0035] Figure 4 is a schematic structural diagram of a vehicle provided by an embodiment of the present application. Detailed Embodiments

[0036] The technical solutions in this application will be clearly and elaborately described below in conjunction with the accompanying drawings. Among them, in the description of the embodiments of this application, unless otherwise specified, " / " means "or". For example, A / B may mean A or B. The "and / or" in the text is merely a description of the association relationship of the associated objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "a plurality of" means two or more than two.

[0037] Hereinafter, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as implying or suggesting relative importance or implicitly indicating the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features.

[0038] Before introducing the vehicle energy recovery control method provided in the embodiments of this application, first introduce the implementation environment of the vehicle energy recovery control method provided in the embodiments of this application. See Figure 1 , Figure 1 which is a schematic diagram of the implementation environment of a vehicle energy recovery control method provided in the embodiments of this application.

[0039] Exemplarily, as Figure 1 shown, the implementation environment includes: a vehicle control unit (VCU) 101, a motor controller 102, and a motor 103. Among them, the vehicle control unit 101 can also be referred to as the vehicle control unit.

[0040] The vehicle control unit 101 is an important control unit of the vehicle, capable of obtaining relevant data of the vehicle and controlling the vehicle to perform corresponding operations based on the relevant data. For example, the vehicle control unit 101 can obtain the status information of at least one occupant in the vehicle and the initial energy recovery torque of the vehicle. The status information is used to represent the physical state of the occupant, and then based on the status information of at least one occupant and the initial energy recovery torque, determine the energy recovery torque that matches the physical state of at least one occupant, that is, the target energy recovery torque, so that the motor controller 102 controls the motor 103 to output the target energy recovery torque for energy recovery.

[0041] In some embodiments, after receiving the target energy recovery torque instruction sent by the vehicle control unit 101, the motor controller 102 controls the motor 103 to output the target energy recovery torque to enable the vehicle to perform energy recovery.

[0042] It should be noted that, Figure 1It is merely a schematic diagram of an implementation environment. In practice, the controllers that interact with the motor controller 102 may include other controllers in addition to the vehicle controller 101. The embodiments of the present application do not make specific limitations in this regard.

[0043] After introducing the schematic diagram of the implementation environment for the vehicle energy recovery control method provided by the embodiments of the present application, the vehicle energy recovery control method provided by the embodiments of the present application will be introduced below.

[0044] The following will Figure 2 detail the method of the embodiments of the present application.

[0045] Figure 2 is a schematic flowchart of a vehicle energy recovery control method provided by the embodiments of the present application.

[0046] Exemplarily, as Figure 2 shown, taking the vehicle controller 101 in Figure 1 as the execution subject as an example, the method 200 includes the following steps 201 to step 204.

[0047] Step 201: Determine whether the vehicle meets the conditions for entering the coasting energy recovery mode. If the vehicle meets the conditions for entering the coasting energy recovery mode, execute step 202; otherwise, end the execution.

[0048] The coasting energy recovery mode refers to an energy-saving mode that the vehicle enters when the driver releases the accelerator pedal without stepping on the brake pedal during vehicle driving. In this mode, the vehicle's powertrain converts part of the kinetic energy originally used to overcome resistance into electrical energy and stores it in the battery, thereby achieving the purpose of energy conservation and emission reduction.

[0049] In a possible implementation manner, the target gear of the vehicle, the accelerator pedal opening, the brake pedal opening, and the vehicle speed can be obtained. When the target gear is the forward gear or the reverse gear, both the accelerator pedal opening and the brake pedal opening are less than or equal to the opening threshold, and the vehicle speed is greater than the speed threshold, it is determined that the vehicle meets the conditions for entering the coasting energy recovery mode; when the target gear is not the forward gear or the reverse gear, or, the accelerator pedal opening and the brake pedal opening are greater than the opening threshold, or, the vehicle speed is less than or equal to the speed threshold, it is determined that the vehicle does not meet the conditions for entering the coasting energy recovery mode. It should be noted that since the vehicle generally has a certain vehicle speed even when the accelerator pedal and the brake pedal are not stepped on in the forward gear, in order to ensure that the vehicle can continue to drive, the vehicle can enter the coasting energy recovery mode only when the vehicle speed is greater than the speed threshold (which can also be understood as the low-speed threshold).

[0050] Among them, both the opening threshold and the vehicle speed threshold are pre-set by developers and stored in the internal memory of the vehicle. Preferably, the opening threshold is 0 and the vehicle speed threshold is 10 km / h.

[0051] In a possible implementation, the vehicle controller obtains the target gear of the vehicle through the gear sensor, obtains the opening of the accelerator pedal through the accelerator pedal position sensor, obtains the opening of the brake pedal through the brake pedal position sensor, and obtains the vehicle speed through the wheel speed sensor.

[0052] It should be noted that by setting reasonable vehicle speed thresholds and opening thresholds for the accelerator pedal and the brake pedal, it is ensured that the coasting energy recovery mode is only activated when the vehicle is in a suitable operating condition (such as driving smoothly at medium or high speeds), so as to avoid unnecessary energy recovery attempts in the case of low speed or frequent acceleration / deceleration, thereby effectively improving the overall energy conversion efficiency and extending the vehicle's cruising range.

[0053] Step 202, in response to the vehicle entering the coasting energy recovery mode, obtain the status information of at least one occupant in the vehicle and the initial energy recovery torque of the vehicle, where the status information is used to represent the physical state of the occupant.

[0054] Among them, the occupants include the person responsible for controlling the vehicle's driving (i.e., the driver) and the person sitting in the vehicle but not participating in the driving operation (i.e., the passenger). That is, whether it is the driver or the passenger, they are collectively referred to as occupants during the vehicle's driving process.

[0055] Specifically, when the vehicle meets the conditions for entering the coasting energy recovery mode, the status information of at least one occupant in the vehicle and the initial energy recovery torque of the vehicle can be obtained, so as to subsequently determine the energy recovery torque matching the physical state of at least one occupant, that is, the target energy recovery torque, based on the status information of at least one occupant and the initial energy recovery torque.

[0056] In a possible implementation, the status information of the occupant may include the age of the occupant and whether the occupant has a risk of illness.

[0057] Next, the specific implementation of determining the age of the occupant will be introduced in detail in two steps.

[0058] Step (1), obtain the face images of each occupant.

[0059] Among them, the face image is an image containing the facial area of the occupant. The face image of each occupant can be a picture taken by an image acquisition device (such as a camera or a camera), or a certain video frame in a specified video file.

