Vehicle energy recovery control method and vehicle

Abstract

The invention relates to the technical field of intelligent control, in particular to a vehicle energy recovery control method and a vehicle, and the method comprises the following steps: obtaining dynamic characteristic parameters of a driver and dynamic characteristic parameters of the vehicle through a sensor generally arranged on the vehicle, judging the current driving road condition of the vehicle, and controlling the energy recovery of the vehicle under different driving road conditions. According to the method, power battery parameters and motor parameters of the vehicle are combined, energy recovery parameters of an energy recovery mode are adjusted to adapt to the current road condition, the regenerative braking recovery power is intelligently adjusted through a regenerative braking intervention mechanism, unnecessary high-risk energy recovery is reduced as much as possible under the condition that expensive high-precision sensors are not added, and the energy recovery efficiency is improved. Energy recovery can be intelligently adjusted in a low-cost and high-safety mode, the endurance mileage of the vehicle is prolonged, and the priority of driving safety is protected. Therefore, the problems of how to intelligently adjust energy recovery with low cost and high safety and the like are solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of intelligent control, in particular to a vehicle energy recovery control method and a vehicle. BACKGROUND

[0002] In order to prolong the cruising range, when the vehicle brakes, the braking torque of the electric motor is used to assist braking to realize energy recovery. In the related art, high-performance sensors are usually used to assist the energy recovery of the vehicle, and two energy recovery intensity options of large feedback and standard feedback are usually adopted, and the large feedback mode is used by default, and the energy recovery intensity is large. If three different kinetic energy recovery modes of light recovery, medium recovery and heavy recovery are used, the energy recovery efficiency of the vehicle will be affected. If the fixed recovery intensity of high, medium and low gears is used, the user needs to select manually. Therefore, the cost of vehicle energy recovery in the related art is high and the intelligence is poor. SUMMARY

[0003] The present application provides a vehicle energy recovery control method and a vehicle to solve the problem of how to intelligently adjust the energy recovery at low cost and high safety.

[0004] The first aspect of the present application provides a vehicle energy recovery control method, comprising the following steps: when the vehicle starts the energy recovery mode, obtaining the driver dynamic characteristic parameters and the vehicle dynamic characteristic parameters through a plurality of sensors on the vehicle, wherein the driver dynamic characteristic parameters include at least one of the accelerator pedal opening degree, the brake pedal opening degree and the steering wheel steering angle, and the vehicle dynamic characteristic parameters include at least one of the vehicle speed, the acceleration, the tire parameter, the road slope, the power battery parameter and the motor parameter; identifying the current driving road condition of the vehicle according to the driver dynamic characteristic parameters and the vehicle dynamic characteristic parameters, adjusting the energy recovery parameter of the energy recovery mode according to the current driving road condition, the power battery parameter and the motor parameter, and executing the energy recovery action of the vehicle based on the adjusted energy recovery parameter; after the energy recovery parameter is adjusted, identifying whether the current driving road condition of the vehicle changes according to the driver dynamic characteristic parameters and the vehicle dynamic characteristic parameters, when the current driving road condition changes, restoring the current energy recovery parameter of the energy recovery mode to the energy recovery parameter before the energy recovery mode is adjusted, and starting to identify the current driving road condition of the vehicle again.

[0005] Optionally, the current driving road condition includes at least one of low adhesion rate road condition, emergency braking road condition, long distance downhill road condition, long time constant speed road condition and congestion road condition, and the current driving road condition of the vehicle is identified according to the driver dynamic characteristic parameter and the vehicle dynamic characteristic parameter, including: identifying the low adhesion rate road condition of the vehicle according to the vehicle speed and the tire parameter; identifying the emergency braking road condition of the vehicle according to the brake pedal opening; identifying the long distance downhill road condition of the vehicle according to the vehicle speed and the road slope; identifying the long time constant speed road condition of the vehicle according to the vehicle speed and the steering wheel angle; and identifying the congestion road condition of the vehicle according to the vehicle speed, the acceleration and the accelerator pedal opening.

[0006] Optionally, the low adhesion rate road condition of the vehicle is identified according to the vehicle speed and the tire parameter, including: calculating the slip rate of each tire according to the vehicle speed and the tire parameter; calculating the road adhesion coefficient of each tire according to the tire parameter and the slip rate of each tire, and calculating the ratio of the slip rate and the road adhesion coefficient of each tire; searching for the linear region from the slip rate and the road adhesion coefficient curve according to the ratio of each tire, and determining the road adhesion coefficient of each tire according to the linear region; and identifying that each tire is in the low adhesion rate road condition according to the road adhesion coefficient of each tire, and determining that the current driving road condition of the vehicle is the low adhesion rate road condition if the number of tires in the low adhesion rate road condition is greater than a number threshold.

[0007] Optionally, the emergency braking road condition of the vehicle is identified according to the brake pedal opening, including: obtaining the first change rate of the brake pedal opening; and determining that the current driving road condition of the vehicle is the emergency braking road condition if the brake pedal opening is greater than an opening threshold and the first change rate is greater than a first change rate threshold.

[0008] Optionally, the long distance downhill road condition of the vehicle is identified according to the vehicle speed and the road slope, including: judging whether the road slope is greater than a slope threshold; obtaining the first continuous time length of the road slope being greater than the slope threshold if the road slope is greater than the slope threshold, and judging whether the vehicle speed is greater than a first vehicle speed threshold if the first continuous time length is greater than a first time length threshold; obtaining the second continuous time length of the vehicle speed being greater than the first vehicle speed threshold if the vehicle speed is greater than the first vehicle speed threshold, and determining that the current driving road condition of the vehicle is the long distance downhill road condition if the second continuous time length is greater than a second time length threshold.

[0009] Optionally, the long time constant speed road condition of the vehicle is identified according to the vehicle speed and the steering wheel angle, including: judging whether the vehicle speed is greater than a second vehicle speed threshold; obtaining the third continuous time length of the vehicle speed being greater than the second vehicle speed threshold if the vehicle speed is greater than the second vehicle speed threshold, and obtaining the standard deviation of the vehicle speed within a first preset time length if the third continuous time length is greater than a third time length threshold; and determining that the current driving road condition of the vehicle is the long time constant speed road condition if the standard deviation is less than a preset value and the steering wheel angle within a second preset time length is less than an angle threshold.

[0010] Optionally, the congested road condition of the vehicle is identified according to the vehicle speed, the acceleration and the accelerator pedal opening, including: determining whether the vehicle speed is less than a third vehicle speed threshold; if the vehicle speed is less than the third vehicle speed threshold, obtaining a fourth duration during which the vehicle speed is greater than the third vehicle speed threshold, and if the fourth duration is greater than a fourth duration threshold, obtaining a second change rate of the accelerator pedal opening in a third preset duration; if the accelerator pedal opening is in a pre-set opening interval and the second change rate is greater than a second change rate threshold, and if the acceleration is less than or equal to an acceleration threshold and the vehicle speed is less than the third vehicle speed threshold, the counter is accumulated; and if the accumulated value of the counter exceeds a congestion threshold, it is determined that the current driving road condition of the vehicle is a congested road condition.

[0011] Optionally, the energy recovery parameter of the energy recovery mode is adjusted according to the current driving road condition, the power battery parameter and the motor parameter, including: determining a first regenerative braking force parameter of the vehicle according to the power battery parameter; determining a second regenerative braking force parameter of the vehicle according to the motor parameter; and adjusting the energy recovery parameter of the energy recovery mode according to at least one of the current driving road condition, the first regenerative braking force parameter and the second regenerative braking force parameter.

[0012] Optionally, whether the current driving road condition of the vehicle changes is identified according to the driver dynamic characteristic parameter and the vehicle dynamic characteristic parameter, including: taking the current driving road condition before the energy recovery parameter is adjusted as a first driving road condition, and taking the current driving road condition after the energy recovery parameter is adjusted as a second driving road condition, wherein the first driving road condition and the second driving road condition are both determined according to the driver dynamic characteristic parameter and the vehicle dynamic characteristic parameter; if the first driving road condition and the second driving road condition are consistent, it is determined that the current driving road condition of the vehicle does not change, and if the first driving road condition and the second driving road condition are inconsistent, it is determined that the current driving road condition of the vehicle changes.

