Braking energy recovery adjusting system and method

Abstract

The invention discloses a braking energy recovery adjusting system and method. The braking energy recovery adjusting system comprises a vehicle-mounted road surface recognition module used for determining a current real-time road surface adhesion coefficient according to image information of a current road surface; the vehicle-mounted remote monitoring module is used for sending the image information of the current road surface, the current real-time road surface adhesion coefficient, the position information of the current vehicle and the vehicle operation information to the information management platform, and sending the road surface adhesion coefficient of the previous vehicle returned by the platform to the vehicle-mounted road surface recognition module; determining a first corrected road adhesion coefficient according to the coefficient and the current real-time road adhesion coefficient; and the braking energy recovery adjusting module is used for correcting the first corrected road adhesion coefficient by using the current dynamic road adhesion coefficient, determining an optimal slip interval and a braking recovery torque limit value according to the obtained second corrected road adhesion coefficient, and adjusting the braking energy recovery capacity value of the vehicle according to the braking recovery torque limit value. And the stability and the cruising ability of the vehicle are ensured by fully utilizing energy recovery.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a brake energy recovery adjustment system and method. BACKGROUND

[0002] With the continuous improvement of new energy vehicle technology, new energy vehicles are becoming more and more popular, and users have higher and higher requirements for the endurance of new energy vehicles. Among them, fully recovering energy under braking conditions has become an important method to improve the endurance of vehicles. However, in the case of poor road adhesion coefficient, brake energy recovery through the front axle or rear axle will cause large wheel slip or even risk of wheel lock, thereby reducing the stability of the vehicle.

[0003] Currently, when the wheel slip is large, or even the anti-lock braking control or dynamic stability control vehicle stability is poor, the vehicle motor will quickly increase the torque and directly exit the brake energy recovery operation to ensure the stability of the vehicle. As a result, brake energy recovery cannot be fully utilized to improve the endurance of the vehicle, and the endurance of the vehicle cannot be improved as much as possible on the basis of preventing the risk of vehicle instability, resulting in the loss of part of the brake energy, thereby limiting the endurance of the new energy vehicle. SUMMARY

[0004] Therefore, the main purpose of the embodiments of the present application is to provide a brake energy recovery adjustment system and method, which can adjust the brake energy recovery capability value based on the road adhesion condition obtained by the Internet of Vehicles big data, thereby ensuring the stability of the vehicle while fully improving the endurance of the vehicle.

[0005] In a first aspect, the embodiments of the present application provide a brake energy recovery adjustment system, which comprises: a vehicle-mounted road identification module, a vehicle-mounted remote monitoring module, and a brake energy recovery adjustment module.

[0006] The vehicle-mounted road identification module is configured to obtain image information of the current road and send the image information of the current road to the vehicle-mounted remote monitoring module, and determine a current real-time road adhesion coefficient based on the image information of the current road and send the current real-time road adhesion coefficient to the vehicle-mounted remote monitoring module.

[0007] The vehicle-mounted remote monitoring module is configured to obtain position information and vehicle running information of the current vehicle, and send the image information of the current road, the current real-time road adhesion coefficient, the position information and the vehicle running information of the current vehicle to an information management platform, and receive the road adhesion coefficient of the previous vehicle returned from the information management platform and send it to the vehicle-mounted road identification module.

[0008] The vehicle-mounted road surface identification module is further configured to determine a first corrected road surface adhesion coefficient according to the current real-time road surface adhesion coefficient and the received road surface adhesion coefficient of the previous vehicle, and send the first corrected road surface adhesion coefficient to the brake energy recovery adjustment module.

[0009] The brake energy recovery adjustment module is configured to determine a current dynamic road surface adhesion coefficient, and correct the first corrected road surface adhesion coefficient by using the current dynamic road surface adhesion coefficient to obtain a second corrected road surface adhesion coefficient.

[0010] The brake energy recovery adjustment module is further configured to determine an optimal slip interval and a brake recovery torque limit value according to the second corrected road surface adhesion coefficient, and adjust a brake energy recovery capability value of the vehicle according to the brake recovery torque limit value.

[0011] Optionally, the vehicle-mounted road surface identification module comprises a vehicle-mounted camera and a road surface identification control module.

[0012] The vehicle-mounted road surface identification module is configured to acquire image information of a current road surface, and specifically comprises:

[0013] The vehicle-mounted camera is configured to acquire image information of a current road surface.

[0014] The vehicle-mounted road surface identification module is configured to determine a current real-time road surface adhesion coefficient according to the image information of the current road surface, and specifically comprises:

[0015] The road surface identification control module is configured to perform image feature analysis on the image information of the current road surface to obtain road surface feature information.

[0016] The road surface identification control module is further configured to divide the road surface according to the road surface feature information and a spatial frequency spectrum rule, and perform road surface adhesion coefficient identification according to a division result and a preset empirical model to obtain the current real-time road surface adhesion coefficient.

[0017] Optionally, the preset empirical model is a hidden Markov model.