[0060] In a possible implementation, the vehicle controller obtains the face images of each driver and passenger through an image acquisition device configured inside the vehicle.

[0061] It should be noted that, to ensure the privacy of the driver and passengers, before obtaining the face images of the driver and passengers, a prompt message (such as "Do you agree to facial image acquisition?" or "Do you agree to face image acquisition for personalized energy recovery") and virtual buttons of "Agree" and "Refuse" need to be displayed on the vehicle's multimedia electronic screen. So that when receiving the click operation of the driver and passengers on the virtual button of "Agree", that is, with the permission of the driver and passengers, the face images of each driver and passenger are obtained through the image acquisition device configured inside the vehicle.

[0062] Step (2): Input the face images of each driver and passenger into the age prediction model respectively, obtain the age prediction values of each driver and passenger output by the age prediction model, and determine the age prediction values of each driver and passenger as the ages of each driver and passenger.

[0063] In a possible implementation, the age prediction model can be trained by machine learning using a preset sample set. The sample set contains multiple samples, and each sample contains a sample image and an age label of the sample image. The age label is used to indicate the age of the object in the sample image. During the training process of the age prediction model, first, training samples need to be determined from the sample set, and then the sample images in the training samples are input into the initial model of the age prediction model. The initial model can predict the age of the object in the sample image; then, according to the gap between the predicted age and the age label, the loss value is determined. Finally, based on the loss value, the weight parameters of the initial model are adjusted, and new training samples are continuously determined from the sample set and input into the adjusted initial model until the model converges or reaches the preset number of training times to obtain the trained age prediction model.

[0064] In a possible implementation, the age prediction model can be a trained deep learning model, neural network model, or Scale-invariant Face Recognizer (SSR) model.

[0065] Exemplarily, the face images of each driver and passenger can be input into the trained SSR model respectively. The trained SSR model predicts the age of each driver and passenger to obtain the age prediction values of each driver and passenger, and then the age prediction values of each driver and passenger are determined as the ages of each driver and passenger.

[0066] After introducing the specific implementation of determining the age of the driver and passengers, the following will be divided into two steps to introduce in detail the specific implementation of determining whether the driver and passengers have a risk of illness.

[0067] Step (1): Obtain the physiological data of each driver and passenger.

[0068] It can be understood that since physiological data can reflect various characteristics of a person's health and psychological emotions, etc., when it is necessary to determine whether each driver and passenger has a risk of illness, the physiological data of each driver and passenger can be obtained to determine whether each driver and passenger has a risk of illness through the physiological data of each driver and passenger.

[0069] Among them, the physiological data may include heart rate, blood pressure, and respiratory rate.

[0070] In a possible implementation, the heart rate of each driver and passenger is obtained through an optical sensor installed on the steering wheel, seat armrest, or seat belt. It should be noted that this optical sensor measures the heart rate by detecting the change in blood flow on the skin surface of the driver and passenger.

[0071] In a possible implementation, the Pulse Wave Transit Time (PWTT) is measured through a pressure sensor installed on the seat or steering wheel, and a specific algorithm (such as a machine learning algorithm, a Kalman-particle filter hybrid algorithm, and a fuzzy logic algorithm, etc.) is used to determine the blood pressure value of each driver and passenger.

[0072] In a possible implementation, the piezoelectric material embedded in the seat back or seat cushion senses the minute vibration caused by the breathing of the driver and passenger, thereby determining the respiratory rate of each driver and passenger, or the high-precision millimeter-wave radar detects the chest movement of the human body, thereby determining the respiratory rate of each driver and passenger.

[0073] Step (2): Based on the physiological data of each driver and passenger, determine whether each driver and passenger has a risk of illness.

[0074] In a possible implementation, after obtaining the heart rate, blood pressure, and respiratory rate of the driver and passenger, it can be respectively determined whether the heart rate of the driver and passenger is within the first preset range, whether the blood pressure of the driver and passenger is within the second preset range, and whether the respiratory rate of the driver and passenger is within the third preset range, so that when the heart rate is within the first preset range, the blood pressure is within the second preset range, and the respiratory rate is within the third preset range, it is determined that the driver and passenger do not have a risk of illness; when the heart rate is not within the first preset range, or the blood pressure is not within the second preset range, or the respiratory rate is not within the third preset range, it is determined that the driver and passenger have a risk of illness.

[0075] Among them, the first preset range, the second preset range, and the third preset range are all preset by developers based on medical research and industry standards and stored in the internal memory of the vehicle. For example, the first preset range is 60 - 100 beats per minute, the second preset range is systolic blood pressure of 90 - 120 mmHg and diastolic blood pressure of 60 - 80 mmHg, and the third preset range is 12 - 20 times per minute.

[0076] It should be noted that when the heart rate is within the first preset range, the blood pressure is within the second preset range, and the breathing rate is within the third preset range, it indicates that all physiological indicators of the driver and passengers are within the normal range and the physical condition is good. Therefore, in this case, it can be determined that the driver and passengers have no risk of illness; when the heart rate is not within the first preset range, or the blood pressure is not within the second preset range, or the breathing rate is not within the third preset range, it indicates that at least one physiological indicator of the driver and passengers deviates from the normal range and there may be health problems. Therefore, in this case, it can be determined that the driver and passengers have a risk of illness.

[0077] After introducing the specific implementation manners for determining the age of the driver and passengers and whether the driver and passengers have a risk of illness, the following will be divided into four steps to introduce in detail the specific implementation manner for determining the initial energy recovery torque.

[0078] Step (1): Obtain the first distance between the vehicle and the obstacle ahead and the vehicle speed.

[0079] Among them, the obstacle ahead can be an object in front of the vehicle such as a vehicle parked by the roadside, a traffic sign, and a road guardrail.

[0080] In a possible implementation manner, the first distance between the vehicle and the obstacle ahead is obtained through a radar, a lidar, or an ultrasonic sensor, and the vehicle speed is obtained through a wheel speed sensor.

[0081] Step (2): Determine the target distance based on the first distance and the preset safe stopping distance.

[0082] Among them, the safe stopping distance is preset by developers based on parameters such as the mass of the vehicle and the performance of the braking system (for example, the size and material of the brake disc) and stored in the internal memory of the vehicle. For example, the safe stopping distance is 10m, 5m, or 3m, etc., and the embodiments of the present application do not limit this.