[0013] The second aspect embodiment of the present application provides a vehicle, including: a memory, a processor and a computer program stored in the memory and executable on the processor, and the processor executes the program to implement the vehicle energy recovery control method as described in the above embodiments.

[0014] Therefore, the present application includes the following beneficial effects: The vehicle energy recovery control method provided by the embodiment of the present application acquires the driver dynamic characteristic parameter and the vehicle dynamic characteristic parameter through the commonly equipped sensors of the vehicle, judges the current driving road condition of the vehicle, adjusts the energy recovery parameter of the energy recovery mode to adapt to the current road condition in combination with the power battery parameter and the motor parameter of the vehicle under different driving road conditions, intelligently adjusts the regenerative braking recovery power size using the intervention mechanism of the regenerative braking, reduces unnecessary high-risk energy recovery as much as possible under the condition of not increasing the expensive high-precision sensors, realizes intelligent adjustment of the energy recovery with low cost and high safety, prolongs the vehicle cruising range, and protects the priority of driving safety.

[0015] Thus, the problems of how to intelligently adjust the energy recovery with low cost and high safety are solved.

[0016] The additional aspects and advantages of the present application will be in part apparent and in part pointed out hereinafter in the description of the application. BRIEF DESCRIPTION OF DRAWINGS

[0017] The above and / or additional aspects and advantages of the present application will become apparent and be readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings. Figure 1 A flowchart of a vehicle energy recovery control method according to an embodiment of the present application is provided; Figure 2 A schematic diagram of a vehicle controller according to an embodiment of the present application is provided; Figure 3 A flowchart of determining that the current driving road condition of the vehicle is a low adhesion rate road condition according to an embodiment of the present application is provided; Figure 4 A flowchart of determining that the current driving road condition of the vehicle is in an emergency braking road condition according to an embodiment of the present application is provided; Figure 5 A flowchart of determining that the current driving road condition of the vehicle is a long-distance downhill road condition according to an embodiment of the present application is provided; Figure 6 A flowchart of determining that the current driving road condition of the vehicle is a long-time constant speed road condition according to an embodiment of the present application is provided; Figure 7 A flowchart of determining that the current driving road condition of the vehicle is a congested road condition according to an embodiment of the present application is provided; Figure 8 A structure schematic diagram of a vehicle according to an embodiment of the present application is provided. DETAILED DESCRIPTION

[0018] Embodiments of the present application are described below in detail, examples of which are shown in the drawings, wherein the same or similar notations represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary and are intended to explain the present application, and cannot be understood as a limitation of the present application.

[0019] A vehicle energy recovery control method and a vehicle of embodiments of the present application are described below with reference to the drawings. In view of the problems of high cost, easy damage, poor data transmission error or distortion of high-performance sensor instruments mentioned in the background art, the present application provides a vehicle energy recovery control method, in which the driver dynamic characteristic parameters and the vehicle dynamic characteristic parameters are obtained through the sensors commonly installed on the vehicle, the current driving road condition of the vehicle is determined, and in different driving road conditions, the energy recovery parameters of the energy recovery mode are adjusted to adapt to the current road condition in combination with the power battery parameters and the motor parameters of the vehicle, and the size of the regenerative braking recovery power is intelligently adjusted using the intervention mechanism of regenerative braking, so that unnecessary high-risk energy recovery is reduced as much as possible without increasing expensive high-precision sensors, the intelligent adjustment of energy recovery is realized at low cost and high safety, the priority of extending the vehicle range and protecting the driving safety is achieved. Thus, the problems of how to intelligently adjust the energy recovery at low cost and high safety are solved.

[0020] Specifically, Figure 1 A flowchart of a vehicle energy recovery control method provided by an embodiment of the present application is shown in FIG. 1.

[0021] As Figure 1 shown, the vehicle energy recovery control method includes the following steps: In step S101, when the vehicle starts the energy recovery mode, the driver dynamic characteristic parameters and the vehicle dynamic characteristic parameters are obtained through a plurality of sensors on the vehicle, wherein the driver dynamic characteristic parameters include at least one of the accelerator pedal opening degree, the brake pedal opening degree and the steering wheel steering angle, and the vehicle dynamic characteristic parameters include at least one of the vehicle speed, the acceleration, the tire parameter, the road slope, the power battery parameter and the motor parameter.

[0022] The energy recovery is to convert the motor into a generator when the vehicle brakes, to convert part of kinetic energy that should be converted into heat energy due to braking into electric energy and recover the electric energy into the power battery, and to assist braking regenerative braking technology by means of the braking torque of the motor. The energy recovery mode is divided into braking energy recovery and coasting energy recovery according to a triggering mechanism, and is divided into a low-intensity energy recovery mode and a high-intensity energy recovery mode according to power intensity. The various sensors on the vehicle are sensor devices for monitoring dynamic parameters of the vehicle in real time, including an in-vehicle current sensor, a temperature sensor, a slope sensor, and commonly equipped sensors such as a millimeter wave radar. The driver dynamic characteristic parameters are a series of measurable data for quantitatively describing the behavior habits, physiological states, and cognitive abilities of the driver in the process of operating the vehicle, including an accelerator pedal opening, a brake pedal opening, a steering wheel steering angle, and the like. The vehicle dynamic characteristic parameters are physical quantities for quantitatively describing the posture, stability, and response characteristics of the vehicle in the process of motion, including a vehicle speed, an acceleration, a tire parameter, a road slope, a power battery parameter, a motor parameter, and the like.

[0023] It can be understood that when the vehicle starts the energy recovery mode, the accelerator pedal opening, the brake pedal opening, the steering wheel steering angle, and the like are obtained through the various commonly equipped sensors on the vehicle, and the vehicle speed, the acceleration, the tire parameter, the road slope, the power battery parameter, and the motor parameter are obtained, to realize monitoring of the vehicle driving state and energy of the vehicle energy recovery mode.

[0024] Specifically, as shown in Figure 2 The driver dynamic characteristic parameters obtained by the sensors include real-time or near-real-time monitored data such as an accelerator pedal opening, a brake pedal opening, and a steering wheel steering angle, for quantitatively describing the operation behavior, state, and intention of the driver. The vehicle dynamic characteristics obtained by the sensors include parameters such as a vehicle speed, an acceleration, a tire parameter, a road slope, a power battery parameter, and a motor parameter, for describing the real-time motion, posture, power system state, and surrounding environment of the vehicle. The tire parameter includes at least one of a tire radius, a tire angular velocity, and a tire angular acceleration. The power battery parameter includes at least one of a battery voltage, a battery current, and a state of charge. The motor parameter includes at least one of a motor speed, a motor torque, and a motor angular velocity.

[0025] The embodiments of the present application can obtain the driver dynamic characteristic parameters and the vehicle dynamic characteristic parameters through the various commonly equipped sensors on the vehicle, reduce the cost of using high-precision sensors, and realize monitoring of the vehicle driving state and energy of the vehicle energy recovery mode.

[0026] In step S102, according to the driver dynamic characteristic parameters and the vehicle dynamic characteristic parameters, the current driving road condition of the vehicle is identified, the energy recovery parameters of the energy recovery mode are adjusted according to the current driving road condition, the power battery parameters and the motor parameters, and the energy recovery action of the vehicle is executed based on the adjusted energy recovery parameters.

[0027] Wherein, the current driving road condition is the sum of road environment, traffic condition, weather condition and other factors that the vehicle is experiencing; the power battery parameter is an index for measuring the battery storage power; the motor parameter is an index for describing the motor performance, structure, operating characteristics and adaptation requirements, including at least one of tire radius, tire angular velocity and tire angular acceleration; the energy recovery parameter is a settable or system inherent variable that affects the energy recovery efficiency and experience, including energy recovery intensity / level, maximum recovery power, etc.; the energy recovery action is the execution process of the energy recovery system under certain conditions, which converts the braking kinetic energy generated in the device operation into storable or directly reusable energy through physical, electrical and other operations.