[0018] Optionally, the system further comprises:

[0019] The road surface identification control module is configured to send the current real-time road surface adhesion coefficient to the vehicle-mounted remote monitoring module through a vehicle CAN bus, and receive a road surface adhesion coefficient of a previous vehicle acquired by the vehicle-mounted remote monitoring module from an information management platform through the CAN bus.

[0020] The vehicle-mounted road surface identification module is further configured to determine a first corrected road surface adhesion coefficient according to the current real-time road surface adhesion coefficient and the received road surface adhesion coefficient of the previous vehicle, and send the first corrected road surface adhesion coefficient to the brake energy recovery adjustment module, and specifically comprises:

[0021] The road surface recognition control module is further configured to analyze and correct the current real-time road surface adhesion coefficient by using the received road surface adhesion coefficient of the previous vehicle to obtain a first corrected road surface adhesion coefficient, and transmit the first corrected road surface adhesion coefficient to the brake energy recovery adjustment module through the CAN bus.

[0022] Optionally, the vehicle-mounted remote monitoring module comprises a vehicle information transceiver module and a global positioning system (GPS), wherein the vehicle information transceiver module is connected to various vehicle-mounted controllers on the vehicle through the CAN bus.

[0023] The vehicle-mounted remote monitoring module is configured to obtain position information and vehicle operation information of the current vehicle, specifically as follows.

[0024] The GPS is configured to obtain the position information of the current vehicle.

[0025] The vehicle information transceiver module is configured to obtain the vehicle operation information from the various vehicle-mounted controllers on the vehicle.

[0026] Optionally, the vehicle operation information comprises at least one of vehicle basic information, vehicle speed, acceleration, brake pedal opening, wheel slip, vehicle stability, current road section other vehicle driving state in the Internet of Vehicles big data, and road surface characteristic experience model information.

[0027] Optionally, the brake energy recovery adjustment module comprises a brake control module, and the brake energy recovery adjustment module is configured to determine a current dynamic road surface adhesion coefficient, and correct the first corrected road surface adhesion coefficient by using the current dynamic road surface adhesion coefficient to obtain a second corrected road surface adhesion coefficient, specifically as follows.

[0028] The brake control module is configured to estimate the current dynamic road surface adhesion coefficient based on the vehicle dynamics response by the longitudinal tire adhesion coefficient and lateral acceleration, and take the minimum of the current dynamic road surface adhesion coefficient and the first corrected road surface adhesion coefficient to obtain the second corrected road surface adhesion coefficient.

[0029] Optionally, the brake energy recovery adjustment module further comprises a motor torque control module and a large-screen entertainment adjustment module, and the brake energy recovery adjustment module is further configured to determine an optimal slip interval and a brake recovery torque limit value according to the second corrected road surface adhesion coefficient, and adjust the brake energy recovery capability value of the vehicle according to the brake recovery torque limit value, specifically as follows.

[0030] The brake control module is further configured to refer to a slip rate and adhesion coefficient experience curve, determine the optimal slip interval and the brake recovery torque limit value according to the second corrected road surface adhesion coefficient.

[0031] The motor torque control module is configured to adjust the braking energy recovery torque limit value to adjust the braking energy recovery capability of the vehicle.

[0032] The large-screen entertainment adjustment module is configured to prompt the vehicle user through a pop-up window to adjust the braking energy recovery torque limit value of the vehicle and automatically adjust and display the optimal braking energy recovery torque limit value.

[0033] In a second aspect, the embodiments of the present application provide a braking energy recovery adjustment method, which is applied to the braking energy recovery adjustment system of the first aspect, and the method comprises the following steps:

[0034] Obtaining image information of a current road surface and determining a current real-time road surface adhesion coefficient according to the image information of the current road surface;

[0035] Obtaining position information of a current vehicle and correcting the current real-time road surface adhesion coefficient based on a road surface adhesion coefficient of a previous vehicle at the position stored in an information management platform to obtain a first corrected road surface adhesion coefficient;

[0036] Obtaining a current dynamic road surface adhesion coefficient and correcting the first corrected road surface adhesion coefficient according to the current dynamic road surface adhesion coefficient to obtain a second corrected road surface adhesion coefficient;

[0037] Referring to an empirical curve of a slip ratio and a road surface adhesion coefficient, determining a best slip interval of the vehicle according to the second corrected road surface adhesion coefficient;

[0038] Determining a braking energy recovery torque limit value based on the best slip interval of the vehicle and adjusting the braking energy recovery torque limit value to adjust a braking energy recovery capability of the vehicle.

[0039] Optionally, the obtaining of the current dynamic road surface adhesion coefficient comprises:

[0040] The current dynamic road surface adhesion coefficient is estimated based on a longitudinal tire adhesion coefficient and a lateral acceleration according to a vehicle dynamics response.

[0041] Optionally, the determining of the braking energy recovery torque limit value based on the best slip interval of the vehicle comprises:

[0042] The vehicle braking torque is calculated by an anti-lock braking system (ABS) based on the best slip of the current road surface.

