Sliding energy recovery method, sliding energy recovery device, vehicle and storage medium

Abstract

The invention provides a sliding energy recovery method, a sliding energy recovery device, a vehicle and a storage medium, and relates to the technical field of vehicles. The method comprises the steps that if it is detected that the vehicle conducts sliding energy recovery and is in an unstable state, the current wheel speed difference and the initial energy recovery torque of the vehicle are obtained; wherein the current wheel speed difference represents the wheel speed difference of coaxial wheels in the vehicle; determining a target energy recovery torque based on the current wheel speed difference and the initial energy recovery torque; wherein the target energy recovery torque is smaller than or equal to the initial energy recovery torque; and based on the target energy recovery torque, controlling the vehicle to perform sliding energy recovery. Based on the scheme, the stability of the vehicle can be improved when the vehicle recovers the sliding energy.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a coasting energy recovery method, a coasting energy recovery device, a vehicle, and a storage medium in the field of vehicle technology. Background Art

[0002] In order to increase the vehicle's range, the coasting energy recovery function in the vehicle can be activated when the vehicle is coasting, so that the vehicle's kinetic energy can be converted into electrical energy through the vehicle's motor to charge the vehicle's power battery, thereby increasing the vehicle's range.

[0003] However, because the regenerative torque is typically pre-calibrated and fixed when the vehicle is coasting, if the regenerative torque needs to be adjusted, the inability to do so could result in poor vehicle stability.

[0004] Therefore, how to improve the stability of the vehicle when the vehicle is performing coasting energy recovery is an issue that needs to be urgently addressed. Summary of the Invention

[0005] The present application provides a coasting energy recovery method, a coasting energy recovery device, a vehicle and a storage medium. The method can improve the stability of the vehicle when the vehicle performs coasting energy recovery.

[0006] In a first aspect, the present application provides a coasting energy recovery method, the method comprising:

[0007] If it is detected that the vehicle is performing coasting energy recovery and is in an unstable state, obtaining the vehicle's current wheel speed difference and initial energy recovery torque; wherein the current wheel speed difference represents the wheel speed difference of coaxial wheels in the vehicle;

[0008] determining a target energy recovery torque based on the current wheel speed difference and the initial energy recovery torque; wherein the target energy recovery torque is less than or equal to the initial energy recovery torque;

[0009] Based on the target energy recovery torque, the vehicle is controlled to perform coasting energy recovery.

[0010] In an embodiment of the present application, when it is detected that the vehicle is performing coasting energy recovery and the vehicle is in an unstable state, in order to limit the energy recovery torque of the vehicle when coasting and avoid the problem that the energy recovery torque continues to increase, which leads to further aggravation of vehicle instability, the wheel speed difference of the coaxial wheels in the vehicle (i.e., the current wheel speed difference) and the initial energy recovery torque can be obtained; and the vehicle's limited energy recovery torque (i.e., the target energy recovery torque) that is less than or equal to the initial energy recovery torque is determined through the wheel speed difference of the coaxial wheels and the initial energy recovery torque, and then the vehicle is controlled to perform coasting energy recovery through the limited energy recovery torque, thereby avoiding the problem that the energy recovery torque continues to increase, which leads to further aggravation of vehicle instability, thereby improving the stability of the vehicle when the vehicle performs coasting energy recovery.

[0011] In conjunction with the first aspect, in certain implementations of the first aspect, there are multiple current wheel speed differences, and determining the target energy recovery torque based on the current wheel speed differences and the initial energy recovery torque includes:

[0012] determining a first number of the plurality of current wheel speed differences that is greater than or equal to a first predetermined wheel speed threshold;

[0013] A target energy recovery torque is determined based on the first amount and the initial energy recovery torque.

[0014] In an embodiment of the present application, when obtaining the vehicle's current wheel speed difference, the number of the vehicle's multiple current wheel speed differences that are greater than or equal to a first preset wheel speed threshold (i.e., a first number) can be first determined. This number and the initial regenerative torque are then used to determine the limited regenerative torque. Because the number of differences can indicate the severity of the vehicle's instability risk, a more accurate limited regenerative torque can be determined using this number and the initial regenerative torque. Furthermore, the more accurate limited regenerative torque further improves vehicle stability.

[0015] In combination with the first aspect and the above implementations, in certain implementations of the first aspect, determining the target energy recovery torque based on the first quantity and the initial energy recovery torque includes:

[0016] If the first number is smaller than the number of the plurality of current wheel speed differences, determining the initial energy recovery torque as the target energy recovery torque;

[0017] If the first number is equal to the number of the multiple current wheel speed differences, the target energy recovery torque is determined based on the initial energy recovery torque and the preset attenuation coefficient.

[0018] In an embodiment of the present application, when the number of the vehicle's multiple current wheel speed differences that is greater than or equal to the first preset wheel speed threshold is less than the number of the multiple current wheel speed differences, it indicates that the degree of vehicle instability is relatively weak. On the basis of ensuring the vehicle's coasting energy recovery capability as much as possible, it is not necessary to reduce the vehicle's energy recovery torque, and the vehicle's energy recovery can be limited from continuing to increase. Therefore, the initial energy recovery torque can be determined as the target energy recovery torque after limitation, thereby ensuring the vehicle's coasting energy recovery capability while avoiding further aggravation of vehicle instability and improving vehicle stability.

[0019] Alternatively, if the number of the vehicle's multiple current wheel speed differences that is greater than or equal to the first preset wheel speed threshold equals the number of the multiple current wheel speed differences, this indicates a significant degree of vehicle instability, necessitating the reduction of the vehicle's regenerative torque to limit regenerative energy to prevent further instability. Therefore, the limited target regenerative torque can be determined using the initial regenerative torque and a preset attenuation coefficient, thereby improving vehicle stability during coasting regenerative energy recovery.

[0020] In combination with the first aspect and the above implementations, in certain implementations of the first aspect, determining the target energy recovery torque based on the initial energy recovery torque and the preset attenuation coefficient includes:

[0021] determining a product of an initial energy recovery torque and a preset attenuation coefficient;

[0022] The product is determined as the target energy recovery torque.

[0023] In an embodiment of the present application, the initial energy recovery torque is attenuated by a preset attenuation coefficient, and the attenuated energy recovery torque (i.e., the product) is determined as the target energy recovery torque after limitation, thereby improving the stability of the vehicle when the vehicle performs coasting energy recovery.

[0024] In combination with the first aspect and the above implementations, in certain implementations of the first aspect, after controlling the vehicle to perform coasting energy recovery based on the target energy recovery torque, the method further includes:

[0025] determining a second number of the plurality of current wheel speed differences that is less than a second predetermined wheel speed threshold;

[0026] If the second number is less than the number of the plurality of current wheel speed differences, determining a target energy recovery torque based on the current wheel speed differences and the initial energy recovery torque;

[0027] The second preset wheel speed threshold is smaller than the first preset wheel speed threshold.