[0028] It can be understood that by obtaining the driver dynamic characteristic parameters and vehicle dynamic characteristic parameters and other data, the current vehicle driving road condition is determined, and the energy recovery parameters of the energy recovery mode are adjusted according to the current driving road condition and the vehicle dynamic characteristic parameters such as power battery parameters and motor parameters, so as to realize intelligent adjustment of vehicle energy recovery.

[0029] Specifically, the driver can select the current energy recovery intensity mode and the intelligent adjustment option, and the current vehicle driving road condition can be determined by obtaining the driver dynamic characteristic parameters. According to the identified current driving road condition of the vehicle and the energy recovery mode selected by the driver, the recovery intensity of the vehicle during the sliding energy recovery and the braking energy recovery can be intelligently modified in the state of starting the intelligent adjustment function. Wherein, the energy recovery power, triggering mechanism, deceleration during sliding energy recovery, timing of mechanical brake intervention braking and the size of braking force and main purpose of low intensity energy recovery mode and high intensity energy recovery mode are shown in Table 1.

[0030] Table 1

[0031] Further, in the embodiments of the present application, the current driving road condition includes at least one of low adhesion rate road condition, sudden braking road condition, long distance downhill road condition, long time constant speed road condition and congestion road condition, and the current driving road condition of the vehicle is identified according to the driver dynamic characteristic parameter and the vehicle dynamic characteristic parameter, including: identifying the low adhesion rate road condition of the vehicle according to the vehicle speed and the tire parameter; identifying the sudden braking road condition of the vehicle according to the brake pedal opening; identifying the long distance downhill road condition of the vehicle according to the vehicle speed and the road slope; identifying the long time constant speed road condition of the vehicle according to the vehicle speed and the steering wheel angle; and identifying the congestion road condition of the vehicle according to the vehicle speed, the acceleration and the accelerator pedal opening.

[0032] The low adhesion rate road condition is a road condition in which the friction between the tire and the road surface is significantly reduced, including wet and slippery road surface, soft road surface, painted lane marking, pedestrian crossing, metal manhole cover, rail, etc.; the sudden braking road condition is an emergency situation in which the driver must press the brake pedal to the maximum in an instant in order to avoid a sudden danger in front, so that the vehicle is decelerated from a high speed to a stop or a low speed in the shortest distance, including emergency situations such as sudden crossing of pedestrians, sudden stop of a preceding vehicle, appearance of an obstacle, etc.; the long distance downhill road condition is a downhill driving section in which the vehicle needs to drive for a long distance and time; the long time constant speed road condition is a driving state in which the vehicle maintains a relatively stable speed for a long period of time, such as more than 15-30 minutes, without frequent acceleration, deceleration or lane changing, such as highway cruising, etc.; and the congestion road condition is a driving state in which the vehicle drives at a low speed and frequently starts and stops due to high density on the road.

[0033] It can be understood that the current vehicle driving road condition is determined by the obtained driver dynamic characteristic parameter and vehicle dynamic characteristic parameter, so that the type of the current vehicle driving road condition can be identified in time and whether the driving road condition changes can be determined.

[0034] Specifically, the current driving road condition of the vehicle can be identified according to the vehicle speed and the tire parameter to determine whether the current driving road surface of the vehicle is a low road surface adhesion coefficient road surface such as a road surface after rain or icy ground; the current driving road condition of the vehicle can be identified according to the brake pedal opening to determine whether the vehicle is currently performing sudden braking; the current driving road condition of the vehicle can be identified according to the vehicle speed and the road slope to determine whether the vehicle is driving on a downhill road; the current driving road condition of the vehicle can be identified according to the vehicle speed and the steering wheel angle to determine whether the vehicle is currently driving on a long time constant speed road such as a highway, a national highway or a provincial highway; and the current driving road condition of the vehicle can be identified according to the vehicle speed, the acceleration and the accelerator pedal opening to determine whether the vehicle is currently driving on a congested road.

[0035] Further, in the embodiments of the present application, according to the vehicle speed and the tire parameters, the low adhesion rate road condition of the vehicle is identified, including: calculating the slip ratio of each tire according to the vehicle speed and the tire parameters; calculating the road adhesion coefficient of each tire according to the tire parameters and the slip ratio of each tire, and calculating the ratio of the slip ratio and the road adhesion coefficient of each tire; finding the linear region of the slip ratio and the road adhesion coefficient curve according to the ratio of each tire, and determining the road adhesion coefficient of each tire according to the linear region; and identifying that each tire is in the low adhesion rate road condition according to the road adhesion coefficient of each tire, and determining that the current driving road condition of the vehicle is the low adhesion rate road condition if the number of tires in the low adhesion rate road condition is greater than the number threshold.

[0036] The tire parameters are the information marked on the side of the tire, reflecting the specification size, performance limit, adapted vehicle type and use condition, determining whether the tire can adapt to the vehicle and meet the driving safety and performance requirements; the slip ratio is a parameter describing the mixed state of rolling and sliding of the tire during driving, directly determining the adhesion between the tire and the ground, and if the slip ratio is greater than 0, it means that the current wheel rotation is faster than the vehicle speed, resulting in acceleration slip, and if the slip ratio is less than 0, it means that the current wheel rotation is slower than the vehicle speed, resulting in braking slip; the road adhesion coefficient is a physical parameter measuring the adhesion ability between the tire and the road, reflecting the ratio of the maximum static friction or dynamic friction that can be provided between the contact surfaces of the two and the tire normal load; the slip ratio and road adhesion coefficient curve of the road represents the correlation between the slip ratio and the road adhesion coefficient, which shows a rising and then falling trend on all roads, and is divided into three stages of linear region, transient region and saturation region according to the relationship between the slip ratio and the road adhesion coefficient; the number threshold is the maximum cumulative count of the tire driving road as the low road adhesion rate road.

[0037] It can be understood that by calculating the slip ratio of each tire, the road adhesion coefficient of each tire and the ratio of the slip ratio and the road adhesion coefficient of each tire, the road adhesion coefficient of each tire in the linear region of the slip ratio and road adhesion coefficient curve is determined, the condition that each tire is in the low adhesion rate road condition is identified, and when the number of tires in the low adhesion rate road condition is greater than the number threshold, it is determined that the current driving road condition of the vehicle is the low adhesion rate road condition.

[0038] Specifically, as shown in FIG. 1, the process of identifying the low adhesion rate road condition of the vehicle according to the vehicle speed and the tire parameters includes: Figure 3 In step S301, the current driving road condition of the vehicle is identified.

[0039] In step S302, the speed, acceleration, dynamic radius, angular velocity, angular acceleration and other driver dynamic characteristic parameter and vehicle dynamic characteristic parameter information of the vehicle are obtained.

[0040] ​In step S303, the obtained driver dynamic characteristic parameters and vehicle dynamic characteristic parameters are brought into the slip ratio calculation formula to calculate the first tire slip ratio.

[0041] The slip ratio calculation formula is as follows:

[0042] wherein, represents the first tire slip ratio, , is the total number of vehicle tires, is the angular velocity of the first tire, is the dynamic radius of the first tire. In step S304, when the slip ratio of each tire of the vehicle is not equal to 0, the road adhesion coefficient formula of each tire is brought in to calculate the road adhesion coefficient of each tire contacting the road surface in real time.

[0043] The road adhesion coefficient formula of each tire is calculated as follows:

[0044]

[0045] wherein, represents the road adhesion coefficient of each tire contacting the road surface, , is the total number of vehicle tires, is the normal force of the first tire, is the driving force of the first tire, is the braking force of the first tire, is the moment of inertia of the first tire, is the angular acceleration of the first tire. Then, in the linear region of the slip ratio and road adhesion coefficient curve, the ratio calculation formula is brought in to calculate the ratio of the slip ratio and the road adhesion coefficient of each tire. The ratio formula of the slip ratio and the road adhesion coefficient of each tire is calculated as follows:

[0046]

[0047]

[0048] wherein, represents the ratio of the slip ratio and the road adhesion coefficient of each tire, represents the road adhesion coefficient of each tire contacting the road surface, represents the first tire slip ratio, ​​​​​​​​Tire slip ratio.