[0043] The braking energy recovery torque limit value is obtained by taking a smaller value between the vehicle braking torque and a braking torque target value calculated according to a stability factor of the vehicle.

[0044] Optionally, the adjusting the brake energy recovery capability value of the vehicle according to the brake energy recovery torque limit value comprises:

[0045] The pop-up window is used to prompt the vehicle user about the adjustment of the brake energy recovery torque limit value of the vehicle, and the optimal brake energy recovery torque limit value is automatically adjusted and displayed.

[0046] The brake energy recovery adjustment system and method provided by the embodiment of the present application comprises a vehicle-mounted road surface identification module, a vehicle-mounted remote monitoring module and a brake energy recovery adjustment module. The vehicle-mounted road surface identification module is configured to acquire image information of a current road surface, and send the image information of the current road surface to the vehicle-mounted remote monitoring module, and determine a current real-time road surface adhesion coefficient according to the image information of the current road surface, and send the current real-time road surface adhesion coefficient to the vehicle-mounted remote monitoring module. The vehicle-mounted remote monitoring module is configured to acquire position information and vehicle running information of a current vehicle, and send the image information of the current road surface, the current real-time road surface adhesion coefficient, the position information and the vehicle running information of the current vehicle to an information management platform, and receive a previous road surface adhesion coefficient of the vehicle returned from the information management platform, and send the previous road surface adhesion coefficient to the vehicle-mounted road surface identification module. The vehicle-mounted road surface identification module is further configured to determine a first corrected road surface adhesion coefficient according to the current real-time road surface adhesion coefficient and the received previous road surface adhesion coefficient of the vehicle, and send the first corrected road surface adhesion coefficient to the brake energy recovery adjustment module. The brake energy recovery adjustment module is configured to determine a current dynamic road surface adhesion coefficient, and correct the first corrected road surface adhesion coefficient by using the current dynamic road surface adhesion coefficient to obtain a second corrected road surface adhesion coefficient. Meanwhile, the brake energy recovery adjustment module is further configured to determine an optimal slip interval and a brake recovery torque limit value according to the second corrected road surface adhesion coefficient, and adjust a brake energy recovery capability value of the vehicle according to the brake recovery torque limit value.

[0047] It can be seen that, in the embodiment of the present application, the road surface adhesion condition is obtained based on the Internet of Vehicles big data, the brake energy recovery capability value of the vehicle is adjusted, the road surface adhesion coefficient is calculated and corrected by using the vehicle-mounted camera and the information management platform, the optimal slip interval and the brake recovery torque limit value are obtained, and the torque limit for brake energy recovery is controlled. Compared with the existing mode of directly exiting the brake energy recovery operation when the stability of the vehicle is poor, the risk of instability is avoided, and the brake energy recovery rate and the endurance of the vehicle are improved. BRIEF DESCRIPTION OF DRAWINGS

[0048] In order to clearly illustrate the specific implementation manner of the embodiments of the present application, the drawings used in the description of the specific embodiments will be briefly described. Obviously, these drawings are only a part of the drawings of the embodiments of the present application, and the ordinary skilled in the art can obtain other drawings without paying creative labor.

[0049] Figure 1 is a structural block diagram of a brake energy recovery adjustment system provided by an embodiment of the present application;

[0050] Figure 2 is a schematic diagram of a slip rate and road adhesion coefficient empirical curve provided by an embodiment of the present application;

[0051] Figure 3 is a flowchart of a brake energy recovery adjustment method provided by an embodiment of the present application;

[0052] Figure 4 is a structural block diagram of a vehicle networking big data platform provided by an embodiment of the present application;

[0053] Figure 5 is a whole implementation schematic diagram of a brake energy recovery adjustment method provided by an embodiment of the present application. DETAILED DESCRIPTION

[0054] In order to facilitate understanding of the technical solutions provided by the present application, the research background of the technical solutions of the present application will be briefly described first.

[0055] As described in the background, with the development of new energy vehicles, consumers have increasingly high requirements on the cruising range of vehicles, and therefore, fully recovering the excess energy released by vehicles during braking or inertial sliding has become an important method for improving the cruising range of vehicles.

[0056] However, when the vehicle travels on a poor adhesion road surface, the vehicle stability is poor, the wheel slip is large, and even the anti-lock braking control or dynamic stability control is triggered, at this time, the vehicle will exit the brake energy recovery through the stability factor calculated by the brake energy recovery to ensure the vehicle stability. But because of the exit of the brake energy recovery, the energy utilization rate of the vehicle will decrease, the brake energy recovery cannot be fully utilized to improve the cruising range of the vehicle, and the cruising range of the vehicle cannot be maximized on the basis of preventing the risk of vehicle instability.

[0057] In addition, when it is rainy and snowy or the road adhesion coefficient is poor, the vehicle will slip deeply or the wheels will be locked when braking, and the vehicle controller cannot determine the optimal braking torque of the wheels under the current working condition, so it cannot adjust the brake recovery energy torque in time, causing energy loss, and further cannot provide brake energy recovery under the optimal slip range.