[0028] In an embodiment of the present application, after the vehicle performs coasting energy recovery using the limited energy recovery torque, the current wheel speed differences in the vehicle can be used to continue monitoring whether the vehicle has escaped the unstable state and is operating smoothly. Therefore, the number of the vehicle's multiple current wheel speed differences that are less than the second preset wheel speed threshold (i.e., the second number) can be first determined, and then the limited energy recovery torque can be determined based on this number, the vehicle's current wheel speed differences, and the initial energy recovery torque. Since a small number indicates that the vehicle has not escaped the unstable state, it is necessary to re-determine the limited energy recovery torque until the vehicle escapes the unstable state, thereby further improving the vehicle's stability.

[0029] In combination with the first aspect and the above implementations, in some implementations of the first aspect, the method further includes:

[0030] Get the current steering wheel angle value of the vehicle;

[0031] If the current turning angle value is less than or equal to the preset turning angle threshold, and the current wheel speed difference is greater than or equal to the third preset wheel speed threshold, it is determined that the vehicle is in an unstable state;

[0032] If the current steering angle value is greater than the preset steering angle threshold, and the current wheel speed difference is greater than or equal to a fourth preset wheel speed threshold, determining whether the vehicle is in an unstable state based on the current slip rate of the vehicle;

[0033] The third preset wheel speed threshold is smaller than the fourth preset wheel speed threshold.

[0034] In the embodiments of the present application, different methods for determining whether a vehicle is in an unstable state are determined by the magnitude of the current steering wheel angle. When the current steering wheel angle is ≤ a preset angle threshold, the vehicle is traveling in a straight line. Because the current wheel speed difference is the most significant factor affecting vehicle instability when the vehicle is traveling in a straight line, the vehicle can be determined to be in an unstable state when the current wheel speed difference is ≥ a third preset wheel speed threshold.

[0035] When the current steering wheel angle exceeds the preset angle threshold, the vehicle is turning. Because coaxial wheels naturally experience speed differences when turning, the current wheel speed difference can be combined with the vehicle's current slip rate to accurately determine whether a wheel is unstable. This improves the accuracy of instability assessment and further enhances vehicle stability.

[0036] In combination with the first aspect and the above implementations, in certain implementations of the first aspect, determining whether the vehicle is in an unstable state based on a current slip rate of the vehicle includes:

[0037] If the current slip ratio is greater than or equal to the preset slip ratio, it is determined that the vehicle is in an unstable state.

[0038] In an embodiment of the present application, whether the wheel is in an unstable state is determined by jointly judging the current wheel speed difference of the vehicle and the current slip rate of the vehicle. When the current wheel speed difference of the vehicle is ≥ the fourth preset wheel speed threshold and the current slip rate of the vehicle is ≥ the preset slip rate, it indicates that the vehicle is unstable, and it can be determined that the vehicle is in an unstable state, thereby improving the accuracy of the judgment of the vehicle's unstable state and further improving the stability of the vehicle.

[0039] In a second aspect, the present application provides a coasting energy recovery device, the device comprising:

[0040] an acquisition module, configured to acquire a current wheel speed difference and an initial energy recovery torque of the vehicle if it is detected that the vehicle is performing coasting energy recovery and is in an unstable state; wherein the current wheel speed difference represents a wheel speed difference between coaxial wheels in the vehicle;

[0041] a processing module, configured to determine a target energy recovery torque based on the current wheel speed difference and the initial energy recovery torque; wherein the target energy recovery torque is less than or equal to the initial energy recovery torque;

[0042] The control module is used to control the vehicle to perform coasting energy recovery based on the target energy recovery torque.

[0043] In conjunction with the second aspect, in certain implementations of the second aspect, the processing module is specifically configured to: determine a first number of the plurality of current wheel speed differences that are greater than or equal to a first preset wheel speed threshold;

[0044] A target energy recovery torque is determined based on the first amount and the initial energy recovery torque.

[0045] In combination with the second aspect and the above implementations, in certain implementations of the second aspect, the processing module is specifically configured to: if the first number is less than the number of the multiple current wheel speed differences, determine the initial energy recovery torque as the target energy recovery torque;

[0046] If the first number is equal to the number of the multiple current wheel speed differences, the target energy recovery torque is determined based on the initial energy recovery torque and the preset attenuation coefficient.

[0047] In combination with the second aspect and the above implementations, in some implementations of the second aspect, the processing module is specifically configured to: determine a product of an initial energy recovery torque and a preset attenuation coefficient;

[0048] The product is determined as the target energy recovery torque.

[0049] In combination with the second aspect and the above implementations, in some implementations of the second aspect, the control module is specifically configured to: determine a second number of the plurality of current wheel speed differences that are less than a second preset wheel speed threshold;

[0050] If the second number is less than the number of the plurality of current wheel speed differences, determining a target energy recovery torque based on the current wheel speed differences and the initial energy recovery torque;

[0051] The second preset wheel speed threshold is smaller than the first preset wheel speed threshold.

[0052] In combination with the second aspect and the above implementations, in some implementations of the second aspect, the acquisition module is further configured to: acquire a current steering angle value of a steering wheel in the vehicle;

[0053] If the current turning angle value is less than or equal to the preset turning angle threshold, and the current wheel speed difference is greater than or equal to the third preset wheel speed threshold, it is determined that the vehicle is in an unstable state;

[0054] If the current steering angle value is greater than the preset steering angle threshold, and the current wheel speed difference is greater than or equal to a fourth preset wheel speed threshold, determining whether the vehicle is in an unstable state based on the current slip rate of the vehicle;

[0055] The third preset wheel speed threshold is smaller than the fourth preset wheel speed threshold.

[0056] In combination with the second aspect and the above implementations, in some implementations of the second aspect, the acquisition module is further configured to: determine that the vehicle is in an unstable state if the current slip ratio is greater than or equal to a preset slip ratio.

[0057] In a third aspect, the present application provides a vehicle comprising a memory and a processor. The memory is configured to store executable program code, and the processor is configured to retrieve and execute the executable program code from the memory, so that the vehicle executes the method of the first aspect or any possible implementation of the first aspect.

[0058] In a fourth aspect, the present application provides a computer program product, which includes: computer program code, which, when running on a computer, enables the computer to execute the method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0059] In a fifth aspect, the present application provides a computer-readable storage medium storing a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] Figure 1This is a schematic diagram of a vehicle coasting scenario provided by an embodiment of the present application;

[0061] Figure 2 It is a flow chart of a coasting energy recovery method provided in an embodiment of the present application.

[0062] Figure 3 It is a flow chart of another coasting energy recovery method provided in an embodiment of the present application.

[0063] Figure 4 It is a structural diagram of the vehicle control device provided in an embodiment of the present application.

[0064] Figure 5 It is a schematic structural diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0065] The following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more than two.