[0049] In step S305, the slip ratio and road adhesion coefficient curves of different road surfaces are different. In their linear region, the ratio of slip ratio to road adhesion coefficient of each tire varies greatly. By searching the recorded ratio of slip ratio to road adhesion coefficient of each tire under the slip ratio condition of different road surfaces, the ratio closest to the ratio of slip ratio to road adhesion coefficient of each tire is found, and the road adhesion coefficient of each tire is determined.

[0050] In step S306, the road adhesion coefficient of each tire is used to determine the first tire. Is the road surface that each tire travels on, such as an ice surface or a road surface after rain, a surface with low road adhesion?

[0051] In step S307, if a tire travels on a road surface with low road adhesion, the counter is incremented by 1.

[0052] In step S308, it is determined whether the cumulative value of the counter is greater than the number threshold of tires.

[0053] In step S309, if the cumulative value of the counter is greater than the quantity threshold, it is determined that the road surface on which the vehicle is currently driving is a low road surface adhesion rate road surface, such as ice or rain-soaked road surface; if the cumulative value of the counter is less than the quantity threshold, it is determined that the road surface on which the vehicle is currently driving is not a low road surface adhesion rate road surface.

[0054] In step S310, the identification of the vehicle's current road conditions ends.

[0055] Furthermore, in an embodiment of this application, identifying the vehicle's emergency braking condition based on the brake pedal opening includes: obtaining a first rate of change of the brake pedal opening; if the brake pedal opening is greater than an opening threshold and the first rate of change is greater than a first rate of change threshold, then determining that the vehicle's current driving condition is an emergency braking condition.

[0056] Among them, brake pedal opening is the travel distance or angle of the pedal from its initial stationary position to when it is fully depressed when the driver presses the brake pedal. It is usually expressed as a percentage, with 30% opening indicating that 30% of the total travel of the pedal is depressed. The first rate of change is the rate at which the positive opening of the brake pedal changes over time. The opening threshold is a preset critical value for the depth to which the driver depresses the brake pedal. The first rate of change threshold is the maximum rate at which the positive opening of the brake pedal changes over time.

[0057] Understandably, determining whether a vehicle is currently in an emergency braking situation requires judging the brake pedal opening and the first rate of change of the brake pedal. The vehicle is in an emergency braking situation only if both the brake pedal opening and the first rate of change of the brake pedal meet the judgment conditions.

[0058] Specifically, such asFigure 4 As shown, according to the brake pedal opening, the process of identifying the emergency braking road condition of the vehicle includes: In step S401, the current driving road condition of the vehicle is identified.

[0059] In step S402, the driver dynamic characteristic parameters and vehicle dynamic characteristic parameters such as brake pedal opening and brake pedal first change rate are obtained.

[0060] In step S403, the brake pedal opening is compared with the opening threshold value, and the brake pedal first change rate is compared with the first change rate threshold value.

[0061] In step S404, if the brake pedal opening is greater than the opening threshold value and the brake pedal first change rate is greater than the first change rate threshold value, it is determined that the vehicle is in an emergency braking road condition.

[0062] In step S405, the current driving road condition of the vehicle is identified.

[0063] For example, the brake pedal opening threshold value is 65%, and the brake pedal first change rate threshold value is 50% , it is detected that the driver pedals the brake pedal from 5% to 72% in 1 second, i.e. the brake pedal opening is 72%, and the brake pedal first change rate is 67% At this time, the brake pedal opening is greater than the opening threshold value and the brake pedal first change rate is greater than the first change rate threshold value, and it is determined that the vehicle is currently in an emergency braking state.

[0064] Further, in the embodiment of the present application, according to the vehicle speed and the road slope, the long-distance downhill road condition of the vehicle is identified, including: judging whether the road slope is greater than the slope threshold value; if the road slope is greater than the slope threshold value, obtaining the first duration of the road slope being greater than the slope threshold value, if the first duration is greater than the first duration threshold value, judging whether the vehicle speed is greater than the first vehicle speed threshold value; if the vehicle speed is greater than the first vehicle speed threshold value, obtaining the second duration of the vehicle speed being greater than the first vehicle speed threshold value, if the second duration is greater than the second duration threshold value, determining that the current driving road condition of the vehicle is a long-distance downhill road condition.

[0065] The slope threshold value is the maximum slope critical value of the slope reaching a specific function triggering condition, safety standard or performance requirement; the first duration is the time length of continuous driving of the vehicle on the continuous downhill road section; the first time length threshold value is the pre-set maximum time length of continuous driving of the vehicle on the continuous downhill road section; the first vehicle speed threshold value is the pre-set maximum speed of the vehicle on the continuous downhill road section; and the second duration is the time length of continuous driving of the vehicle on the continuous downhill road section and reaching the maximum speed of the vehicle.

[0066] It can be understood that, in order to determine that the current driving road condition of the vehicle is the long-distance downhill road condition, it is necessary to continue to judge the current vehicle speed on the basis of judging the slope threshold value and the first duration, and in the case that the slope threshold value, the first duration and the current vehicle speed all meet the determination conditions, the long-distance downhill road condition of the vehicle is recognized.

[0067] Specifically, as shown in FIG. 5, the process of recognizing the long-distance downhill road condition of the vehicle according to the vehicle speed and the road slope includes the following steps. Figure 5 In step S501, the current driving road condition of the vehicle is started to be recognized.

[0068] In step S502, the road slope data, the current vehicle speed, the vehicle driving time length and other driver dynamic characteristic parameters and vehicle dynamic characteristic parameters are acquired.

[0069] In step S503, the road slope data is compared with the slope threshold value.

[0070] In step S504, if the current road slope is greater than the slope threshold value and the first duration of the continuous downhill driving of the vehicle is greater than the first time length threshold value, the current vehicle speed is compared with the first vehicle speed threshold value.

[0071] In step S505, if the current vehicle speed is greater than the first vehicle speed threshold value and the second duration of the continuous driving of the vehicle at the current vehicle speed is greater than the second time length threshold value, it is determined that the current driving road condition of the vehicle is the long-distance downhill road condition.

[0072] In step S506, the current driving road condition of the vehicle is ended to be recognized.

[0073] ​Furthermore, in the embodiments of this application, identifying a long-term constant-speed road condition based on vehicle speed and steering wheel angle includes: determining whether the vehicle speed is greater than a second vehicle speed threshold; if the vehicle speed is greater than the second vehicle speed threshold, obtaining a third duration for which the vehicle speed is greater than the second vehicle speed threshold; if the third duration is greater than the third duration threshold, obtaining the standard deviation of the vehicle speed within a first preset duration; if the standard deviation is less than a preset value and the steering wheel angle within the second preset duration is less than the angle threshold, then determining that the current driving road condition of the vehicle is a long-term constant-speed road condition.

[0074] Among them, the second speed threshold is the maximum speed value preset in the vehicle's driving state; the third duration is the continuous driving time when the vehicle speed is greater than the maximum speed value; the third duration threshold is the longest continuous driving time preset in the vehicle speed greater than the maximum speed value; the first preset duration is a certain period of time preset when the vehicle speed is greater than the maximum driving speed and the driving time is greater than the maximum driving time; the standard deviation is a statistical indicator that measures the degree of deviation of each vehicle speed in the speed data from the average speed of the data set; the second preset duration is a certain period of time preset when the vehicle speed is greater than the maximum driving speed and the driving time is greater than the maximum driving time, and the speed standard deviation is less than a preset value; the steering angle threshold is the maximum critical value preset for the change in the steering wheel angle.