[0058] Based on this, the application provides a brake energy recovery adjusting system and method to adjust the brake energy recovery capability value of the vehicle based on the road adhesion condition and control the torque limit of brake energy recovery. Compared with the existing mode of directly exiting the brake energy recovery operation when the stability of the vehicle deteriorates, the application can not only avoid the risk of instability, but also improve the brake energy recovery rate and endurance of the vehicle.

[0059] In order to make the technical solutions of the application more clear and easy to understand, the specific embodiments of the application are described in detail below with reference to the drawings.

[0060] First embodiment

[0061] Referring to Figure 1 A structural block diagram of a brake energy recovery adjusting system provided for the embodiment is shown in Figure 1As shown, the system comprises: a vehicle-mounted road surface identification module 101, a vehicle-mounted remote monitoring module 102, and a brake energy recovery adjustment module 103, wherein the vehicle-mounted road surface identification module 101 is configured to acquire image information of a current road surface, and send the image information of the current road surface to the vehicle-mounted remote monitoring module 102, and determine a current real-time road surface adhesion coefficient according to the image information of the current road surface, and send the current real-time road surface adhesion coefficient to the vehicle-mounted remote monitoring module 102; the vehicle-mounted remote monitoring module 102 is configured to acquire position information and vehicle operation information of a current vehicle, and send the image information of the current road surface, the current real-time road surface adhesion coefficient, the position information and the vehicle operation information of the current vehicle to an information management platform (i.e., a platform for storing vehicle-related information on each preset period and each preset road section, such as a base station), and receive a road surface adhesion coefficient of a previous vehicle returned from the information management platform, and send the road surface adhesion coefficient of the previous vehicle to the vehicle-mounted road surface identification module 101; the vehicle-mounted road surface identification module 101 is further configured to determine a first corrected road surface adhesion coefficient according to the current real-time road surface adhesion coefficient and the received road surface adhesion coefficient of the previous vehicle (the specific determination manner is not limited, for example, a smaller value of the current real-time road surface adhesion coefficient and the road surface adhesion coefficient of the previous vehicle can be taken as the first corrected road surface adhesion coefficient, etc.); and send the first corrected road surface adhesion coefficient to the brake energy recovery adjustment module 103; the brake energy recovery adjustment module 103 is configured to determine a current dynamic road surface adhesion coefficient, and correct the first corrected road surface adhesion coefficient by using the current dynamic road surface adhesion coefficient to obtain a second corrected road surface adhesion coefficient (the specific correction manner is not limited, for example, a smaller value of the current dynamic road surface adhesion coefficient and the first corrected road surface adhesion coefficient can be taken as the second corrected road surface adhesion coefficient, etc.); at the same time, the brake energy recovery adjustment module 103 is further configured to determine a best slip interval and a brake recovery torque limit value according to the second corrected road surface adhesion coefficient, and adjust a brake energy recovery capability value of the vehicle according to the brake recovery torque limit value, so that the cruising capability of the vehicle can be improved while the driving stability of the vehicle is ensured.

[0062] In a possible implementation manner of the embodiment, the vehicle-mounted road surface identification module 101 in the brake energy recovery adjustment system of the embodiment comprises a vehicle-mounted camera 1011 and a road surface identification control module 1012, as shown in Figure 1As shown, the vehicle-mounted road surface recognition module 101 is used to acquire image information of the current road surface. Specifically, the vehicle-mounted camera 1011 is used to acquire image information of the current road surface. The vehicle-mounted road surface recognition module 101 determines the current real-time road surface adhesion coefficient based on the image information of the current road surface. Specifically, the road surface recognition control module 1012 performs image feature analysis on the image information of the current road surface to obtain road surface feature information. Then, the road surface recognition control module 1012 is also used to divide the road surface according to the road surface feature information and spatial spectrum patterns, and to identify the road surface adhesion coefficient based on the division results and a preset empirical model to obtain the current real-time road surface adhesion coefficient. The specific composition of the preset empirical model is not limited; any statistical model can be selected according to the actual situation and empirical values, such as setting the preset empirical model to a Hidden Markov Model.

[0063] Specifically, in this implementation, the vehicle-mounted camera 1011 is used to collect real-time image information of the road surface where the vehicle is currently traveling and weather information, and send it to the road surface recognition control module 1012. The road surface recognition control module 1012 is used to process the image information of the current road surface captured by the vehicle-mounted camera 1011, and perform digital image analysis and spectrum analysis on the processed image. Based on the image feature color and shape spatial relationship, it judges the road surface change situation and obtains the current weather, road surface undulation and slipperiness of the vehicle's location. For example, it judges whether the current weather is rainy or snowy, whether the road surface is slippery, etc., and predicts the road surface change trend through statistical models such as Hidden Markov Model, and identifies the current real-time road surface adhesion coefficient for subsequent road surface correction.