[0066] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0067] Figure 1 This is a schematic diagram of a vehicle coasting scenario provided in an embodiment of the present application.

[0068] For example, Figure 1 As shown, Figure 1 The vehicle 110 is included. The vehicle 110 is equipped with a coasting energy recovery function and a motor (eg, a drive motor) for coasting energy recovery.

[0069] For example, when the vehicle is coasting, the coasting energy recovery function in the vehicle 110 can be activated to drag the motor back by the road surface when the vehicle 110 is coasting, so that the motor can recover the vehicle's kinetic energy through coasting energy, charge the power battery in the vehicle 110, and thus increase the cruising range of the vehicle 110.

[0070] However, because the regenerative torque (also known as "deceleration") during coasting is typically pre-calibrated and fixed, if adjustments to the regenerative torque are required, the inability to do so could result in poor vehicle stability.

[0071] For example, upon receiving the coasting energy recovery level selected by the driver on the display screen of the head unit (HUT), the corresponding energy recovery torque (which may be referred to as the "initial energy recovery torque") can be retrieved from a pre-calibrated mapping table (MAP) based on the coasting energy recovery level. The correspondence between the coasting energy recovery level and the energy recovery torque in the MAP can be obtained through actual vehicle calibration using the vehicle's speed and driving mode. The coasting energy recovery level may include, but is not limited to, strong, medium, and weak.

[0072] The driving modes of the vehicle may include, but are not limited to, one or more of an economy mode, a snow mode, a standard mode, a sand mode, a sports mode, a track mode, a slippery mode, and the like.

[0073] For another example, when a vehicle is coasting to regenerate energy, the required regenerative torque (which may be referred to as "initial regenerative torque") may be determined based on the actual distance and safety distance between the vehicle and a target location ahead (e.g., a preceding vehicle, a speed limit sign, and / or an intersection), the vehicle's current speed, and the vehicle's target speed (e.g., a parking speed of 0 km / h). This is illustrated by formula (1):

[0074]

[0075] Among them, v target represents the target speed of the vehicle, v current Indicates the current speed of the vehicle, d target Indicates the actual distance, d safe Indicates safe distance. target Identifies the initial energy recovery torque.

[0076] According to formula (1), we can get target You can follow increases with the increase of target You can follow d target -d safe decreases and increases.

[0077] Although the dynamically changing initial energy recovery torque can be obtained through formula (1), in the vehicle driving scenario, the adhesion state of the vehicle on the road will affect the stability of the vehicle during the sliding energy recovery process, resulting in the risk of vehicle instability.

[0078] For example, when a vehicle is performing coasting energy recovery, if the vehicle is traveling on a low-adhesion road surface with less adhesion, it is easy for the vehicle to slip or lose control, resulting in the risk of vehicle instability.

[0079] For example, when a vehicle is performing coasting energy recovery, if the vehicle is traveling on a divided road, there will be differences in the adhesion of the wheels on different sides of the vehicle on the road, that is, the adhesion of the left wheels and the right wheels of the vehicle are different, or the adhesion of the front wheels and the rear wheels of the vehicle are different, resulting in an imbalance in the friction between the wheels on different sides and the road, which in turn causes dynamic instability of the vehicle in the lateral (side) and / or longitudinal (front and back) directions, thereby causing the risk of vehicle instability.

[0080] Among them, low-adhesion road surfaces may include but are not limited to slippery roads, icy and snowy roads, and sandy and gravel roads.

[0081] The split road surface may refer to a road surface that causes different adhesion between wheels on different sides of a vehicle, for example, the road surface where the left wheel of the vehicle is located is icy, while the road surface where the right wheel of the vehicle is located is not icy.

[0082] Therefore, in order to solve the problem that the vehicle is at risk of instability when performing coasting energy recovery, the present application proposes a coasting energy recovery method, a coasting energy recovery device, a vehicle and a storage medium.

[0083] The following combination Figures 2 to 3 The coasting energy recovery method provided in the embodiments of the present application is described in detail.

[0084] Figure 2 This is a flow chart of a coasting energy recovery method provided by an embodiment of the present application. Figure 1 The vehicle 110 in the vehicle 110 is executed, or the electronic controller unit (Electronic Control Unit, ECU) in the vehicle 110 is executed.

[0085] For example, Figure 2 As shown, the method 200 includes the following implementation process:

[0086] S210: If it is detected that the vehicle is performing coasting energy recovery and is in an unstable state, the current wheel speed difference and the initial energy recovery torque of the vehicle are obtained.

[0087] The current wheel speed difference represents the wheel speed difference of coaxial wheels in the vehicle. Also, the number of the current wheel speed differences of the vehicle may be at least one.

[0088] For example, when the vehicle is a two-axle vehicle, the front axle and the rear axle may be included. In order to calculate the current wheel speed difference of the front axle, the current wheel speeds of the left front wheel and the right front wheel of the vehicle may be obtained, and the current wheel speed difference of the front axle (which may be recorded as "V FA ”). Current wheel speed difference of the front axle = current wheel speed of the left front wheel - current wheel speed of the right front wheel.

[0089] And, in order to calculate the current wheel speed difference of the rear axle, the current wheel speeds of the left rear wheel and the right rear wheel of the vehicle are obtained, and the current wheel speed difference of the rear axle is calculated by the current wheel speeds of the left rear wheel and the right rear wheel (which can be recorded as "V RA ”). Current wheel speed difference of the rear axle = current wheel speed of the left rear wheel - current wheel speed of the right rear wheel.

[0090] The current wheel speed of the vehicle can be collected in real time through the wheel speed sensor in the vehicle.

[0091] It should be understood that the vehicle may be a vehicle with four axles or six axles in addition to a vehicle with two axles, and the embodiments of the present application do not limit this.

[0092] For example, while the vehicle is driving, it can be detected whether the vehicle is performing coasting energy recovery. When coasting energy recovery is detected, it can be detected whether the vehicle is in an unstable state. When the vehicle is performing coasting energy recovery and is in an unstable state (i.e., there is a risk of instability), in order to improve vehicle stability, the vehicle's current wheel speed difference and initial energy recovery torque can be obtained.

[0093] Optionally, when the vehicle is traveling, the current gear of the vehicle may be acquired. When the current gear of the vehicle is a forward gear (Drive, D), the accelerator pedal opening and the brake pedal opening in the vehicle may be acquired.

[0094] When the acquired accelerator pedal opening is less than or equal to the first preset opening value, it indicates that the accelerator pedal is not stepped on by the driver. Also, when the acquired brake pedal opening is less than or equal to the second preset opening value, it indicates that the brake pedal is not stepped on by the driver.

[0095] The first preset opening value and the second preset opening value may be the same or different. For example, the first preset opening value and the second preset opening value are both 0%.