[0075] Understandably, by comparing driver dynamic characteristic parameters and vehicle dynamic characteristic parameters such as vehicle speed, vehicle travel time, vehicle speed standard deviation, and steering wheel angle with preset vehicle speed threshold, duration, duration threshold, standard deviation, and steering angle threshold, the system determines that the vehicle's current driving condition is a long-term constant speed road condition when the vehicle speed is greater than the second vehicle speed threshold, the third duration is greater than the third duration threshold, the standard deviation of the vehicle speed within the first preset duration is less than the preset value, and the steering wheel angle within the second preset duration is less than the steering angle threshold.

[0076] Specifically, such as Figure 6 As shown, the process for identifying a vehicle's long-term constant speed road conditions based on vehicle speed and steering wheel angle includes: In step S601, the current road conditions of the vehicle are identified.

[0077] In step S602, the driver's dynamic characteristic parameters and the vehicle's dynamic characteristic parameters, such as the vehicle's current speed, vehicle's continuous driving time, and steering wheel angle, are obtained.

[0078] In step S603, the current vehicle speed is compared with the second vehicle speed threshold.

[0079] In step S604, if the current speed of the vehicle is greater than a second speed threshold of the maximum speed of the vehicle, then continue to compare a third duration of the vehicle continuously driving at a current speed greater than the second speed threshold; if the third duration of the vehicle continuously driving at a current speed greater than the second speed threshold is greater than a third duration threshold of the maximum duration of the vehicle continuously driving at a current speed greater than the second speed threshold, then continue to compare the speed standard deviation within a preset time period when the driving duration is greater than the maximum driving duration at a current speed greater than the preset maximum driving speed.

[0080] In step S605, if the speed standard deviation within the first preset duration is less than a preset standard deviation value, then continue to compare the steering wheel angle within a second preset duration when the speed standard deviation is less than the preset value at a current speed greater than the maximum driving speed and the driving duration is greater than the maximum driving duration.

[0081] In step S606, if the angle change of the steering wheel is less than a preset maximum critical value of the steering wheel of the vehicle, then determine that the current driving condition of the vehicle is a long-time uniform speed road condition.

[0082] In step S607, end the identification of the current driving condition of the vehicle.

[0083] For example, the second speed threshold is set to 80 km / h, the third duration is 60 s, the third duration threshold is 10 s, the speed standard deviation preset value is 10 km / h, the second preset duration is 180 s, and the steering wheel angle threshold is 90°. It is detected that the vehicle speed is always greater than 85 km / h in the past 60 s, and the average speed is 88 km / h and the standard deviation is 2.5 km / h in the past 10 s, and the maximum steering wheel angle is 60° in the past 180 s. At this time, the speed is greater than the second speed threshold, the third duration is greater than the third duration threshold, the speed standard deviation within the first preset duration is less than the preset value, and the steering wheel angle within the second preset duration is less than the angle threshold. Therefore, it can be judged that the vehicle is currently driving on a highway, a national or provincial road, or a long-time uniform speed road.

[0084] Further, in the embodiment of the present application, the congestion condition of the vehicle is identified according to the speed, the acceleration and the accelerator pedal opening degree, including: judging whether the speed is less than a third speed threshold; if the speed is less than the third speed threshold, then obtaining a fourth duration of the speed being greater than the third speed threshold, if the fourth duration is greater than a fourth duration threshold, obtaining a second change rate of the accelerator pedal opening degree within a third preset duration; if the accelerator pedal opening degree is within a preset opening degree interval and the second change rate is greater than a second change rate threshold, if the acceleration is less than or equal to an acceleration threshold and the speed is less than the third speed threshold, then accumulating a counter; if the accumulated value of the counter exceeds a congestion threshold, then determining that the current driving condition of the vehicle is a congestion condition.

[0085] wherein the third speed threshold value is a minimum speed value preset for the vehicle driving state; the fourth duration is a duration of driving at a speed less than the minimum speed value; the fourth duration threshold value is a maximum duration of driving at a speed less than the minimum speed value preset; the third preset duration is a certain time period preset when the vehicle drives at a speed less than the minimum driving speed and the driving duration is greater than the maximum driving duration; the accelerator pedal opening degree is a percentage degree of the accelerator pedal being stepped on or released by the driver; the second change rate is a change amount of the degree of the accelerator pedal being stepped on or released per unit time in the vehicle congestion condition; the second change rate threshold value is a maximum value preset for the change amount of the degree of the accelerator pedal being stepped on or released per unit time; the acceleration threshold value is a maximum value preset for the acceleration; and the congestion threshold value is a maximum value preset for the cumulative congestion degree of the counter.

[0086] It can be understood that, by comparing the driver dynamic characteristic parameters and the vehicle dynamic characteristic parameters such as the vehicle speed, the vehicle driving duration, the accelerator pedal opening degree change rate, the vehicle acceleration, and the counter cumulative value with the preset speed threshold value, the duration, the duration threshold value, the change rate threshold value, the acceleration threshold value, and the congestion threshold value, the congestion road condition of the vehicle is recognized when the vehicle speed is less than the third speed threshold value, the fourth duration is greater than the fourth duration threshold value, the accelerator pedal opening degree is within the preset opening degree interval, the second change rate is greater than the second change rate threshold value, the acceleration is less than or equal to the acceleration threshold value, and the counter cumulative value exceeds the congestion threshold value.

[0087] Specifically, as shown in FIG. 7, the process of recognizing the congestion road condition of the vehicle according to the vehicle speed, the acceleration, and the accelerator pedal opening degree includes: Figure 7 In step S701, the current driving road condition of the vehicle is recognized.

[0088] In step S702, the driver dynamic characteristic parameters and the vehicle dynamic characteristic parameters such as the current speed of the vehicle, the driving duration of the vehicle, the accelerator pedal opening degree, the accelerator pedal opening degree change rate, and the acceleration of the vehicle are obtained.

[0089] In step S703, the current speed of the vehicle is compared with the third speed threshold value, and if the current speed of the vehicle is less than the third speed threshold value of the minimum vehicle driving speed, the fourth duration of driving at a speed less than the third speed threshold value is continuously compared.

[0090] ​In step S704, if the fourth duration of the continuous driving of the vehicle is greater than the fourth duration threshold of the longest duration of the continuous driving of the vehicle at the current speed less than the third speed threshold, the second change rate of the accelerator pedal opening degree is continued to be compared when the driving duration is greater than the maximum driving duration at the condition that the vehicle is driven at the speed less than the preset minimum driving speed; if the accelerator pedal opening degree is in the preset opening degree interval and the second change rate is greater than the second change rate threshold, the acceleration of the vehicle is continued to be judged.

[0091] In step S705, if the acceleration of the vehicle is less than or equal to the preset maximum acceleration, the counter cumulative value is added by 1.

[0092] In step S706, if the counter cumulative value exceeds the congestion threshold, it is determined that the vehicle is currently driven on the congested road.

[0093] In step S707, the current driving road condition of the vehicle is ended to be identified.

[0094] For example, the third speed threshold is set to be 20 km / h, the fourth duration threshold is set to be 20 s, the third preset duration is set to be 30 s, the positive opening degree of the accelerator pedal is preset to be the minimum opening degree of 10% and the maximum value of 20%, the second change rate of the accelerator pedal opening degree is set to be 5% s -1 , the acceleration threshold is set to be 0 m / s 2 , and the congestion threshold is set to be 2. The driver reduces the speed to 10 km / h, and then steps on the accelerator pedal again after 22 s, the pedal opening degree is 15%, the pedal opening degree change rate is 8% s, the acceleration is ended, the speed starts to decrease when the speed is 18 km / h, the counter cumulative value is added by 1, and the current cumulative value is 1; the driver steps on the accelerator pedal again after 17 s, the pedal opening degree is 12%, the pedal opening degree change rate is 6% s, the acceleration is ended, the speed starts to decrease when the speed is 16 km / h, the counter cumulative value is added by 1, and the current cumulative value is 2; the driver steps on the accelerator pedal again after 26 s, the pedal opening degree is 9%, the pedal opening degree change rate is 9% s, the acceleration is ended, the speed starts to decrease when the speed is 17 km / h, the counter cumulative value is added by 1, and the current cumulative value is 3, which exceeds the threshold 2, so it is determined that the vehicle is driven on the congested road at this time.