[0064] Then, in some embodiments, the road surface recognition control module 1012 can be connected via the vehicle controller area network (CAN) bus (e.g., Figure 1 As shown in Figure 104, the current road surface image information and the current real-time road surface adhesion coefficient are sent to the vehicle-mounted remote monitoring module 103. The module also receives big data from the information management platform obtained by the vehicle-mounted remote monitoring module 102 of previous vehicles via the CAN bus. This big data includes the road surface adhesion coefficients of previous vehicles (i.e., corrected road surface adhesion coefficients uploaded by other vehicles and stored in the big data storage). The current real-time road surface adhesion coefficient is then analyzed and corrected using the road surface adhesion coefficients of previous vehicles (the specific correction method is not limited; it can be weighted calculation or taking the smaller value, etc.) to obtain a first corrected road surface adhesion coefficient. This first corrected road surface adhesion coefficient is then sent to the brake energy recovery adjustment module 103 via the CAN bus.

[0065] The road surface adhesion coefficient in the big data returned by the information management platform to the road surface identification control module 1012 includes the road surface adhesion coefficient calculated when other vehicles travel to the road section, the experience model data of different locations with the same road surface characteristics, and the road surface adhesion coefficient calculated by cloud computing through the establishment of a dynamic model. The cloud computing refers to that the vehicle travel information workstation uses various vehicle information in a large database, combines the vehicle state information of braking on different adhesion road surfaces, establishes a dynamic braking model, simulates the vehicle braking process, obtains the vehicle road surface adhesion utilization coefficient, and thus obtains the road surface adhesion coefficient.

[0066] In a possible implementation manner of the embodiment, the vehicle-mounted remote monitoring module 102 in the brake energy recovery adjustment system of the embodiment includes a vehicle information transceiver module and a global positioning system (GPS), and the vehicle information transceiver module is connected to various vehicle-mounted controllers on the vehicle through a CAN bus. The vehicle-mounted remote monitoring module 102 is configured to acquire the position information and the running information of the current vehicle, specifically: the vehicle-mounted GPS is configured to acquire the position information of the current vehicle, and the vehicle information transceiver module is configured to acquire the running information of the vehicle from the various vehicle-mounted controllers on the vehicle. The specific content of the running information of the vehicle is not limited, and can include but is not limited to at least one of vehicle basic information (including but not limited to vehicle type, license plate number, engine number, vehicle type, engine number, manufacturer, vehicle color, license plate color, etc.), vehicle speed, acceleration, brake pedal opening, wheel slip, vehicle stability, the driving state of other vehicles on the current road section in the vehicle networking big data, and the experience model of road surface characteristics.

[0067] In the implementation manner, the vehicle-mounted GPS mainly functions to collect the vehicle position information and send it to the vehicle information transceiver module, and the vehicle information transceiver module sends the relevant data received from the GPS and the other vehicle-mounted controllers to the information management platform through wireless communication, and receives the vehicle networking big data returned by the information management platform. Specifically, the vehicle information transceiver module first receives the vehicle basic information, the image information of the current road surface, the current real-time road surface adhesion coefficient, the vehicle speed, the acceleration, the brake pedal opening, the wheel slip, the vehicle stability, the driving state of other vehicles on the current road section in the vehicle networking big data, and the experience model of road surface characteristics through the connection of the CAN bus and the vehicle controllers, and then sends the information and the vehicle position information collected by the GPS to the information management platform.

[0068] In a possible implementation manner of the embodiment, the brake energy recovery adjustment module 103 in the brake energy recovery adjustment system of the embodiment includes a brake control module 1032, such as Figure 1As shown in FIG. 6, the brake energy recovery adjustment module 103 is configured to determine the current dynamic road adhesion coefficient and correct the first corrected road adhesion coefficient by using the current dynamic road adhesion coefficient to obtain the second corrected road adhesion coefficient. Specifically, the brake control module 1032 is configured to estimate the current dynamic road adhesion coefficient based on the vehicle dynamics response by the longitudinal tire using the adhesion coefficient and the lateral acceleration, and to obtain the second corrected road adhesion coefficient by taking the smaller one of the current dynamic road adhesion coefficient and the first corrected road adhesion coefficient.

[0069] In some embodiments, the brake energy recovery adjustment module 103 in the brake energy recovery adjustment system of the present embodiment further comprises a motor torque control module 1033 and a large-screen entertainment adjustment module 1031, as shown in FIG. 7. The brake energy recovery adjustment module 103 is further configured to determine the optimal slip interval and the brake recovery torque limit value according to the second corrected road adhesion coefficient, and to adjust the brake energy recovery capability of the vehicle according to the brake recovery torque limit value. Figure 1 Figure 2 As shown in FIG. 7, the brake energy recovery adjustment module 103 is further configured to determine the optimal slip interval and the brake recovery torque limit value according to the second corrected road adhesion coefficient, and to adjust the brake energy recovery capability of the vehicle according to the brake recovery torque limit value. Specifically, the brake control module 1032 is configured to refer to the slip rate and adhesion coefficient empirical curve as shown in FIG. 6 to determine the optimal slip interval and the brake recovery torque limit value according to the second corrected road adhesion coefficient. Then, the motor torque control module 1033 is configured to adjust the brake energy recovery capability of the vehicle according to the brake energy recovery torque limit value. Next, the large-screen entertainment adjustment module 1031 is configured to prompt the vehicle user through a pop-up window to adjust the brake energy recovery torque limit value of the vehicle, and to automatically adjust and display the optimal brake energy recovery torque limit value.