[0096] For example, when the vehicle is driving, if the current gear of the vehicle is D gear, and the accelerator pedal opening is less than or equal to the first preset opening value, and the brake pedal opening is less than or equal to the second preset opening value, it means that the vehicle is in a coasting state at this time, and the coasting energy recovery function in the vehicle can be automatically activated to recover the vehicle's kinetic energy through coasting energy.

[0097] The unstable state may include but is not limited to one or more of the vehicle's emergency avoidance, sideslip, oversteering, tailspin, understeering, etc.

[0098] In one possible implementation, the current steering wheel angle value of the vehicle is obtained; if the current steering angle value is less than or equal to a preset steering angle threshold, and the current wheel speed difference is greater than or equal to a third preset wheel speed threshold, it is determined that the vehicle is in an unstable state; if the current steering angle value is greater than the preset steering angle threshold, and the current wheel speed difference is greater than or equal to a fourth preset wheel speed threshold, based on the current slip rate of the vehicle, it is determined whether the vehicle is in an unstable state; wherein the third preset wheel speed threshold is less than the fourth preset wheel speed threshold.

[0099] For example, when a vehicle is coasting and regenerating, to determine whether the vehicle is unstable, the difference between the current steering wheel angle and the current vehicle speed can be obtained. Then, based on the difference between the current steering wheel angle and a preset angle threshold, different methods for determining whether the vehicle is unstable can be determined.

[0100] Among them, the preset angle threshold can be 0 rad, 0.5 rad, 1 rad, etc., which is not limited in the embodiment of the present application.

[0101] Among them, the current steering wheel angle value can be collected in real time through the angle sensor in the vehicle.

[0102] Method 1:

[0103] When the current steering wheel angle is less than or equal to the preset angle threshold, the steering wheel is either centered or slightly wobbling due to road bumps, indicating that the vehicle is traveling in a straight line. Since the current wheel speed difference is the primary factor affecting vehicle instability when traveling in a straight line, determining whether any current wheel speed difference is greater than or equal to the third preset wheel speed threshold can be used to determine whether the vehicle is in an unstable state.

[0104] When the current steering wheel angle value is ≤ the preset steering wheel angle threshold, if any current wheel speed difference of the vehicle is ≥ the third preset wheel speed threshold, it indicates that the vehicle is unstable and it can be determined that the vehicle is in an unstable state.

[0105] When the current steering wheel angle value is less than or equal to the preset steering wheel angle threshold, if all current wheel speed differences of the vehicle are less than the third preset wheel speed threshold, it indicates that the vehicle is stable and it can be determined that the vehicle is not in an unstable state.

[0106] Method 2:

[0107] When the current steering wheel angle is greater than the preset angle threshold, the steering wheel is controlling the vehicle's steering and the vehicle is turning. Because coaxial wheels naturally experience speed differences when turning, to improve the accuracy of wheel instability determination, the current wheel speed difference can be combined with the vehicle's current slip rate to determine whether a wheel is in an unstable state.

[0108] When the current steering wheel angle is greater than the preset steering angle threshold, if any current wheel speed difference is greater than or equal to the fourth preset wheel speed threshold, this may indicate vehicle instability or excessive wheel speed differences caused by turning. To prevent excessive wheel speed differences caused by turning, the vehicle's current slip rate can be combined to determine whether a wheel is unstable.

[0109] Among them, since the coaxial wheels themselves have a wheel speed difference when the vehicle is turning, the preset wheel speed threshold when the vehicle is turning can be increased, so that the third preset wheel speed threshold is less than the fourth preset wheel speed threshold.

[0110] When the current steering wheel angle value is greater than the preset steering angle threshold, if all current wheel speed differences of the vehicle are less than the fourth preset wheel speed threshold, it indicates that the vehicle is stable and it can be determined that the vehicle is not in an unstable state.

[0111] It should be understood that the third preset wheel speed threshold and the fourth preset wheel speed threshold can be obtained through actual vehicle calibration, and the implementation of this application does not limit this.

[0112] In the embodiments of the present application, different methods for determining whether a vehicle is in an unstable state are determined by the magnitude of the current steering wheel angle. When the current steering wheel angle is ≤ a preset angle threshold, the vehicle is traveling in a straight line. Because the current wheel speed difference is the most significant factor affecting vehicle instability when the vehicle is traveling in a straight line, the vehicle can be determined to be in an unstable state when the current wheel speed difference is ≥ a third preset wheel speed threshold.

[0113] When the current steering wheel angle exceeds the preset angle threshold, the vehicle is turning. Because coaxial wheels naturally experience speed differences when turning, the current wheel speed difference can be combined with the vehicle's current slip rate to accurately determine whether a wheel is unstable. This improves the accuracy of instability assessment and further enhances vehicle stability.

[0114] Furthermore, the determining whether the vehicle is in an unstable state based on the current slip rate of the vehicle includes: if the current slip rate is greater than or equal to a preset slip rate, determining that the vehicle is in an unstable state.

[0115] For example, when judging whether the wheel is in an unstable state based on the current wheel speed difference of the vehicle and the current slip rate of the vehicle, if the current wheel speed difference of the vehicle is ≥ the fourth preset wheel speed threshold and the current slip rate of the vehicle is ≥ the preset slip rate, it means that the vehicle is unstable and it can be determined that the vehicle is in an unstable state.

[0116] It should be understood that the preset slip ratio can be obtained through actual vehicle calibration, and the implementation of this application does not limit this.

[0117] In an embodiment of the present application, whether the wheel is in an unstable state is determined by jointly judging the current wheel speed difference of the vehicle and the current slip rate of the vehicle. When the current wheel speed difference of the vehicle is ≥ the fourth preset wheel speed threshold and the current slip rate of the vehicle is ≥ the preset slip rate, it indicates that the vehicle is unstable, and it can be determined that the vehicle is in an unstable state, thereby improving the accuracy of the judgment of the vehicle's unstable state and further improving the stability of the vehicle.

[0118] S220 : Determine a target energy recovery torque based on the current wheel speed difference and the initial energy recovery torque.

[0119] The target energy recovery torque is less than or equal to the initial energy recovery torque.

[0120] For example, when the current wheel speed difference and the initial energy recovery torque of the vehicle are obtained, the limited energy recovery torque (which can be called "target energy recovery torque") that is less than or equal to the initial energy recovery torque can be determined through the current wheel speed difference and the initial energy recovery torque of the vehicle.

[0121] Alternatively, if the vehicle is determined to be unstable, continuing to increase the regenerative torque to enhance coasting energy recovery may further exacerbate vehicle instability, leading to a serious loss of operational stability and, in severe cases, rollover, threatening the safety of occupants. Therefore, when the vehicle is determined to be unstable, it is necessary to limit the regenerative torque to reduce the risk of vehicle instability.

[0122] In one possible implementation, the above-mentioned determination of the target energy recovery torque based on the current wheel speed difference and the initial energy recovery torque includes: determining a first number of multiple current wheel speed differences that are greater than or equal to a first preset wheel speed threshold; and determining the target energy recovery torque based on the first number and the initial energy recovery torque.