[0095] Further, in the embodiment of the present application, the energy recovery parameter of the energy recovery mode is adjusted according to the current driving road condition, the power battery parameter and the motor parameter, including: determining the first regenerative braking force parameter of the vehicle according to the power battery parameter; determining the second regenerative braking force parameter of the vehicle according to the motor parameter; and adjusting the energy recovery parameter of the energy recovery mode according to at least one of the current driving road condition, the first regenerative braking force parameter and the second regenerative braking force parameter.

[0096] The first regenerative braking force parameter is a parameter value that can be selected when performing the coasting energy recovery in the low-intensity energy recovery mode; and the second regenerative braking force parameter is an energy recovery parameter in the high-intensity energy recovery mode when the energy recovery power is set.

[0097] It can be understood that, according to the identified current driving road condition of the vehicle, the energy recovery mode currently selected by the driver, and the intelligent adjustment option being turned on, the recovery intensities of the coasting energy recovery and the braking energy recovery are modified.

[0098] Specifically, in the case where the intelligent adjustment option is turned on, according to the identified current driving road condition of the vehicle, the recovery intensities of the coasting energy recovery and the braking energy recovery are modified. When the current driving road surface of the vehicle is a low adhesion rate road surface such as an icy road surface or a road surface after rain, and the intelligent adjustment option is turned on by the driver, in the coasting energy recovery, the regenerative braking energy recovery power is set to the minimum value that can be selected when performing the coasting energy recovery in the low-intensity energy recovery mode, and if the number of times of triggering the ABS / ESP exceeds a threshold value, the energy recovery is turned off. In the braking energy recovery, if a reliable regenerative braking energy recovery power that can ensure safe driving on a low adhesion coefficient road is obtained in the calibration experiment, this energy recovery power is selected. If no reliable regenerative braking energy recovery power is obtained, the energy recovery power is reduced to the minimum value that can be selected when performing the braking energy recovery in the low-intensity energy recovery mode. If the number of times of triggering the ABS / ESP exceeds a threshold value, the energy recovery is turned off.

[0099] The regenerative braking energy recovery power is the power recovered into the motor, and the regenerative braking torque is the regenerative braking torque output by the motor, and their relationship is shown in the following formula:

[0100] wherein, is the regenerative braking torque output by the motor, is the angular velocity output by the motor.

[0101] When the vehicle triggers an emergency brake and the intelligent adjustment option is turned on by the driver, in the braking energy recovery, the limit of the energy recovery power allowed by the originally selected energy recovery mode is broken, and the maximum regenerative braking energy recovery power under the premise of ensuring safety is used to enable the motor to output the maximum regenerative braking torque that can be safely and stably output under the current conditions of the motor. If the required braking torque is greater than the regenerative braking torque, the remaining part is provided by the mechanical braking system.

[0102] The maximum regenerative braking energy recovery power that can be safely and stably output by the motor which is calculated by the following formula:

[0103] wherein, The maximum safe charging power allowed for the power battery under the current SOC, temperature, and other conditions; For the loads in the vehicle that need to be powered by the power battery, including: DC-DC converter, PTC (Positive Temperature Coefficient, heater), air conditioning compressor, car lights, audio system, and car machine large screen, etc. The power generation efficiency of the motor during regenerative braking; The maximum safe power generation efficiency allowed for the motor under the current speed, temperature, and other conditions.

[0104] When the vehicle is descending for a long distance, and the driver turns on the intelligent adjustment option, the slip energy recovery, under the current conditions, the driver selects the energy recovery mode, the original motor regenerative braking torque is increased by to resist the natural acceleration caused by gravity. If the motor's regenerative braking torque under the current battery state, vehicle speed, temperature, and other factors in the low-intensity energy recovery mode is , then the modified regenerative braking torque is ; if the motor's regenerative braking torque under the current battery state, vehicle speed, temperature, and other factors in the high-intensity energy recovery mode is , then the modified regenerative braking torque is .

[0105] It can be calculated by the following formula:

[0106] Where, is the vehicle weight, is the gravity coefficient, is the total transmission ratio from the engine output shaft to the wheels, if the transmission mechanism from the engine output shaft to the wheels goes through a gearbox (transmission ratio ) and a main reducer (transmission ratio ), then , is the transmission efficiency from the engine output shaft to the wheels.

[0107] In the braking energy recovery, the regenerative braking energy recovery power is equal to the power of the braking energy recovery in the high-intensity energy recovery mode. This can efficiently recover energy and protect the mechanical brake, reduce the burden of the mechanical brake, and avoid brake overheating failure.

[0108] When the vehicle is traveling at a constant speed on highways, national and provincial roads, or similar routes, and the driver has the intelligent adjustment option enabled, the following changes will occur during coasting energy recovery: If the driver selects the low-intensity energy recovery mode, no changes will be made. If the driver selects the high-intensity energy recovery mode, the triggering condition is as follows: In the original high-intensity energy recovery mode, the energy recovery system monitors the rate of change of the accelerator pedal opening in real time. When the driver quickly releases the accelerator pedal, or when the accelerator pedal opening is less than a threshold, the system will immediately trigger high-intensity energy recovery, producing a noticeable deceleration drag. When the driver slowly releases the accelerator pedal, the system will gradually increase the recovery intensity proportionally based on the speed and magnitude of the decrease in opening. When the accelerator pedal opening drops to 0%, the system will immediately apply the maximum energy recovery torque allowed in high-intensity energy recovery mode to achieve the strongest deceleration effect. After the modification, when the driver slowly releases the accelerator pedal, no energy recovery will occur; that is, the motor will not output regenerative braking torque, and everything else remains unchanged. Furthermore, from the moment coasting energy recovery begins, the vehicle speed decreases until acceleration resumes, provided the driver does not apply the brakes and the speed decrease is less than the threshold (i.e., ... ,in The vehicle speed required to trigger energy recovery. The counter (for the vehicle speed at which acceleration resumes) then... Increment by 1 if the cumulative value of the counter exceeds the threshold. The system was determined to have excessive deceleration force, exceeding the original regenerative braking torque of the motor in the high-intensity energy recovery mode. Reduce on the basis The regenerative braking torque of the motor after compensation is obtained. .

[0109] It can be calculated using the following formula:

[0110] in, This refers to the original output regenerative braking torque of the motor in high-intensity energy recovery mode. This refers to the regenerative braking torque of the motor under the same battery condition, vehicle speed, temperature, and other factors during high-intensity energy recovery mode. The number of times the brakes are used. The threshold for the number of times the brakes are used is set. The set value directly determines the reduction ratio of the motor's regenerative braking torque.

[0111] In regenerative braking, the energy recovery power is set to the energy recovery power of the high-intensity energy recovery mode.

[0112] When the vehicle is running in a congested road condition and the driver turns on the intelligent adjustment option, in the coasting energy recovery, if the driver selects the energy recovery intensity mode as low intensity, no modification is made. If the driver selects the energy recovery intensity mode as high intensity, the number of times of using the brake is recorded If the number of times of using the brake exceeds a threshold value , the motor regenerative braking torque in the high-intensity energy recovery mode is increased based on the original motor regenerative braking torque , to obtain the compensated motor regenerative braking torque .

[0113] The compensated motor regenerative braking torque can be calculated by the following formula:

[0114] wherein, is the maximum motor energy recovery power allowed under the condition of ensuring safety, is the motor output angular velocity, is the original output regenerative braking torque of the motor in the high-intensity energy recovery mode, is the number of times of using the brake, is the set threshold value of the number of times of using the brake, is a set value directly determining the increase proportion of the motor regenerative braking torque.