[0083] Specifically, after obtaining the first distance between the vehicle and the obstacle ahead, the difference between the first distance and the preset safe stopping distance can be calculated, and the difference between the first distance and the preset safe stopping distance is determined as the target distance. Among them, the target distance can be understood as the available distance for the vehicle to safely decelerate and stop.

[0084] Step (3), determine the target deceleration based on the vehicle speed and the target distance.

[0085] In a possible implementation, after obtaining the target distance and the vehicle speed, the target deceleration can be determined according to the ratio of the square of the vehicle speed to the target distance.

[0086] Specifically, the target deceleration can be determined by the following formula (1).

[0087]

[0088] Where s is the target distance, v is the vehicle speed, and a is the target deceleration.

[0089] Step (4), determine the initial energy recovery torque based on the target deceleration, the road slope where the vehicle is currently located, the vehicle's power transmission data, and the vehicle's wheel attribute data.

[0090] Among them, the vehicle's power transmission data includes the vehicle's transmission ratio and the vehicle's final drive ratio. The transmission ratio refers to the proportional relationship between the rotational speed of the transmission input shaft and the rotational speed of the output shaft, and the vehicle's final drive ratio refers to the total reduction ratio from the transmission output shaft to the drive wheels.

[0091] In a possible implementation, the vehicle's wheel attribute data includes the vehicle's wheel radius.

[0092] In a possible implementation, developers can consult the vehicle technical manual provided by the manufacturer to obtain the vehicle's transmission ratio, the vehicle's final drive ratio, and the vehicle's wheel radius, and input the vehicle's transmission ratio, the vehicle's final drive ratio, and the vehicle's wheel radius into the vehicle's internal memory, so that when the vehicle enters the coasting energy recovery mode, after the vehicle control unit obtains the status information of the driver and passengers, it can obtain the vehicle's transmission ratio, the vehicle's final drive ratio, and the vehicle's wheel radius from the vehicle's internal memory.

[0093] Specifically, after obtaining the target deceleration, the vehicle's transmission ratio, the vehicle's final drive ratio, and the vehicle's wheel radius, the road slope where the vehicle is currently located can be obtained through an Inertial Measurement Unit (IMU), and then the initial energy recovery torque can be determined based on the target deceleration, the road slope where the vehicle is currently located, the vehicle's transmission ratio, the vehicle's final drive ratio, and the vehicle's wheel radius.

[0094] In a possible implementation, after obtaining the target deceleration, the road slope where the vehicle is currently located, the transmission ratio of the vehicle, the final drive ratio of the vehicle, and the wheel radius of the vehicle, the target braking force to be applied to the vehicle wheel end can be determined first based on the target deceleration, the preset driving resistance, the vehicle mass, and the road slope where the vehicle is currently located. Then, based on the target braking force and the wheel radius of the vehicle, the target braking torque can be determined. Finally, based on the target braking torque, the transmission ratio, and the final drive ratio of the vehicle, the initial energy recovery torque can be determined.

[0095] Among them, the preset driving resistance refers to some fixed or expected resistances that the vehicle needs to overcome when driving on the road, in addition to air resistance and ramp resistance. This resistance mainly includes rolling resistance, mechanical transmission loss, and other frictional forces that may affect the normal driving of the vehicle, etc.

[0096] In a possible implementation, when the road slope where the vehicle is currently located is 0°, the target deceleration resistance of the vehicle can be determined according to the product of the target deceleration and the vehicle mass. Then, based on the target deceleration resistance of the vehicle and the preset driving resistance, the target braking force to be applied to the vehicle wheel end can be determined. Among them, the target deceleration resistance refers to the inertial force that the vehicle must overcome to achieve the target deceleration.

[0097] Specifically, when the road slope where the vehicle is currently located is 0°, the target braking force to be applied to the vehicle wheel end can be determined through the following formula (2).

[0098] F = ma - F f Formula (2)

[0099] Among them, F is the target braking force to be applied to the vehicle wheel end, m is the vehicle mass, a is the target deceleration, ma is the target deceleration resistance, and F f is the preset driving resistance.

[0100] In a possible implementation, when the road slope where the vehicle is currently located is not 0°, that is, when the vehicle is currently on a downhill section, the target deceleration resistance can be determined according to the product of the target deceleration and the vehicle mass. Then, according to the vehicle mass, the gravitational acceleration (g), and the slope of the current section, the component of the vehicle gravity in the vehicle traveling direction can be determined. Finally, the difference between the target deceleration resistance of the vehicle and the preset driving resistance is summed with the component of the vehicle gravity in the vehicle traveling direction to obtain the target braking force to be applied to the vehicle wheel end.

[0101] Specifically, when the vehicle is currently on a downhill section, the target braking force to be applied to the vehicle wheel end can be determined through the following formula (3).

[0102] F = ma + mgsinθ - F f Formula (3)

[0103] Wherein, F is the target braking force to be applied to the vehicle wheel end, m is the vehicle mass, a is the target deceleration, ma is the target deceleration resistance, mgsinθ is the component of the vehicle gravity in the vehicle traveling direction, and F f is the preset driving resistance.

[0104] Further, after obtaining the target braking force to be applied to the vehicle wheel end, the target braking force can be multiplied by the wheel radius, and the product of the target braking force and the wheel radius is determined as the target braking torque.

[0105] Specifically, after obtaining the target braking force to be applied to the vehicle wheel end, the target braking torque can be determined by the following formula (4).

[0106] T1 = FR Formula (4)

[0107] Wherein, T1 is the target braking torque, F is the target braking force to be applied to the vehicle wheel end, and R is the wheel radius.

[0108] In a possible implementation manner, after obtaining the target braking torque, the initial energy recovery torque can be determined based on the target braking torque, the transmission ratio, and the vehicle main reduction ratio.

[0109] Specifically, after obtaining the target braking torque, the initial energy recovery torque can be determined by the following formula (5).

[0110]

[0111] Wherein, T2 is the initial energy recovery torque, T1 is the target braking torque, i g is the transmission ratio, and i0 is the vehicle main reduction ratio.

[0112] Step 203, determine the target energy recovery torque of the vehicle based on the state information of at least one occupant and the initial energy recovery torque, and the target energy recovery torque is the energy recovery torque matching the physical state of at least one occupant.

[0113] In this case, by determining the target energy recovery torque based on the state information of at least one occupant and the initial energy recovery torque, the energy recovery torque matching the physical state of at least one occupant can be determined. Thus, when the vehicle performs energy recovery subsequently, the physical state of the occupant can be considered, so that the state of the vehicle during energy recovery is adapted to at least one occupant, and the riding experience of at least one occupant can be improved.