[0123] For example, when determining the target regenerative torque of the vehicle, the number of the vehicle's multiple current wheel speed differences that are greater than or equal to a first preset wheel speed threshold (hereinafter referred to as a "first number") can be determined. The target regenerative torque of the vehicle is then determined based on the first number and the initial regenerative torque.

[0124] The first number represents a positive integer greater than or equal to 1.

[0125] For example, when the vehicle is a two-axle vehicle, if V FA or V RA > the first preset wheel speed threshold, the first number is 1. If V FA With V RA When both are greater than the first preset wheel speed threshold, the first number is 2.

[0126] It should be understood that the first preset wheel speed threshold can be obtained through actual vehicle calibration, and the implementation of this application does not limit this.

[0127] In this embodiment of the present application, when obtaining the vehicle's current wheel speed difference, the number of the vehicle's multiple current wheel speed differences that are greater than or equal to a first preset wheel speed threshold can be first determined. This number and the initial regenerative torque are then combined to determine the limited regenerative torque. Because the number of such differences can indicate the severity of the vehicle's instability risk, combining this number with the initial regenerative torque allows for a more accurate determination of the limited regenerative torque. Furthermore, the more accurate limited regenerative torque further improves vehicle stability.

[0128] Optionally, the above-mentioned determination of the target energy recovery torque based on the first quantity and the initial energy recovery torque includes: if the first quantity is less than the number of multiple current wheel speed differences, determining the initial energy recovery torque as the target energy recovery torque; if the first quantity is equal to the number of multiple current wheel speed differences, determining the target energy recovery torque based on the initial energy recovery torque and a preset attenuation coefficient; wherein the preset attenuation coefficient is positively correlated with the vehicle speed; the preset attenuation coefficient is positively correlated with the initial energy recovery torque.

[0129] Illustratively, when the first number is determined, it may be determined whether the first number is less than the number of a plurality of current wheel speed differences in the vehicle (eg, 2).

[0130] If the first number is less than 2, this indicates that one of the multiple current wheel speed differences is less than the first preset wheel speed threshold. The vehicle's instability is relatively mild, and there's no need to reduce the vehicle's regenerative torque. Therefore, the vehicle's regenerative torque can be limited to a lower value. Therefore, the initial regenerative torque can be determined as the vehicle's target regenerative torque.

[0131] When the first number = 2, it indicates that each of the multiple current wheel speed differences is greater than or equal to the first preset wheel speed threshold, indicating a high degree of vehicle instability and requiring a reduction in the vehicle's regenerative torque to limit regenerative energy. Therefore, the target regenerative torque can be determined using the initial regenerative torque and a preset attenuation coefficient.

[0132] Optionally, the preset attenuation coefficient (which can be denoted as "K1") can be obtained by looking up a MAP table calibrated with the vehicle speed and the initial energy recovery torque corresponding to the vehicle speed. As shown in Table 1:

[0133] Table 1

[0134]

[0135] Table 1 shows the preset attenuation coefficients calibrated with vehicle speed and initial energy recovery torque. The unit of vehicle speed can be km / h. For example, when the vehicle speed is 120 km / h and the initial energy recovery torque is -3, the corresponding preset attenuation coefficient is 0.3. When the vehicle speed is 80 km / h and the initial energy recovery torque is -3, the corresponding preset attenuation coefficient is 0.4. When the vehicle speed is 60 km / h and the initial energy recovery torque is -3, the corresponding preset attenuation coefficient is 0.5. When the vehicle speed is 40 km / h and the initial energy recovery torque is -3, the corresponding preset attenuation coefficient is 0.5. For the preset attenuation coefficients corresponding to the initial energy recovery torques of -2.5, -1, and -0.5 and the vehicle speeds of 120 km / h, 80 km / h, 60 km / h, and 40 km / h, refer to the above description and will not be repeated here.

[0136] In an embodiment of the present application, when the number of the vehicle's multiple current wheel speed differences that is greater than or equal to the first preset wheel speed threshold is less than the number of the multiple current wheel speed differences, it indicates that the degree of vehicle instability is relatively weak. On the basis of ensuring the vehicle's coasting energy recovery capability as much as possible, it is not necessary to reduce the vehicle's energy recovery torque, and the vehicle's energy recovery can be limited from continuing to increase. Therefore, the initial energy recovery torque can be determined as the target energy recovery torque after limitation, thereby ensuring the vehicle's coasting energy recovery capability while avoiding further aggravation of vehicle instability and improving vehicle stability.

[0137] Alternatively, if the number of the vehicle's multiple current wheel speed differences that is greater than or equal to the first preset wheel speed threshold equals the number of the multiple current wheel speed differences, this indicates a significant degree of vehicle instability, necessitating the reduction of the vehicle's regenerative torque to limit regenerative energy to prevent further instability. Therefore, the limited target regenerative torque can be determined using the initial regenerative torque and a preset attenuation coefficient, thereby improving vehicle stability during coasting regenerative energy recovery.

[0138] Optionally, the above-mentioned determining the target energy recovery torque based on the initial energy recovery torque and the preset attenuation coefficient includes: determining the product of the initial energy recovery torque and the preset attenuation coefficient; and determining the product as the target energy recovery torque.

[0139] For example, when the target energy recovery torque of the vehicle is determined by combining the initial energy recovery torque and the preset attenuation coefficient, the product of the initial energy recovery torque and the preset attenuation coefficient can be calculated. This product is then determined as the target energy recovery torque of the vehicle. This is illustrated by formula (2):

[0140] a=a0×K1 (2)

[0141] Wherein, a represents the target energy recovery torque of the vehicle, and a0 represents the initial energy recovery torque of the vehicle.

[0142] In an embodiment of the present application, the initial energy recovery torque is attenuated by a preset attenuation coefficient, and the attenuated energy recovery torque (i.e., the product) is determined as the target energy recovery torque after limitation, thereby improving the stability of the vehicle when the vehicle performs coasting energy recovery.

[0143] S230: Control the vehicle to perform coasting energy recovery based on the target energy recovery torque.

[0144] For example, when the target energy recovery torque of the vehicle is determined, the vehicle can be controlled to perform coasting energy recovery using the target energy recovery torque.

[0145] In such Figure 2 In the method 200 shown, when it is detected that the vehicle is performing coasting energy recovery and the vehicle is in an unstable state, in order to limit the energy recovery torque of the vehicle during coasting and avoid the problem that the energy recovery torque continues to increase, which leads to further aggravation of vehicle instability, the wheel speed difference of the coaxial wheels in the vehicle (i.e., the current wheel speed difference) and the initial energy recovery torque can be obtained; and the vehicle's limited energy recovery torque (i.e., the target energy recovery torque) that is less than or equal to the initial energy recovery torque is determined through the wheel speed difference of the coaxial wheels and the initial energy recovery torque, and then the vehicle is controlled to perform coasting energy recovery through the limited energy recovery torque, thereby avoiding the problem that the energy recovery torque continues to increase, which leads to further aggravation of vehicle instability, thereby improving the stability of the vehicle when the vehicle performs coasting energy recovery.