[0070] In the present implementation, after receiving the first corrected road adhesion coefficient, the brake control module first estimates the current dynamic road adhesion coefficient based on the vehicle dynamics response by the longitudinal tire using the adhesion coefficient and the lateral acceleration. Specifically, the dynamic load of each wheel is calculated by the vehicle weight ratio, thereby calculating the normal force of the tire, and the wheel friction force is calculated, and the friction coefficient of each wheel is calculated according to the normal force and the friction force, and the road adhesion utilization rate is obtained by the friction coefficient, and the brake control module estimates the adhesion coefficient; in addition, the brake control module receives the corrected friction coefficient (which can be converted from the first corrected road adhesion coefficient) sent by the vehicle-mounted road recognition module 101, and the brake control module will perform calculation and correction to obtain the final friction coefficient, and then convert to obtain the second corrected road adhesion coefficient.

[0071] For example, when the vehicle weight ratio is 50:50 and in a static stable state, the dynamic load coefficient of each wheel is about 25%, and the dynamic load of each wheel can be calculated accordingly.

[0072] The dynamic load coefficient of each wheel is calculated according to the following formula: ​

[0073] F wl = W D × M

[0074] wherein F wl represents the dynamic load of the wheel; W D represents the dynamic load distribution coefficient of the wheel (when the vehicle weight ratio is 50:50 and in the state of static stability (no longitudinal or lateral acceleration, no inclination), the coefficient of each wheel should be about 25%); and M represents the mass of the vehicle.

[0075] On this basis, the calculation formula of the normal force is as follows:

[0076] F Z = F wl × g

[0077] wherein F Z represents the normal force of the wheel; F wl represents the dynamic load of the wheel; and g represents the acceleration of gravity, which can be taken as 9.80 m / s 2 .

[0078] The calculation formula of the friction torque is as follows:

[0079]

[0080] wherein T μ represents the friction torque of the wheel; T ef represents the engine driving feedback torque; n represents the number of driving wheels (such as 4 for four-wheel drive and 2 for two-wheel drive); and T b represents the braking torque.

[0081] The calculation formula of the friction force is as follows:

[0082]

[0083] wherein F μ represents the friction force of the wheel; T μ represents the friction torque of the wheel; and r R represents the tire radius.

[0084] The calculation formula of the wheel friction coefficient is as follows:

[0085]

[0086] wherein μ represents the wheel friction coefficient; F μ represents the friction force of the wheel; and F Z represents the normal force of the wheel. Further, the brake control module 1032 can refer to the formula (1) to determine the second corrected road adhesion coefficient after determining the first corrected road adhesion coefficient. Figure 2The shown slip rate and road adhesion coefficient empirical curve derives the optimal slip (interval) of the vehicle. Then, based on the optimal slip of the current road, the vehicle braking torque is calculated by the Anti-lock Braking System (ABS) function module in the braking control system. Specifically, the ABS can obtain the target braking torque through the target slip rate. After the above calculation of the friction coefficient, the optimal slip interval of the vehicle under the coefficient can be obtained, so as to obtain the torque value according to the target of the slip module. At the same time, the target value of the braking torque is calculated according to the stability factor of the vehicle, and the smaller one of the vehicle braking torque and the target value of the braking torque is obtained, to obtain the braking energy recovery torque limit value. Then, according to the driver's braking pedal condition, the electro-hydraulic brake distribution of the braking energy recovery is carried out, so that the energy recovery value is always lower than the braking energy recovery limit value, so as to fully utilize the motor energy recovery.

[0087] Then, the brake control module 1032 sends the electric brake motor torque limit target value to the motor torque control module 1033 through the vehicle CAN network. The motor torque control module 1033 adjusts the recovery torque according to the electric brake motor energy recovery torque target value requested by the brake control module 1032, and adjusts the braking energy recovery capability value. At the same time, the large screen entertainment adjustment module 1031 also receives the braking energy recovery adjustment request of the brake control module 1032, and the large screen entertainment adjustment module 1031 prompts the vehicle user through the pop-up window to adjust the braking energy recovery torque limit value and automatically adjusts the best braking energy recovery torque limit value on the large screen.