[0114] In order to adjust the energy recovery torque more precisely, in a possible implementation, the target recovery level of the vehicle's energy recovery can be determined based on the status information of at least one occupant first; then, based on the target recovery level and the initial energy recovery torque, the target energy recovery torque of the vehicle can be determined.

[0115] The target recovery level is the energy recovery level that matches the physical state of at least one occupant. It should be understood that multiple energy recovery levels can be set in the vehicle, such as the first recovery level, the second recovery level, and the third recovery level. These multiple energy recovery levels are used to represent different energy recovery intensities (that is, the amount of energy recovered). Since energy recovery is mainly achieved by releasing the accelerator pedal during vehicle deceleration, therefore, these multiple energy recovery levels can also represent the deceleration intensity of the vehicle during the energy recovery process. In the embodiments of the present application, the higher these multiple energy recovery levels are, the more energy can be recovered, and thus the greater the deceleration intensity of the vehicle during the energy recovery process. The lower these multiple energy recovery levels are, the less energy can be recovered, and thus the smaller the deceleration intensity of the vehicle during the energy recovery process.

[0116] Since the weaker the physical state of the occupant is, the lower the deceleration intensity of the vehicle that the occupant can accept. If the deceleration intensity of the vehicle is higher, it may have an adverse impact on the occupant. Therefore, in the above implementation, by associating the status information of at least one occupant with the energy recovery level of the vehicle, the energy recovery level suitable for the physical state of at least one occupant can be determined, so that the energy recovery torque (target energy recovery torque) suitable for the physical state of at least one occupant can be determined subsequently. Furthermore, during the energy recovery process of the vehicle, the physical state of at least one occupant can be fully considered, and the vehicle will not affect the body of at least one occupant.

[0117] A possible way to determine the target recovery level of the vehicle's energy recovery based on the status information of at least one occupant can be: determining the type of at least one occupant based on the age of at least one occupant and / or whether at least one occupant has a risk of illness; and obtaining the corresponding energy recovery level from the first correspondence relationship based on the type of at least one occupant and determining it as the target recovery level.

[0118] In the embodiments of the present application, multiple types of occupants can be set. These multiple types of occupants are used to represent the physical conditions of people in different age groups. For example, these multiple types of occupants can include children without the risk of illness, children with the risk of illness, the elderly without the risk of illness, the elderly with the risk of illness, young people without the risk of illness, young people with the risk of illness, middle-aged people without the risk of illness, middle-aged people with the risk of illness, etc.

[0119] It should be understood that this type of person can more accurately and concisely represent the status information of the driver and passengers. In the above method, by first determining the type of at least one driver and passenger, and then determining the target recovery level based on the type of person, it is possible to determine the target recovery level in a more convenient and rapid manner.

[0120] The first corresponding relationship can be the corresponding relationship between the type of person and the energy recovery level. The first corresponding relationship can include multiple types of people and multiple energy recovery levels, and each type of person in the multiple types of people corresponds to an energy recovery level.

[0121] For example, Table 1 below is an example of a first corresponding relationship. Referring to Table 1, Table 1 includes multiple types of people and multiple energy recovery levels, and each type of person in the multiple types of people corresponds to an energy recovery level. For instance, if the type of a driver and passenger is an elderly person at risk of illness, then the energy recovery level corresponding to this type of person can be determined from Table 1 below as the first recovery level.

[0122] Table 1

[0123] Personnel type Energy recovery level Children without the risk of getting sick Second recovery level Elderly people with the risk of getting sick First recovery level Youth without the risk of getting sick Third recovery level …… ……

[0124] The embodiments of the present application only take Table 1 above as an example to exemplarily illustrate the above first corresponding relationship, and do not constitute a limitation on the embodiments of the present application.

[0125] Among them, the operation of obtaining the corresponding energy recovery level from the first corresponding relationship and determining it as the target recovery level based on the type of at least one driver and passenger can be: for the type of any one driver and passenger among the at least one driver and passenger, obtain the energy recovery level corresponding to the type of this driver and passenger from the first corresponding relationship; determine the lowest energy recovery level among the energy recovery levels corresponding to the types of at least one driver and passenger as the target recovery level.

[0126] Since the energy recovery levels corresponding to the types of at least one driver and passenger may be different, but during the driving of the vehicle, in order to ensure the safety of each driver and passenger in the vehicle, the vehicle should perform energy recovery based on the physical state of the driver and passenger with the weakest physical condition.

[0127] In the above method, by determining the lowest energy recovery level among the energy recovery levels corresponding to the types of at least one driver and passenger as the target recovery level, it enables the vehicle to take into account the physical conditions of each driver and passenger during the energy recovery process, thereby ensuring the safety of each driver and passenger in the vehicle, and thus improving the riding experience of the driver and passengers.

[0128] Another possible way, the operation of determining the target recovery level for the vehicle's energy recovery based on the status information of at least one occupant may include the following steps (1) - step (2).

[0129] The following is divided into two steps to introduce the specific implementation method of determining the target recovery level in detail.

[0130] Step (1), determine the age group of each occupant based on the age of each occupant.

[0131] Among them, the age group refers to different groups divided according to age to represent different stages of life. In a possible implementation, the age groups can be divided into children (0 - 12 years old), youth (13 - 40 years old), middle-aged (41 - 55), and elderly (over 55 years old).

[0132] Exemplarily, when the age of the occupant is 12 years old, determine that the age group of the occupant is children; when the age of the occupant is 40 years old, determine that the age group of the occupant is youth; when the age of the occupant is 60 years old, determine that the age group of the occupant is elderly.

[0133] Step (2), in the case where the age group of at least one occupant is children or elderly, determine the first recovery level as the target recovery level; in the case where the age groups of all occupants are youth or middle-aged and at least one occupant has a risk of illness, determine the second recovery level as the target recovery level; in the case where the age groups of all occupants are youth or middle-aged and all occupants have no risk of illness, determine the third recovery level as the target recovery level.