[0146] Optionally, after controlling the vehicle to perform coasting energy recovery based on the target energy recovery torque, a second number of the multiple current wheel speed differences that is less than a second preset wheel speed threshold is determined; if the second number is less than the number of the multiple current wheel speed differences, the target energy recovery torque is determined based on the current wheel speed differences and the initial energy recovery torque; wherein the second preset wheel speed threshold is less than the first preset wheel speed threshold.

[0147] For example, while the vehicle is controlling coasting energy recovery using the vehicle's target energy recovery torque, the vehicle's current wheel speed differences may continue to be acquired in real time and monitored. The number of the vehicle's current wheel speed differences that is less than a second preset wheel speed threshold (referred to as a "second number") is determined.

[0148] Further, when the second number is determined, it may be determined whether the second number is less than the number of a plurality of current wheel speed differences in the vehicle (eg, 2).

[0149] If the second number is less than 2, it indicates that one of the multiple current wheel speed differences is greater than the second preset wheel speed threshold, and the vehicle is still unstable. Therefore, the target regenerative torque can be determined based on the current wheel speed differences and the initial regenerative torque.

[0150] When the second number = 2, it indicates that each of the multiple current wheel speed differences is less than the second preset wheel speed threshold, the vehicle is out of the unstable state, and the vehicle can be controlled to continue coasting energy recovery at the target energy recovery torque.

[0151] Among them, in order to avoid the problem that the current wheel speed difference of the vehicle repeatedly jumps around the first preset wheel speed threshold, resulting in frequent changes in the target energy recovery torque of the vehicle and affecting the stability of the vehicle, the second preset wheel speed threshold can be set to be smaller than the first preset wheel speed threshold.

[0152] The second number represents a positive integer greater than or equal to 1.

[0153] For example, when the vehicle is a two-axle vehicle, if V FA or V RA < the second preset wheel speed threshold, the second number is 1. FA With V RA When both are less than the second preset wheel speed threshold, the second number is 2.

[0154] It should be understood that the second preset wheel speed threshold can be obtained through actual vehicle calibration, and the implementation of this application does not limit this.

[0155] In an embodiment of the present application, after the vehicle performs coasting energy recovery using the limited energy recovery torque, the current wheel speed differences in the vehicle can be used to continue monitoring whether the vehicle has escaped the unstable state and is operating smoothly. Therefore, the number of the vehicle's multiple current wheel speed differences that are less than the second preset wheel speed threshold (i.e., the second number) can be first determined, and then the limited energy recovery torque can be determined based on this number, the vehicle's current wheel speed differences, and the initial energy recovery torque. Since a small number indicates that the vehicle has not escaped the unstable state, it is necessary to re-determine the limited energy recovery torque until the vehicle escapes the unstable state, thereby further improving the vehicle's stability.

[0156] Figure 3 It is a flow chart of another coasting energy recovery method provided in an embodiment of the present application.

[0157] For example, Figure 3 As shown, the method 300 includes the following implementation process:

[0158] S301, when the coasting energy recovery function of the vehicle is activated, obtaining a steering wheel angle value of the vehicle.

[0159] For example, when the vehicle is coasting, a coasting energy recovery function can be activated to increase the vehicle's range. When the coasting energy recovery function is activated, the current steering wheel angle value (i.e., the aforementioned current steering angle value) can be obtained to determine whether the vehicle is in an unstable state.

[0160] S302: Determine whether the rotation angle value is ≤ 0.523 rad. If so, execute S303; if not, execute S306.

[0161] For example, when the steering wheel angle value is obtained, it can be determined whether the steering wheel angle value is ≤0.523 rad (ie, the above-mentioned preset steering wheel angle threshold).

[0162] S303: Obtain the wheel speed difference of each coaxial wheel in the vehicle.

[0163] For example, if the turning angle value obtained in S305 is ≤ 0.523 rad, it indicates that the vehicle is traveling in a straight line, and the current wheel speed difference (i.e., the above-mentioned current wheel speed difference) can be used to determine whether the vehicle is unstable. Therefore, the wheel speed difference of each coaxial wheel in the vehicle can be obtained.

[0164] S304: Determine whether the wheel speed difference is greater than or equal to threshold 1. If so, execute S305; if not, execute S303.

[0165] Exemplarily, when the wheel speed difference of each coaxial wheel is obtained, it is determined whether any wheel speed difference among the wheel speed differences of each coaxial wheel is greater than or equal to threshold 1 (ie, the third preset wheel speed threshold).

[0166] S305: Determine whether the vehicle is unstable.

[0167] For example, if the wheel speed difference of each coaxial wheel obtained in S304 is greater than or equal to the threshold value 1, it indicates that the vehicle is unstable, and it can be determined that the vehicle is unstable and is in an unstable state.

[0168] For example, if the wheel speed difference of each coaxial wheel obtained in S304 does not have a wheel speed difference ≥ threshold 1, that is, the wheel speed difference of each coaxial wheel is less than threshold 1, it indicates that the vehicle is stable and it can be determined that the vehicle is not unstable.

[0169] S306 , obtaining the slip ratio of the vehicle and the wheel speed difference of each coaxial wheel in the vehicle.

[0170] For example, if the turning angle value obtained in S305 is greater than 0.523 rad, it indicates that the vehicle is turning. Based on the vehicle's wheel speed difference and the vehicle's current slip rate, it can be determined whether the wheel is in an unstable state. Therefore, the vehicle's current slip rate (i.e., the current slip rate) and the wheel speed difference of each coaxial wheel in the vehicle can be obtained.

[0171] S307 , determine whether the slip ratio is greater than or equal to the preset slip ratio, and whether the wheel speed difference is greater than or equal to threshold 2. If so, execute S305 ; if not, execute S306 .

[0172] For example, when the slip ratio of the vehicle and the wheel speed difference of each coaxial wheel in the vehicle are obtained, it can be determined whether the slip ratio is greater than or equal to a preset slip ratio, and whether the wheel speed difference is greater than or equal to a threshold value 2.

[0173] For example, if the slip ratio obtained in S307 is greater than or equal to the preset slip ratio, and the wheel speed difference is greater than or equal to threshold 2 (ie, the fourth preset wheel speed threshold), it indicates that the vehicle is unstable and it can be determined that the vehicle is unstable and is in an unstable state.

[0174] For example, if the slip ratio obtained in S307 is less than the preset slip ratio, and / or the wheel speed difference is less than the threshold value 2, it indicates that the vehicle is stable, and it can be determined that the vehicle is not unstable.

[0175] S308: Determine whether all wheel speed differences are greater than or equal to a threshold value. If so, execute S309; ​​if not, execute S310.