[0088] In summary, the brake energy recovery adjustment system provided in the embodiment comprises a vehicle-mounted road surface identification module, a vehicle-mounted remote monitoring module and a brake energy recovery adjustment module. The vehicle-mounted road surface identification module is configured to acquire image information of a current road surface, send the image information of the current road surface to the vehicle-mounted remote monitoring module, determine a current real-time road surface adhesion coefficient based on the image information of the current road surface, and send the current real-time road surface adhesion coefficient to the vehicle-mounted remote monitoring module. The vehicle-mounted remote monitoring module is configured to acquire position information and vehicle operation information of a current vehicle, send the image information of the current road surface, the current real-time road surface adhesion coefficient, the position information and the vehicle operation information of the current vehicle to an information management platform, receive a previous road surface adhesion coefficient of the vehicle returned from the information management platform, and send the previous road surface adhesion coefficient to the vehicle-mounted road surface identification module. The vehicle-mounted road surface identification module is further configured to determine a first corrected road surface adhesion coefficient based on the current real-time road surface adhesion coefficient and the received previous road surface adhesion coefficient of the vehicle, and send the first corrected road surface adhesion coefficient to the brake energy recovery adjustment module. The brake energy recovery adjustment module is configured to determine a current dynamic road surface adhesion coefficient, correct the first corrected road surface adhesion coefficient by using the current dynamic road surface adhesion coefficient to obtain a second corrected road surface adhesion coefficient, determine an optimal slip interval and a brake recovery torque limit value based on the second corrected road surface adhesion coefficient, and adjust a brake energy recovery capability value of the vehicle based on the brake recovery torque limit value.

[0089] It can be seen that, in the embodiment, the road surface adhesion condition is obtained based on the big data of the Internet of Vehicles, the brake energy recovery capability value of the vehicle is adjusted, the road surface adhesion coefficient is calculated and corrected by using the vehicle-mounted camera and the information management platform, the optimal slip interval and the brake recovery torque limit value are obtained, and the torque limit for brake energy recovery is controlled. Compared with the existing mode in which the brake energy recovery operation is directly exited when the stability of the vehicle is poor, the risk of instability is avoided, and the brake energy recovery rate and the endurance of the vehicle are improved.

[0090] Second embodiment

[0091] Referring to Figure 3 A flowchart of a brake energy recovery adjustment method provided in the embodiment is shown in FIG. 3. The method is applied to the brake energy recovery adjustment system introduced in the first embodiment and can specifically include the following steps.

[0092] S301: Acquire image information of a current road surface, and determine a current real-time road surface adhesion coefficient based on the image information of the current road surface.

[0093] S302: Obtain the position information of the current vehicle, and correct the current real-time road adhesion coefficient based on the road adhesion coefficient of the previous vehicle at the position stored by the information management platform to obtain a first corrected road adhesion coefficient.

[0094] S303: Obtain the current dynamic road adhesion coefficient, and correct the first corrected road adhesion coefficient according to the current dynamic road adhesion coefficient to obtain a second corrected road adhesion coefficient.

[0095] In the embodiment, the specific implementation manner of obtaining the current dynamic road adhesion coefficient can be that the current dynamic road adhesion coefficient is estimated by the longitudinal tire based on the vehicle dynamics response by using the adhesion coefficient and the lateral acceleration.

[0096] S304: According to the second corrected road adhesion coefficient, referring to the slip rate and the road adhesion coefficient empirical curve, the optimal slip interval of the vehicle is determined.

[0097] S305: Based on the optimal slip interval of the vehicle, the brake energy recovery torque limit value is determined, and the recovery torque is adjusted according to the brake energy recovery torque limit value to adjust the brake energy recovery capability value of the vehicle.

[0098] In the embodiment, the specific implementation manner of determining the brake energy recovery torque limit value based on the optimal slip interval of the vehicle can be that the vehicle brake torque is calculated by ABS based on the optimal slip of the current road, and the brake torque target value can be calculated according to the stability factor of the vehicle, and the brake energy recovery torque limit value is obtained by taking the smaller one of the vehicle brake torque and the brake torque target value.

[0099] Further, the specific implementation manner of adjusting the brake energy recovery capability value of the vehicle according to the brake motor energy recovery torque limit value for recovery torque adjustment can be that the vehicle user is prompted by a pop-up window (such as a pop-up window on a vehicle-mounted large screen) to adjust the brake energy recovery torque limit value of the vehicle, and the best brake energy recovery torque limit value is automatically adjusted and displayed (the specific display manner, display position and display content are not limited). For details, refer to the detailed introduction of the first embodiment.

[0100] For example, as shown in FIG. 4, Figure 4 , the vehicle networking big data cloud platform in Figure 4 includes a vehicle 401, a vehicle 402, a satellite 403, a base station 404, a wireless transceiver station 405, a vehicle driving information server 406 and a vehicle driving information workstation 407.

[0101] In the brake energy recovery adjustment method provided in the application, as shown in FIG. 4, Figure 1 and Figure 4As shown, the vehicle-mounted road surface recognition module 101 is composed of a vehicle-mounted camera 1011 and a road surface recognition control module 1012, and is in communication connection with the vehicle-mounted remote monitoring module 102, the brake energy recovery adjustment module 103 (including the motor torque control module 1033 and the large-screen entertainment adjustment module 1031 and the brake control module 1032) through the CAN bus 104; the vehicle-mounted remote monitoring module 102 is installed on the vehicle 401; the vehicle-mounted remote monitoring module 102 performs wireless communication through GPRS and the satellite 403; the base station 404 is connected through wireless communication and the satellite 403; the vehicle travel information server 406 is connected through wired communication with the wireless transceiver station 405 and through wireless communication with the base station 404; the vehicle travel information workstation 407 is connected through wired communication with the wireless transceiver station 405 and the vehicle travel information server 406.