[0134] It should be noted that when the age group of at least one vehicle occupant is a child or an elderly person, it indicates that there are vehicle occupants in the vehicle who are more sensitive to vehicle deceleration. Therefore, in this case, the lowest recovery level, that is, the first recovery level, can be determined as the target recovery level to avoid discomfort caused to children or the elderly due to excessive deceleration or excessive impact force; when the age groups of all vehicle occupants are young or middle-aged, and at least one vehicle occupant has a risk of illness, it indicates that the ages of all vehicle occupants are relatively young, but the vehicle occupants with a risk of illness may be more sensitive to vehicle deceleration. Therefore, in this case, the intermediate recovery level, that is, the second recovery level, can be determined as the target recovery level to improve the energy recovery efficiency while reducing the discomfort caused to vehicle occupants by deceleration or impact during the energy recovery process; when the age groups of all vehicle occupants are young or middle-aged, and all vehicle occupants have no risk of illness, it indicates that the ages of all vehicle occupants are relatively young and their physical conditions are in good condition and can withstand a large deceleration. Therefore, in this case, the highest recovery level, that is, the third recovery level, can be determined as the target recovery level to improve the energy recovery efficiency, thereby helping to extend the vehicle's cruising range and reduce the energy consumption cost.

[0135] After introducing the specific implementation manner of determining the target recovery level, the following will describe the specific implementation manner of determining the target energy recovery torque of the vehicle based on the target recovery level and the initial energy recovery torque.

[0136] Specifically, when the target recovery level is the first recovery level or the second recovery level, obtain the vehicle speed; based on the target recovery level, the initial energy recovery torque, and the vehicle speed, determine the target energy recovery torque; when the target recovery level is the third recovery level, determine the initial energy recovery torque as the target energy recovery torque, and the third recovery level is higher than the second recovery level.

[0137] The target energy recovery torque is less than or equal to the initial energy recovery torque, the second recovery level is higher than the first recovery level, and the third recovery level is higher than the second recovery level.

[0138] It should be noted that when the target recovery level is the first recovery level or the second recovery level, it indicates that the physical state of the driver and passengers at this time does not allow the vehicle to pursue efficient energy recovery. Therefore, in this case, the target energy recovery torque can be determined based on the target recovery level, the initial energy recovery torque, and the vehicle speed, so as to ensure that the vehicle is more stable and safe during deceleration, and reduce the discomfort caused to the physically vulnerable or sensitive driver and passengers during the energy recovery process; when the target recovery level is the third recovery level, it indicates that the physical state of the driver and passengers at this time allows the vehicle to pursue efficient energy recovery. Therefore, in this case, the initial energy recovery torque can be directly determined as the target energy recovery torque, that is, in this case, there is no need to reduce the initial energy recovery torque, so as to ensure the energy recovery efficiency of the vehicle.

[0139] In a possible way, the operation of determining the target energy recovery torque based on the target recovery level, the initial energy recovery torque, and the vehicle speed may include the following steps (1)-(2).

[0140] Step (1), based on the target recovery level, the initial energy recovery torque, and the vehicle speed of the vehicle, determine the target adjustment coefficient.

[0141] The target adjustment coefficient is used to adjust the initial energy recovery torque to reduce the energy recovery torque during the energy recovery process, so as to obtain the energy recovery torque (target energy recovery torque) that takes into account the physical condition of the driver and passengers during the energy recovery process. In the embodiments of the present application, the target adjustment coefficient may be a value between 0 and 1.

[0142] In a possible way, the operation of determining the target adjustment coefficient based on the target recovery level, the initial energy recovery torque, and the vehicle speed of the vehicle may be: based on the initial energy recovery torque and the vehicle speed, determine the reference adjustment coefficient; based on the target recovery level, adjust the reference adjustment coefficient to obtain the target adjustment coefficient.

[0143] The reference adjustment coefficient is the adjustment coefficient after considering the vehicle speed on the basis of the initial energy recovery torque, that is, the adjustment coefficient in the current vehicle state. The energy recovery torque calculated based on the reference adjustment coefficient is also the energy recovery torque that conforms to the current vehicle state.

[0144] In the above method, by first determining the adjustment coefficient that conforms to the current vehicle state, and then adjusting the reference adjustment coefficient based on the target recovery level, it is considered the influence of the physical condition of at least one driver and passenger in the vehicle on energy recovery, so that an adjustment coefficient applicable to the physical condition of at least one driver and passenger can be obtained, and then an energy recovery torque applicable to the physical condition of at least one driver and passenger can be obtained accordingly.

[0145] In a possible implementation manner, a developer can preset a second correspondence relationship, where the second correspondence relationship is the correspondence relationship among the initial energy recovery torque, vehicle speed, and reference adjustment coefficient, and store the second correspondence relationship in the internal memory of the vehicle.

[0146] In this case, the operation of determining the reference adjustment coefficient based on the initial energy recovery torque and the vehicle speed can be: determining the reference adjustment coefficient from the second correspondence relationship based on the initial energy recovery torque and the vehicle speed.

[0147] Exemplarily, Table 2 below is an example of a second correspondence relationship. Referring to Table 2, Table 2 includes multiple energy recovery torques and multiple vehicle speeds. Among them, different energy recovery torques and different vehicle speeds can correspond to different reference adjustment coefficients. For example, if the initial energy recovery torque is 40 NM and the vehicle speed is 80 km / h, then the reference adjustment coefficient can be determined from Table 2 below as 0.45.

[0148] Table 2

[0149]

[0150]

[0151] Among them, T2 is the energy recovery torque, V is the vehicle speed, and K is the reference adjustment coefficient.

[0152] The embodiments of the present application only take Table 2 as an example to exemplarily illustrate the above second correspondence relationship, and do not constitute a limitation on the embodiments of the present application.

[0153] The above operation of adjusting the reference adjustment coefficient based on the target recovery level to obtain the target adjustment coefficient can be: determining the adjustment ratio based on the target recovery level; multiplying the reference adjustment coefficient by the adjustment ratio to obtain the target adjustment coefficient.

[0154] This adjustment ratio corresponds to the energy recovery level. It should be understood that different energy recovery levels correspond to different adjustment ratios. In the embodiments of the present application, a correspondence relationship between the adjustment ratio and the energy recovery level can be set. And the higher the energy recovery level, the more energy needs to be recovered during the energy recovery process. Then, the adjustment ratio can be set to be larger, so that the target adjustment coefficient is also larger, thereby ensuring the torque output during the energy recovery process. The lower the energy recovery level, the less energy needs to be recovered during the energy recovery process. Then, the adjustment ratio can be set to be smaller, so that the target adjustment coefficient is also smaller, thereby effectively reducing the torque output during the energy recovery process.