[0115] In the braking energy recovery, the energy recovery power is set as the energy recovery power in the high-intensity energy recovery mode. The vehicle running in a congested road condition is characterized by a very high frequency of using the brake, but the braking force demand is usually not large, and most of the braking belongs to low-speed light braking, which is exactly the working condition of efficient motor recovery.

[0116] The embodiments of the present application can identify the current driving road condition of the vehicle, such as low adhesion rate, emergency braking, long-distance downhill, long-time constant speed, and vehicle congestion, by using the driver dynamic characteristic parameter and the vehicle dynamic characteristic parameter, determine the priority of extending the vehicle range and protecting the driving safety in different road conditions, use the intervention mechanism of regenerative braking to adjust the regenerative braking recovery power and other energy recovery parameters, when the intelligent adjustment is turned on, reduce unnecessary high-risk energy recovery as much as possible, and achieve the effect of intelligently adjusting the energy recovery intensity.

[0117] In step S103, after the energy recovery parameter is adjusted, whether the current driving road condition of the vehicle is changed is identified according to the driver dynamic characteristic parameter and the vehicle dynamic characteristic parameter. When the current driving road condition is changed, the current energy recovery parameter of the energy recovery mode is restored to the energy recovery parameter before the energy recovery mode is adjusted, and the current driving road condition of the vehicle is identified again.

[0118] Understandably, after adjusting the energy recovery parameters, the system identifies whether the current road conditions have changed based on the driver's dynamic characteristic parameters and the vehicle's dynamic characteristic parameters. If the road conditions have changed, the adjusted energy recovery parameters need to be restored to the parameters before the adjustment, and the current road conditions need to be re-identified. This avoids incorrect adaptation of intelligent operation, ensures the safety of intelligent adjustment of energy recovery, and improves the overall performance and efficiency of the vehicle.

[0119] Furthermore, in the embodiments of this application, identifying whether the current driving road condition of the vehicle has changed based on the driver's dynamic characteristic parameters and the vehicle's dynamic characteristic parameters includes: taking the current driving road condition before the energy recovery parameters are adjusted as the first driving road condition, and taking the current driving road condition after the energy recovery parameters are adjusted as the second driving road condition, wherein both the first driving road condition and the second driving road condition are determined based on the driver's dynamic characteristic parameters and the vehicle's dynamic characteristic parameters; if the first driving road condition and the second driving road condition are consistent, it is determined that the current driving road condition of the vehicle has not changed; if the first driving road condition and the second driving road condition are inconsistent, it is determined that the current driving road condition of the vehicle has changed.

[0120] Understandably, comparing the first driving conditions before the vehicle's energy recovery parameters were adjusted with the second driving conditions after the adjustment, if the first and second driving conditions are the same, it is determined that the vehicle's current driving conditions have not changed; if the first and second driving conditions are different, it is determined that the vehicle's current driving conditions have changed. Re-identifying the current road conditions can avoid incorrect adaptation of intelligent operation, ensure the safety of intelligent adjustment of energy recovery, and improve the overall performance and efficiency of the vehicle.

[0121] Specifically, when the vehicle is currently driving on a low-adhesion surface, the calculated road adhesion coefficients for each tire are... and slip ratio ratio If the corresponding road surface is not a low road surface adhesion coefficient road surface and the duration is greater than the preset time threshold, then it is determined that the road surface on which the vehicle is currently driving is not a low adhesion coefficient road surface, and the road condition has changed.

[0122] If the accelerator pedal opening is less than the preset opening threshold when the vehicle is currently undergoing emergency braking, it is determined that the vehicle is no longer undergoing emergency braking, and the change in road conditions is identified.

[0123] When a vehicle is descending a long slope, if the road gradient is less than a preset gradient threshold and the duration is greater than a preset duration, it is determined that the vehicle is no longer descending the slope, and the road conditions have changed.

[0124] When the vehicle travels on a long-time uniform-speed road such as a highway, a national road, or a provincial road, the vehicle speed is less than a preset speed threshold, and the duration is greater than a preset duration threshold, or the standard deviation of the vehicle speed in a given time is greater than a preset standard deviation threshold, or the steering wheel angle in a given time is greater than a preset steering angle threshold, it is determined that the vehicle is currently not traveling on a long-time uniform-speed road such as a highway, a national road, or a provincial road, and it is identified that the road condition has changed.

[0125] When the vehicle travels on a congested road, the vehicle speed is greater than a preset vehicle speed threshold, and the duration is greater than a preset duration threshold, it is determined that the vehicle is currently not traveling on a congested road, and it is identified that the road condition has changed.

[0126] Therefore, the embodiments of the present application can identify whether the current driving road condition of the vehicle has changed through the driver dynamic characteristic parameters and the vehicle dynamic characteristic parameters, and in the case where it is determined that the current driving road condition has changed, the current energy recovery parameter is adjusted to recover to the energy recovery parameter before the energy recovery mode is adjusted, and the current road condition is re-identified, which can avoid the wrong adaptation of intelligent operation, ensure the safety of intelligent adjustment of energy recovery, and improve the overall performance and efficiency of the vehicle.

[0127] According to the vehicle energy recovery control method provided by the embodiments of the present application, the driver dynamic characteristic parameters and the vehicle dynamic characteristic parameters are obtained through the sensors commonly installed on the vehicle, the current driving road condition of the vehicle is determined, the energy recovery parameter of the energy recovery mode is adjusted to adapt to the current road condition in combination with the power battery parameters and the motor parameters of the vehicle in different driving road conditions, the energy recovery intensity, the intervention mechanism of regenerative braking, and the size of regenerative braking recovery power are intelligently adjusted without increasing expensive high-precision sensors, the intelligent adjustment of energy recovery is realized at low cost and high safety, the vehicle range is extended, and the priority of driving safety is protected.

[0128] Figure 8 A structural schematic diagram of a vehicle is provided for the embodiments of the present application. The vehicle 80 can include: a memory 801, a processor 802, and a computer program stored in the memory 801 and executable on the processor 802.

[0129] The processor 802 implements the vehicle energy recovery control method provided in the above embodiments when executing the program.

[0130] Further, the vehicle 80 further includes: a communication interface 803 for communication between the memory 801 and the processor 802.

[0131] The memory 801 is used to store the computer program executable on the processor 802.

[0132] The memory 801 can include a high-speed RAM (Random Access Memory) memory, and can also include a nonvolatile memory such as at least one disk memory.

[0133] If the memory 801, the processor 802 and the communication interface 803 are implemented independently, the communication interface 803, the memory 801 and the processor 802 can be connected to each other through a bus and complete communication between each other. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component) bus or an EISA (Extended Industry Standard Architecture) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For the convenience of representation, Figure 8 In the figure, only one thick line is used to represent, but it does not mean that there is only one bus or one type of bus.

[0134] Optionally, in a specific implementation, if the memory 801, the processor 802 and the communication interface 803 are integrated on a chip, the memory 801, the processor 802 and the communication interface 803 can complete communication between each other through an internal interface.

[0135] The processor 802 can be a CPU (Central Processing Unit), or an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement the embodiments of the present application.

[0136] In the description of the present specification, the description of the terms "one embodiment", "some embodiments", "an example", "a specific example" or "some examples" means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present specification, the illustrative description of the above terms is not necessarily for the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or N embodiments or examples in a suitable manner. In addition, the person skilled in the art can combine and combine the different embodiments or examples described in the present specification and the features of the different embodiments or examples without contradiction.

[0137] Furthermore, the terms "first", "second", etc. are used herein only to describe different steps or features and do not imply a relative importance or a specific order of steps or features. Thus, a feature defined with "first", "second", etc. can explicitly or implicitly include at least one of the feature. In the description of the present application, the meaning of "N" is at least two, for example, two, three, etc., unless otherwise explicitly specified.

[0138] Any process or method descriptions or blocks in flow charts or otherwise described herein represent embodiments of modules, segments, or portions of code which include one or more executable instructions for implementing specific logical functions or steps, and alternate implementations are possible. In some embodiments, the processes or methods described in flow charts or otherwise described herein are intended to be implemented by computer readable storage medium encoded with computer readable program code. It should be understood that many of the steps or processes described herein can be used with other embodiments of the present application.