[0176] For example, when it is determined that the vehicle is unstable, it can be determined whether all wheel speed differences are greater than or equal to a threshold value (ie, the above threshold value 1 or the above threshold value 2).

[0177] S309 : The product of the initial energy recovery torque and the attenuation coefficient is used as the target energy recovery torque of the vehicle.

[0178] For example, if all wheel speed differences are greater than or equal to the threshold value as determined in step S308 , the product of the initial energy recovery torque and the attenuation coefficient may be used as the target energy recovery torque of the vehicle, ie, a=a0×K1, and a<a0.

[0179] S310: Determine the initial energy recovery torque of the vehicle as the target energy recovery torque of the vehicle.

[0180] For example, if the wheel speed differences obtained in S308 are not all ≥ the threshold, that is, there are one or more wheel speed differences < the threshold, and there are one or more wheel speed differences ≥ the threshold, the initial energy recovery torque of the vehicle can be determined as the target energy recovery torque of the vehicle.

[0181] S311: Sliding energy recovery is performed on the vehicle using the target energy recovery torque, and S302 to S311 are executed in a loop.

[0182] For example, when the target energy recovery torque of the vehicle is determined, the vehicle can be controlled to perform coasting energy recovery using the target energy recovery torque.

[0183] Furthermore, when the vehicle is controlled to perform coasting energy recovery by the target energy recovery torque of the vehicle, the current wheel speed difference of the vehicle can continue to be obtained in real time and the current wheel speed difference of the vehicle can be monitored. Therefore, S302 to S311 can be executed cyclically. Moreover, when S302 to S311 are executed cyclically, if the wheel speed difference of each coaxial wheel obtained by S304 does not have a wheel speed difference ≥ threshold value 1, or if the slip rate obtained by S307 is less than the preset slip rate, and / or the wheel speed difference is less than threshold value 2, the vehicle can be controlled to perform coasting energy recovery by the energy recovery torque currently executed by the vehicle (for example, the target energy recovery torque).

[0184] In summary, when it is detected that the vehicle is performing coasting energy recovery and is in an unstable state, in order to limit the energy recovery torque of the vehicle when coasting and avoid the problem that the energy recovery torque continues to increase, which leads to further aggravation of vehicle instability, the wheel speed difference of the coaxial wheels in the vehicle (i.e., the current wheel speed difference) and the initial energy recovery torque can be obtained; and the vehicle's limited energy recovery torque (i.e., the target energy recovery torque) that is less than or equal to the initial energy recovery torque can be determined through the wheel speed difference of the coaxial wheels and the initial energy recovery torque, and then the vehicle is controlled to perform coasting energy recovery through the limited energy recovery torque, thereby avoiding the problem that the energy recovery torque continues to increase, which leads to further aggravation of vehicle instability, thereby improving the stability of the vehicle when the vehicle is coasting energy recovery.

[0185] Furthermore, after the vehicle performs coasting regenerative energy recovery using the limited regenerative torque, the current wheel speed differential can be used to monitor whether the vehicle has escaped the unstable state and maintain stable operation. If the vehicle has not yet escaped the unstable state, the limited regenerative torque is re-determined until the vehicle escapes the unstable state, further improving vehicle stability.

[0186] It should be noted that Figure 3 All steps in Figure 2 The corresponding embodiments are described in detail in the accompanying drawings and will not be repeated here.

[0187] It should be understood that the above examples are intended to help those skilled in the art understand the embodiments of the present application, and are not intended to limit the embodiments of the present application to the specific numerical values ​​or specific scenarios illustrated. Those skilled in the art can obviously make various equivalent modifications or variations based on the above examples, and such modifications or variations also fall within the scope of the embodiments of the present application.

[0188] Combined with the above Figures 1 to 3 The coasting energy recovery method provided by the embodiment of the present application is described in detail; Figure 4 and Figure 5 The device embodiments of the present application are described in detail. It should be understood that the devices in the embodiments of the present application can execute the various methods of the aforementioned embodiments of the present application, that is, the specific working processes of the following various products can refer to the corresponding processes in the aforementioned method embodiments.

[0189] Figure 4 It is a structural schematic diagram of the coasting energy recovery device provided in an embodiment of the present application.

[0190] For example, Figure 4 As shown, the apparatus 400 includes:

[0191] an acquisition module 410 for acquiring a current wheel speed difference and an initial regenerative torque of the vehicle if it is detected that the vehicle is performing coasting regenerative braking and is in an unstable state; wherein the current wheel speed difference represents a wheel speed difference between coaxial wheels of the vehicle;

[0192] A processing module 420 is configured to determine a target energy recovery torque based on the current wheel speed difference and the initial energy recovery torque; wherein the target energy recovery torque is less than or equal to the initial energy recovery torque;

[0193] The control module 430 is configured to control the vehicle to perform coasting energy recovery based on the target energy recovery torque.

[0194] In one possible implementation, the processing module 420 is specifically configured to: determine a first number of the plurality of current wheel speed differences that are greater than or equal to a first preset wheel speed threshold;

[0195] A target energy recovery torque is determined based on the first amount and the initial energy recovery torque.

[0196] In one possible implementation, the processing module 420 is specifically configured to: if the first number is less than the number of the multiple current wheel speed differences, determine the initial energy recovery torque as the target energy recovery torque;

[0197] If the first number is equal to the number of the multiple current wheel speed differences, the target energy recovery torque is determined based on the initial energy recovery torque and the preset attenuation coefficient.

[0198] In one possible implementation, the processing module 420 is specifically configured to: determine the product of the initial energy recovery torque and a preset attenuation coefficient;

[0199] The product is determined as the target energy recovery torque.

[0200] In one possible implementation, the control module 430 is specifically configured to: determine a second number of the plurality of current wheel speed differences that are less than a second preset wheel speed threshold;

[0201] If the second number is less than the number of the plurality of current wheel speed differences, determining a target energy recovery torque based on the current wheel speed differences and the initial energy recovery torque;

[0202] The second preset wheel speed threshold is smaller than the first preset wheel speed threshold.

[0203] In a possible implementation, the acquisition module 410 is further configured to: acquire a current steering angle value of a steering wheel in the vehicle;

[0204] If the current turning angle value is less than or equal to the preset turning angle threshold, and the current wheel speed difference is greater than or equal to the third preset wheel speed threshold, it is determined that the vehicle is in an unstable state;

[0205] If the current steering angle value is greater than the preset steering angle threshold, and the current wheel speed difference is greater than or equal to a fourth preset wheel speed threshold, determining whether the vehicle is in an unstable state based on the current slip rate of the vehicle;

[0206] The third preset wheel speed threshold is smaller than the fourth preset wheel speed threshold.

[0207] In a possible implementation, the acquisition module 410 is further configured to: determine that the vehicle is in an unstable state if the current slip rate is greater than or equal to a preset slip rate.