[0155] In the above method, by first determining the adjustment ratio based on the target recovery level and multiplying the reference adjustment coefficient by the adjustment ratio to obtain the target adjustment coefficient, the influence of the physical conditions of at least one driver and passenger on energy recovery can be fully considered during the process of determining the target adjustment coefficient, so that a more accurate target adjustment coefficient can be determined.

[0156] In addition, by presetting the correspondence between the adjustment ratio and the energy recovery level, determining the adjustment ratio accordingly, and multiplying the reference adjustment coefficient by the adjustment ratio to determine the target adjustment coefficient, the process of determining the target adjustment coefficient becomes more convenient and fast.

[0157] To avoid unnecessary energy loss, in a possible implementation manner, when the target recovery level is the first recovery level, the target adjustment coefficient can be determined based on the target recovery level, the initial energy recovery torque, and the vehicle speed; when the target recovery level is the second recovery level, the magnitudes of the initial energy recovery torque and the energy recovery torque threshold can be compared, so that when the initial energy recovery torque is greater than the energy recovery torque threshold, the target adjustment coefficient is determined based on the target recovery level, the initial energy recovery torque, and the vehicle speed; when the initial energy recovery torque is less than or equal to the energy recovery torque threshold, the adjustment coefficient that does not directly affect the magnitude of the initial energy recovery torque, that is, the preset adjustment coefficient, is determined as the target adjustment coefficient.

[0158] Among them, the energy recovery torque threshold is preset by the developer and stored in the vehicle's internal memory. For example, the energy recovery torque threshold is 30 Nm or 35 Nm, etc., and the embodiments of the present application do not limit this.

[0159] As can be seen from the above embodiments, when the target recovery level is the first recovery level, it indicates that the vehicle occupants are relatively sensitive to vehicle deceleration at this time (i.e., there are children or the elderly in the vehicle). Therefore, in this case, the target adjustment coefficient can be determined based on the target recovery level, the initial energy recovery torque, and the vehicle speed, so as to subsequently reduce the initial energy recovery torque based on the target adjustment coefficient; when the target recovery level is the second recovery level, it indicates that the vehicle occupants have a certain tolerance for the impact caused by vehicle deceleration at this time. Therefore, in this case, the magnitudes of the initial energy recovery torque and the energy recovery torque threshold can be compared, so that when the initial energy recovery torque is greater than the energy recovery torque threshold, that is, when the initial energy recovery torque exceeds the tolerance of the vehicle occupants, the target adjustment coefficient is determined based on the target recovery level, the initial energy recovery torque, and the vehicle speed, so as to subsequently reduce the initial energy recovery torque based on the target adjustment coefficient; when the initial energy recovery torque is less than or equal to the energy recovery torque threshold, that is, when the initial energy recovery torque does not exceed the tolerance of the vehicle occupants, the adjustment coefficient that does not affect the magnitude of the initial energy recovery torque, that is, the preset adjustment coefficient, is directly determined as the target adjustment coefficient, so that when the initial energy recovery torque is adjusted based on the target adjustment coefficient subsequently, the initial energy recovery torque will not be reduced. Among them, the preset adjustment coefficient can be 1.

[0160] Exemplarily, when the energy recovery torque threshold is 30 Nm, the target recovery level is the first recovery level, and the initial energy recovery torque is 40 Nm, the magnitudes of the initial energy recovery torque (40 Nm) and the energy recovery torque threshold (30 Nm) can be compared. Since the initial energy recovery torque (40 Nm) is greater than the energy recovery torque threshold (30 Nm), in this case, the target adjustment coefficient can be determined based on the target recovery level, the initial energy recovery torque, and the vehicle speed, so as to subsequently reduce the initial energy recovery torque based on the target adjustment coefficient; when the energy recovery torque threshold is 30 Nm, the target recovery level is the first recovery level, and the initial energy recovery torque is 25 Nm, the magnitudes of the initial energy recovery torque (25 Nm) and the energy recovery torque threshold (30 Nm) can be compared. Since the initial energy recovery torque (25 Nm) is less than the energy recovery torque threshold (30 Nm), in this case, the preset adjustment coefficient can be determined as the target adjustment coefficient, so that when the initial energy recovery torque is adjusted based on the target adjustment coefficient subsequently, the initial energy recovery torque will not be reduced.

[0161] Step (2): Determine the target energy recovery torque based on the target adjustment coefficient and the initial energy recovery torque.

[0162] In the above method, by first determining the target adjustment coefficient and then determining the target energy recovery torque based on the target adjustment coefficient and the initial energy recovery torque, the influence of the physical condition of at least one occupant in the vehicle on energy recovery is considered, so that the energy recovery torque applicable to the physical condition of at least one occupant can be obtained, thereby ensuring the riding experience of at least one occupant in the vehicle.

[0163] In a possible implementation manner, after obtaining the target adjustment coefficient and the initial energy recovery torque, the target adjustment coefficient and the initial energy recovery torque can be multiplied, and the product of the target adjustment coefficient and the initial energy recovery torque can be determined as the target energy recovery torque.

[0164] Exemplarily, when the target adjustment coefficient is 0.8 and the initial energy recovery torque is 40 Nm, the target adjustment coefficient (0.8) can be multiplied by the initial energy recovery torque (40 Nm), and the product of the target adjustment coefficient and the initial energy recovery torque can be determined as the target energy recovery torque, that is, the target energy recovery torque = 0.8 × 40 = 32 Nm.

[0165] Step 204, control the vehicle to perform energy recovery with the target energy recovery torque.

[0166] Specifically, after obtaining the target energy recovery torque, the vehicle control unit will send the instruction corresponding to the target energy recovery torque to the motor control unit, so that after receiving the instruction, the motor control unit controls the motor to output the target energy recovery torque to enable the vehicle to perform energy recovery.

[0167] In summary, the present application provides a control method for vehicle energy recovery, which can, when the vehicle enters the coasting energy recovery mode, by obtaining the status information of at least one occupant in the vehicle and the initial energy recovery torque of the vehicle, and then determining the target energy recovery torque of the vehicle based on the status information of the occupant and the initial energy recovery torque. Since the target energy recovery torque is the energy recovery torque matching the physical state of the occupant, when controlling the vehicle to perform energy recovery with the target energy recovery torque, the discomfort caused to the occupant by deceleration or impact during the energy recovery process can be effectively reduced, realizing personalized energy recovery control, improving the intelligent level of the vehicle for energy recovery, and enhancing the user experience.