[0139] It should be understood that various parts of the present application can be implemented in hardware, software, firmware or a combination thereof. In the above embodiments, the steps or methods can be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. As such, if implemented in hardware and in another embodiment, any of the following technologies or their combination can be used: discrete logic circuitry having logic gates for implementing logic functions on data signals, application specific integrated circuits having appropriate combinational logic gates, programmable gate arrays, field programmable gate arrays, etc.

[0140] Those of ordinary skill in the art can understand that all or part of the steps carried out by the method of the above embodiments can be instructed by a program to complete the relevant hardware, and the above program can be stored in a computer readable storage medium. When the program is executed, it includes one of the steps of the method embodiments or a combination thereof.

[0141] Although the embodiments of the present application have been shown and described above, it should be understood that the above embodiments are exemplary and cannot be construed as limiting the present application, and those of ordinary skill in the art can make changes, modifications, replacements and variations to the above embodiments within the scope of the present application.

Claims

1. A vehicle energy recovery control method characterized by comprising: The method comprises the following steps: When the vehicle starts the energy recovery mode, obtaining driver dynamic characteristic parameters and vehicle dynamic characteristic parameters through various sensors on the vehicle, wherein the driver dynamic characteristic parameters include at least one of an accelerator pedal opening degree, a brake pedal opening degree and a steering wheel steering angle, and the vehicle dynamic characteristic parameters include at least one of a vehicle speed, an acceleration, a tire parameter, a road slope, a power battery parameter and a motor parameter; According to the driver dynamic characteristic parameters and the vehicle dynamic characteristic parameters, identifying a current driving road condition of the vehicle, adjusting an energy recovery parameter of the energy recovery mode according to the current driving road condition, the power battery parameter and the motor parameter, and performing an energy recovery action of the vehicle based on the adjusted energy recovery parameter; After the energy recovery parameter is adjusted, according to the driver dynamic characteristic parameters and the vehicle dynamic characteristic parameters, identifying whether the current driving road condition of the vehicle changes, and when the current driving road condition changes, restoring the current energy recovery parameter of the energy recovery mode to the energy recovery parameter before the energy recovery mode is adjusted, and starting to identify the current driving road condition of the vehicle again.

2. The vehicle energy recovery control method according to claim 1, characterized by, The current driving road condition includes at least one of a low adhesion rate road condition, an emergency braking road condition, a long distance downhill road condition, a long time constant speed road condition and a congestion road condition, and the step of identifying the current driving road condition of the vehicle according to the driver dynamic characteristic parameters and the vehicle dynamic characteristic parameters comprises: identifying the low adhesion rate road condition of the vehicle according to the vehicle speed and the tire parameter; identifying the emergency braking road condition of the vehicle according to the brake pedal opening degree; identifying the long distance downhill road condition of the vehicle according to the vehicle speed and the road slope; identifying the long time constant speed road condition of the vehicle according to the vehicle speed and the steering wheel steering angle; identifying the congestion road condition of the vehicle according to the vehicle speed, the acceleration and the accelerator pedal opening degree.

3. The vehicle energy recovery control method according to claim 2, characterized by, The step of identifying the low adhesion rate road condition of the vehicle according to the vehicle speed and the tire parameter comprises: calculating a slip rate of each tire according to the vehicle speed and the tire parameter; calculating a road adhesion coefficient of each tire according to the tire parameter and the slip rate of each tire, and calculating a ratio of the slip rate to the road adhesion coefficient of each tire; finding a linear region from a slip rate and road adhesion coefficient curve according to the ratio of each tire, and determining the road adhesion coefficient of each tire according to the linear region; identifying that each tire is in the low adhesion rate road condition according to the road adhesion coefficient of each tire, and determining that the current driving road condition of the vehicle is the low adhesion rate road condition if the number of tires in the low adhesion rate road condition is greater than a number threshold.

4. The vehicle energy recovery control method according to claim 2, characterized by, The step of identifying the emergency braking road condition of the vehicle according to the brake pedal opening degree comprises: obtaining a first change rate of the brake pedal opening degree; determining that the current driving road condition of the vehicle is the emergency braking road condition if the brake pedal opening degree is greater than an opening degree threshold and the first change rate is greater than a first change rate threshold.

5. The vehicle energy recovery control method according to claim 2, characterized by, The long-distance downhill road condition of the vehicle is identified according to the vehicle speed and the road slope, and the method comprises: determining whether the road slope is greater than a slope threshold value; if the road slope is greater than the slope threshold value, obtaining a first duration in which the road slope is greater than the slope threshold value, and determining whether the vehicle speed is greater than a first vehicle speed threshold value if the first duration is greater than a first duration threshold value; if the vehicle speed is greater than the first vehicle speed threshold value, obtaining a second duration in which the vehicle speed is greater than the first vehicle speed threshold value, and determining that the current driving condition of the vehicle is the long-distance downhill road condition if the second duration is greater than a second duration threshold value.

6. The vehicle energy recovery control method according to claim 2, characterized by, The long-time constant-speed road condition of the vehicle is identified according to the vehicle speed and the steering wheel angle, and the method comprises: determining whether the vehicle speed is greater than a second vehicle speed threshold value; if the vehicle speed is greater than the second vehicle speed threshold value, obtaining a third duration in which the vehicle speed is greater than the second vehicle speed threshold value, and obtaining a standard deviation of the vehicle speed within a first preset duration if the third duration is greater than a third duration threshold value; if the standard deviation is less than a preset value and the steering wheel angle is less than an angle threshold value within a second preset duration, determining that the current driving condition of the vehicle is the long-time constant-speed road condition.

7. The vehicle energy recovery control method according to claim 2, characterized by, The congestion road condition of the vehicle is identified according to the vehicle speed, the acceleration and the accelerator pedal opening, and the method comprises: determining whether the vehicle speed is less than a third vehicle speed threshold value; if the vehicle speed is less than the third vehicle speed threshold value, obtaining a fourth duration in which the vehicle speed is greater than the third vehicle speed threshold value, and obtaining a second change rate of the accelerator pedal opening within a third preset duration if the fourth duration is greater than a fourth duration threshold value; if the accelerator pedal opening is within a preset opening interval and the second change rate is greater than a second change rate threshold value, and if the acceleration is less than or equal to an acceleration threshold value and the vehicle speed is less than the third vehicle speed threshold value, accumulating a counter; if the accumulated value of the counter exceeds a congestion threshold value, determining that the current driving condition of the vehicle is the congestion road condition.

8. The vehicle energy recovery control method according to claim 1, characterized by, The energy recovery parameter of the energy recovery mode is adjusted according to the current driving condition, the power battery parameter and the motor parameter, and the method comprises: determining a first regenerative braking force parameter of the vehicle according to the power battery parameter; determining a second regenerative braking force parameter of the vehicle according to the motor parameter; adjusting the energy recovery parameter of the energy recovery mode according to at least one of the current driving condition, the first regenerative braking force parameter and the second regenerative braking force parameter.

9. The vehicle energy recovery control method according to claim 1, characterized by, The current driving condition of the vehicle is identified according to the driver dynamic characteristic parameter and the vehicle dynamic characteristic parameter, and the method comprises: taking the current driving condition before the energy recovery parameter is adjusted as a first driving condition, and taking the current driving condition after the energy recovery parameter is adjusted as a second driving condition, wherein the first driving condition and the second driving condition are determined according to the driver dynamic characteristic parameter and the vehicle dynamic characteristic parameter. If the first driving condition and the second driving condition are consistent, it is determined that the current driving condition of the vehicle has not changed, and if the first driving condition and the second driving condition are inconsistent, it is determined that the current driving condition of the vehicle has changed.

10. A vehicle characterized by comprising: Comprising: A memory, a processor, and a computer program stored on the memory and executable on the processor, the processor executing the program to implement the vehicle energy recovery control method of any one of claims 1-9.

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