[0208] It should be noted that the above-mentioned device 400 is embodied in the form of a functional module. The term "module" here can be implemented in the form of software and / or hardware, and is not specifically limited to this.

[0209] For example, a "module" may be a software program, a hardware circuit, or a combination of the two that implements the above-described functions. The hardware circuit may include an application-specific integrated circuit (ASIC), an electronic circuit, a processor (e.g., a shared processor, a dedicated processor, or a group processor, etc.) and memory for executing one or more software or firmware programs, combined logic circuits, and / or other suitable components that support the described functions.

[0210] Therefore, the modules of each example described in the embodiments of this application can be implemented with electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0211] Figure 5 It is a schematic structural diagram of a vehicle provided in an embodiment of the present application.

[0212] For example, Figure 5 As shown, the vehicle 500 includes: a memory 510 and a processor 520, wherein the memory 510 stores an executable program code 5101, and the processor 520 is used to call and execute the executable program code 5101 to perform a coasting energy recovery method.

[0213] This application can divide the vehicle into functional modules based on the above-mentioned method examples. For example, each functional module can be mapped to a specific function, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only a logical functional division. In actual implementation, other division methods may be used.

[0214] In the case of dividing each functional module into corresponding functional modules, the vehicle may include: an acquisition module, a processing module, a control module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module and will not be repeated here.

[0215] The vehicle provided in the present application is used to execute the above-mentioned coasting energy recovery method, and thus can achieve the same effect as the above-mentioned implementation method.

[0216] In the case of an integrated unit, the vehicle may include a processing module and a storage module. The processing module may be used to control and manage the vehicle's movements, while the storage module may be used to support the vehicle's execution of relevant program codes and data.

[0217] The processing module may be a processor or controller that implements or executes the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processing (DSP) and a microprocessor, and the storage module may be a memory.

[0218] The present application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of any of the aforementioned methods. The computer-readable storage medium may include, but is not limited to, any type of disk, including a floppy disk, an optical disk, a DVD (Digital Video Disc), a CD-ROM (Compact Disc Read-Only Memory), a microdrive, a magneto-optical disk, a ROM (Read-Only Memory), a RAM (Random Access Memory), an EPROM (Erasable Programmable Read-Only Memory), an EEPROM (Electrically Erasable Programmable Read-Only Memory), a DRAM (Dynamic Random Access Memory), a VRAM (Video Random Access Memory), a flash memory device, a magnetic or optical card, a nanosystem (including a molecular memory IC), or any other type of medium or device suitable for storing instructions and / or data.

[0219] The present application also provides a computer program product. When the computer program product is run on a computer, it enables the computer to execute the above-mentioned related steps to implement a coasting energy recovery method in the above-mentioned embodiment.

[0220] In addition, the vehicle provided in the embodiments of the present application may specifically be a chip, component or module, and the vehicle may include a connected processor and memory; wherein the memory is used to store instructions, and when the vehicle is running, the processor may call and execute the instructions to enable the chip to perform a coasting energy recovery method in the above-mentioned embodiment.

[0221] Among them, the vehicle, computer-readable storage medium, computer program product or chip provided in this application are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0222] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0223] In the embodiments provided in this 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 schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as 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 mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0224] The above content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A coasting energy recovery method, characterized in that: The method comprises: If it is detected that the vehicle is performing coasting energy recovery and the vehicle is in an unstable state, obtaining a current wheel speed difference and an initial energy recovery torque of the vehicle; wherein the current wheel speed difference represents a wheel speed difference between coaxial wheels in the vehicle; determining a target energy recovery torque based on the current wheel speed difference and the initial energy recovery torque; wherein the target energy recovery torque is less than or equal to the initial energy recovery torque; Based on the target energy recovery torque, the vehicle is controlled to perform coasting energy recovery.

2. The method according to claim 1, characterized in that There are multiple current wheel speed differences, and determining the target energy recovery torque based on the current wheel speed differences and the initial energy recovery torque includes: determining a first number of the plurality of current wheel speed differences that is greater than or equal to a first predetermined wheel speed threshold; The target energy recovery torque is determined based on the first amount and the initial energy recovery torque.

3. The method according to claim 2, characterized in that The determining the target energy recovery torque based on the first quantity and the initial energy recovery torque includes: If the first number is smaller than the number of the plurality of current wheel speed differences, determining the initial energy recovery torque as the target energy recovery torque; If the first number is equal to the number of the plurality of current wheel speed differences, the target energy recovery torque is determined based on the initial energy recovery torque and a preset attenuation coefficient.

4. The method according to claim 3, characterized in that The determining the target energy recovery torque based on the initial energy recovery torque and a preset attenuation coefficient includes: determining a product of the initial energy recovery torque and the preset attenuation coefficient; The product is determined as the target energy recovery torque.

5. The method according to claim 3 or 4, characterized in that After controlling the vehicle to perform coasting energy recovery based on the target energy recovery torque, the method further includes: determining a second number of the plurality of current wheel speed differences that is less than a second predetermined wheel speed threshold; If the second number is smaller than the number of the plurality of current wheel speed differences, determining the target energy recovery torque based on the current wheel speed differences and the initial energy recovery torque; Wherein, the second preset wheel speed threshold is smaller than the first preset wheel speed threshold.

6. The method according to any one of claims 1 to 4, characterized in that The method further comprises: Obtaining a current steering wheel angle value of the vehicle; If the current turning angle value is less than or equal to a preset turning angle threshold, and the current wheel speed difference is greater than or equal to a third preset wheel speed threshold, determining that the vehicle is in the unstable state; If the current steering angle value is greater than the preset steering angle threshold, and the current wheel speed difference is greater than or equal to a fourth preset wheel speed threshold, determining whether the vehicle is in the unstable state based on a current slip rate of the vehicle; Wherein, the third preset wheel speed threshold is smaller than the fourth preset wheel speed threshold.

7. The method according to claim 6, characterized in that The determining whether the vehicle is in the unstable state based on the current slip rate of the vehicle includes: If the current slip ratio is greater than or equal to a preset slip ratio, it is determined that the vehicle is in the unstable state.

8. A coasting energy recovery device, characterized in that: The device comprises: an acquisition module, configured to acquire a current wheel speed difference and an initial energy recovery torque of the vehicle if it is detected that the vehicle is performing coasting energy recovery and the vehicle is in an unstable state; wherein the current wheel speed difference represents a wheel speed difference between coaxial wheels of the vehicle; a processing module, configured to determine a target energy recovery torque based on the current wheel speed difference and the initial energy recovery torque; wherein the target energy recovery torque is less than or equal to the initial energy recovery torque; A control module is configured to control the vehicle to perform coasting energy recovery based on the target energy recovery torque.

9. A vehicle, characterized in that: The vehicle comprises: a memory for storing executable program code; A processor is configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 7 is implemented.

Images