[0168] Figure 3 It is a schematic structural diagram of a control device for vehicle energy recovery provided by an embodiment of the present application.

[0169] Exemplarily, as Figure 3 shown, the device 300 includes:

[0170] An acquisition module 301, configured to acquire status information of at least one occupant in the vehicle and an initial energy recovery torque of the vehicle in response to the vehicle entering a coasting energy recovery mode, where the status information is used to represent the physical status of the occupant;

[0171] A determination module 302, configured to determine a target energy recovery torque of the vehicle based on the status information of at least one occupant and the initial energy recovery torque, where the target energy recovery torque is an energy recovery torque matching the physical status of at least one occupant;

[0172] A control module 303, configured to control the vehicle to perform energy recovery with the target energy recovery torque.

[0173] In a possible implementation, the determination module 302 is specifically configured to determine a target recovery level for the vehicle to perform energy recovery based on the status information of at least one occupant, where the target recovery level is a recovery level matching the physical status of at least one occupant; and determine the target energy recovery torque of the vehicle based on the target recovery level and the initial energy recovery torque.

[0174] In a possible implementation, the determination module 302 is specifically further configured to determine the age range of each occupant based on the age of each occupant; in the case where the age range of at least one occupant is a child or an elderly person, determine the first recovery level as the target recovery level; in the case where the age ranges of all occupants are young or middle-aged and at least one occupant has a risk of illness, determine the second recovery level as the target recovery level; in the case where the age ranges of all occupants are young or middle-aged and all occupants have no risk of illness, determine the third recovery level as the target recovery level.

[0175] In a possible implementation, the determination module 302 is specifically configured to, in the case where the target recovery level is the first recovery level or the second recovery level, acquire the vehicle speed; determine the target energy recovery torque based on the target recovery level, the initial energy recovery torque, and the vehicle speed, where the target energy recovery torque is less than or equal to the initial energy recovery torque, and the second recovery level is higher than the first recovery level; in the case where the target recovery level is the third recovery level, determine the initial energy recovery torque as the target energy recovery torque, and the third recovery level is higher than the second recovery level.

[0176] In a possible implementation, the determination module 302 is specifically further configured to determine a target adjustment coefficient based on the target recovery level, the initial energy recovery torque, and the vehicle speed; and determine the target energy recovery torque based on the target adjustment coefficient and the initial energy recovery torque.

[0177] In a possible implementation, the determining module 302 is further specifically configured to: determine a reference adjustment coefficient based on the initial energy recovery torque and the vehicle speed; and adjust the reference adjustment coefficient based on the target recovery level to obtain a target adjustment coefficient.

[0178] In a possible implementation, the determining module 302 is further specifically configured to, when the target recovery level is the first recovery level, determine the target adjustment coefficient based on the target recovery level, the initial energy recovery torque, and the vehicle speed; when the target recovery level is the second recovery level, compare the magnitudes of the initial energy recovery torque and the energy recovery torque threshold; when the initial energy recovery torque is greater than the energy recovery torque threshold, determine the target adjustment coefficient based on the target recovery level, the initial energy recovery torque, and the vehicle speed; and when the initial energy recovery torque is less than or equal to the energy recovery torque threshold, determine the preset adjustment coefficient as the target adjustment coefficient, where the preset adjustment coefficient is an adjustment coefficient that does not affect the magnitude of the initial energy recovery torque.

[0179] In a possible implementation, the status information includes age and the presence of a risk of illness; the obtaining module 301 is specifically configured to obtain a face image of each driver and passenger; the device further includes an identification module, configured to respectively input the face image of each driver and passenger into an age prediction model to obtain the age prediction value of each driver and passenger output by the age prediction model; the determining module 302 is further specifically configured to determine the age prediction value of each driver and passenger as the age of each driver and passenger; the obtaining module 301 is further specifically configured to obtain the physiological data of each driver and passenger; and the determining module 302 is further specifically configured to determine whether each driver and passenger has a risk of illness based on the physiological data of each driver and passenger.

[0180] In a possible implementation, the physiological data includes heart rate, blood pressure, and respiratory rate; the determining module 302 is further specifically configured to, when the heart rate is within a first preset range, the blood pressure is within a second preset range, and the respiratory rate is within a third preset range, determine that the driver and passenger does not have a risk of illness; and when the heart rate is not within the first preset range, or the blood pressure is not within the second preset range, or the respiratory rate is not within the third preset range, determine that the driver and passenger has a risk of illness.

[0181] In a possible implementation, the obtaining module 301 is further specifically configured to, in response to the vehicle entering the coasting energy recovery mode, obtain the first distance between the vehicle and the obstacle ahead and the vehicle speed; the determining module 302 is further specifically configured to determine the target distance based on the first distance and the preset safe stopping distance; determine the target deceleration based on the vehicle speed and the target distance; and determine the initial energy recovery torque based on the target deceleration, the road slope where the vehicle is currently located, the power transmission data of the vehicle, and the wheel attribute data of the vehicle.

[0182] In one possible implementation, the power transmission data of the vehicle includes the gear ratio of the vehicle's transmission and the final drive ratio of the vehicle; the determining module 302 is specifically further configured to determine the target braking force that needs to be applied to the vehicle's wheel ends based on the target deceleration, the preset driving resistance, the vehicle mass, and the road slope where the vehicle is currently located; determine the target braking torque based on the target braking force and the wheel radius of the vehicle; and determine the initial energy recovery torque based on the target braking torque, the gear ratio of the transmission, and the final drive ratio of the vehicle.

[0183] Figure 4 It is a schematic structural diagram of a vehicle provided by an embodiment of the present application.

[0184] Exemplarily, as Figure 4 shown, the vehicle 400 includes: a memory 401 and a processor 402. Among them, an executable program code 403 is stored in the memory 401, and the processor 402 is configured to call and execute the executable program code 403 to execute a control method for vehicle energy recovery.

[0185] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor. Among them, an executable program code is stored in the memory, and the processor is configured to call and execute the executable program code to execute a control method for vehicle energy recovery provided by an embodiment of the present application.

[0186] In this embodiment, the device can be divided into functional modules according to the above method example. For example, it can correspond to each functional module, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is illustrative, only a logical function division, and there may be other division methods in actual implementation.

[0187] In the case of dividing each functional module corresponding to each function, the device may further include an identification module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be cited in the function description of the corresponding functional module, and will not be repeated here.

[0188] It should be understood that the device provided in this embodiment is used to execute the above control method for vehicle energy recovery, so the same effects as the above implementation method can be achieved.

[0189] In the case of adopting an integrated unit, the device may include a processing module and a storage module. Among them, when the device is applied to a vehicle, the processing module can be used to control and manage the actions of the vehicle. The storage module can be used to support the vehicle to execute relevant program codes, etc.

[0190] Among them, the processing module can be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in combination with the disclosure of this application. The processor can also be a combination that implements computing functions, such as including a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module can be a memory.

[0191] In addition, the device provided by the embodiment of this application can specifically be a chip, a component, or a module. The chip can include a connected processor and a memory; among them, the memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a control method for vehicle energy recovery provided by the above embodiment.

[0192] This embodiment also provides a computer-readable storage medium. Computer program code is stored in the computer-readable storage medium. When the computer program code runs on a computer, the computer is caused to execute the above-related method steps to implement a control method for vehicle energy recovery provided by the above embodiment.

[0193] This embodiment also provides a computer program product. When the computer program product runs on a computer, the computer is caused to execute the above-related steps to implement a control method for vehicle energy recovery provided by the above embodiment.

[0194] Among them, the device, the computer-readable storage medium, the computer program product, or the chip provided by this embodiment are all used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be elaborated here.

[0195] Through the description of the above embodiments, those skilled in the art can understand that for the convenience and brevity of description, only the above division of each functional module is used as an example. In actual applications, the above functions can be allocated to different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above.

[0196] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the displayed or discussed couplings or direct couplings or communication connections between each other can be through some interfaces. The indirect couplings or communication connections of devices or units can be in electrical, mechanical or other forms.

[0197] The above content is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed in the present application can easily think of changes or substitutions, which should all be covered by the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A control method for vehicle energy recovery, characterized in that, The method includes: In response to the vehicle entering the coasting energy recovery mode, obtaining status information of at least one occupant in the vehicle and an initial energy recovery torque of the vehicle, where the status information is used to represent the physical state of the occupant; Based on the status information of the at least one occupant and the initial energy recovery torque, determining a target energy recovery torque of the vehicle, where the target energy recovery torque is an energy recovery torque that matches the physical state of the at least one occupant; Controlling the vehicle to perform energy recovery with the target energy recovery torque.

2. The method according to claim 1, characterized in that, The determining the target energy recovery torque of the vehicle based on the status information of the at least one occupant and the initial energy recovery torque includes: Based on the status information of the at least one occupant, determining a target recovery level for the vehicle to perform energy recovery, where the target recovery level is a recovery level that matches the physical state of the at least one occupant; Based on the target recovery level and the initial energy recovery torque, determining the target energy recovery torque of the vehicle.

3. The method according to claim 2, wherein The status information includes age and whether there is a risk of illness; the determining the target recovery level for the vehicle to perform energy recovery based on the status information of the at least one occupant includes: Based on the age of each occupant, determining the age group of each occupant; In the case where the age group of at least one of the occupants is a child or an elderly person, determining the first recovery level as the target recovery level; In the case where the age groups of all the occupants are young or middle-aged and at least one of the occupants has a risk of illness, determining the second recovery level as the target recovery level; In the case where the age groups of all the occupants are young or middle-aged and all the occupants have no risk of illness, determining the third recovery level as the target recovery level.

4. The method according to claim 2, wherein The determining the target energy recovery torque of the vehicle based on the target recovery level and the initial energy recovery torque includes: In the case where the target recovery level is the first recovery level or the second recovery level, obtaining the vehicle speed; based on the target recovery level, the initial energy recovery torque, and the vehicle speed, determining the target energy recovery torque, where the target energy recovery torque is less than or equal to the initial energy recovery torque, and the second recovery level is higher than the first recovery level; In the case where the target recovery level is the third recovery level, determining the initial energy recovery torque as the target energy recovery torque, where the third recovery level is higher than the second recovery level.

5. The method according to claim 4, wherein The determining the target energy recovery torque based on the target recovery level, the initial energy recovery torque, and the vehicle speed includes: Based on the target recovery level, the initial energy recovery torque, and the vehicle speed, determining a target adjustment coefficient; Based on the target adjustment coefficient and the initial energy recovery torque, determining the target energy recovery torque.

6. The method according to claim 5, wherein The determining the target adjustment coefficient based on the target recovery level, the initial energy recovery torque, and the vehicle speed includes: Determine a reference adjustment coefficient based on the initial energy recovery torque and the vehicle speed; Adjust the reference adjustment coefficient based on the target recovery level to obtain the target adjustment coefficient.

7. The method according to claim 5, characterized in that, The determining the target adjustment coefficient based on the target recovery level, the initial energy recovery torque, and the vehicle speed includes: When the target recovery level is the first recovery level, determine the target adjustment coefficient based on the target recovery level, the initial energy recovery torque, and the vehicle speed; When the target recovery level is the second recovery level, compare the magnitude of the initial energy recovery torque and the energy recovery torque threshold; when the initial energy recovery torque is greater than the energy recovery torque threshold, determine the target adjustment coefficient based on the target recovery level, the initial energy recovery torque, and the vehicle speed; when the initial energy recovery torque is less than or equal to the energy recovery torque threshold, determine the preset adjustment coefficient as the target adjustment coefficient, where the preset adjustment coefficient is an adjustment coefficient that does not affect the magnitude of the initial energy recovery torque.

8. The method according to claim 1, characterized in that, The status information includes age and the presence of a disease risk; The obtaining the status information of at least one occupant in the vehicle includes: Obtain a face image of each of the occupants; Input the face image of each of the occupants into the age prediction model respectively, and obtain the age prediction value of each of the occupants output by the age prediction model; determine the age prediction value of each of the occupants as the age of each of the occupants; Obtain the physiological data of each of the occupants; Based on the physiological data of each of the occupants, determine whether each of the occupants has a disease risk.

9. The method according to claim 8, wherein The physiological data includes heart rate, blood pressure, and respiratory rate; The determining whether each of the occupants has a disease risk based on the physiological data of each of the occupants includes: When the heart rate is within a first preset range, the blood pressure is within a second preset range, and the respiratory rate is within a third preset range, determine that the occupant does not have a disease risk; When the heart rate is not within the first preset range, or the blood pressure is not within the second preset range, or the respiratory rate is not within the third preset range, determine that the occupant has a disease risk.

10. A vehicle, characterized in that, The vehicle includes: A memory for storing executable program code; A processor for calling and running the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 9.

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