[0102] Specifically, in the present brake energy recovery adjustment method, as shown in FIG. 1, the vehicle-mounted road surface recognition module 101 is composed of a vehicle-mounted camera 1011 and a road surface recognition control module 1012, and is in communication connection with the vehicle-mounted remote monitoring module 102, the brake energy recovery adjustment module 103 (including the motor torque control module 1033 and the large-screen entertainment adjustment module 1031 and the brake control module 1032) through the CAN bus 104; the vehicle-mounted remote monitoring module 102 is installed on the vehicle 401; the vehicle-mounted remote monitoring module 102 performs wireless communication through GPRS and the satellite 403; the base station 404 is connected through wireless communication and the satellite 403; the vehicle travel information server 406 is connected through wired communication with the wireless transceiver station 405 and through wireless communication with the base station 404; the vehicle travel information workstation 407 is connected through wired communication with the wireless transceiver station 405 and the vehicle travel information server 406. Figure 1 and Figure 4As shown, the vehicle-mounted camera 1011, the road recognition control module 1012, the vehicle-mounted remote monitoring module 102, the large-screen entertainment adjustment module 1031, the brake control module 1032, the motor torque control module 1033 and the CAN bus 104 are respectively installed on the vehicle 401 and the vehicle 402. When the vehicle travels on a certain road section, the vehicle-mounted road recognition control module 1012 collects road image feature information through the vehicle-mounted camera 1011, judges the current weather state, the road adhesion condition, whether it is a rainy and snowy weather, whether the road is wet and slippery through the image feature and the spatial frequency spectrum law, uses an experience model (such as a hidden Markov model and other statistical models) to identify the road adhesion coefficient, receives the adhesion coefficient storage data of the vehicle running information server 406 acquired by the vehicle-mounted remote monitoring module 102, compares and analyzes the data to obtain the adhesion coefficient, and sends the image feature information and the adhesion coefficient to the brake control module 1032 and the vehicle-mounted remote monitoring module 102 through the CAN bus 104. The vehicle-mounted remote monitoring module 102 uploads the real-time road conditions to the vehicle running information server 406 and the vehicle running information workstation 407 through the Internet of Vehicles. The brake control module 1032 collects information such as wheel speed, vehicle speed, acceleration and brake pedal opening degree, estimates the road adhesion coefficient through the vehicle dynamics response, and sends the collected information to the remote monitoring module 102 through the CAN bus 104. The GPS collects the current vehicle position of the vehicle, the satellite 403 sends the information of the vehicle remote monitoring module 102 to the base station 404 through wireless communication, and the base station 404 sends the data to the wireless transceiver station 405 through wireless communication. The vehicle running information server 406 and the wireless transceiver station 405 are connected through wired communication, and send the vehicle model information, weight information, speed information and acceleration information to the vehicle running information workstation 407 through wired communication. The vehicle running information workstation 407 establishes a dynamic braking model by using various vehicle model information in a large database and combining different adhesion road braking vehicle state information, simulates the vehicle braking process by using cloud computing, compares and corrects the results according to the adhesion condition of the road and the braking force, and sends the results to the brake control module 1032. The brake control module 1032 performs weighted processing (or takes the smaller one) on the received road adhesion coefficient and the estimated results, calculates the braking target torque through the best interval of the adhesion slip curve, thereby obtaining the braking energy recovery torque limit value, requests the motor torque control module 1033 to limit the motor braking energy recovery torque through the vehicle CAN bus 104 network signal, and sends the limitation to the large-screen entertainment adjustment module 1031 at the same time, displays the braking energy recovery limit value adjustment reminder, and the motor torque control module 1033 provides the braking energy recovery torque according to the best slip.

[0103] In summary, the brake energy recovery adjustment method provided in the embodiment can be used to process current road condition data through the vehicle-mounted road condition recognition module 101 when the vehicle is passing through a road with poor road adhesion or in rainy or snowy weather, and obtain road adhesion data by using cloud computing. The obtained road adhesion condition is transmitted to the vehicle-mounted remote monitoring module 102, which uploads real-time road conditions to the information management platform. Thus, the road adhesion coefficient is obtained based on the Internet of Vehicles big data and the road condition recognition module, and the brake energy recovery adjustment module 103 calculates the optimal slip interval of the vehicle based on the adhesion coefficient obtained by the road recognition and the adhesion coefficient estimated by the brake control module 1032, so as to obtain the brake recovery torque limiting value. The brake energy recovery adjustment module 103 requests the motor torque control module 1033 to limit the brake energy recovery capacity value through the CAN network, and simultaneously adjusts and switches the brake energy recovery target value through the large-screen entertainment adjustment module 1031, so as to maximize the use of electric braking while ensuring the stability of the vehicle.

[0104] For ease of understanding, the overall implementation schematic diagram of the brake energy recovery adjustment method is shown in Figure 5 The implementation process of the brake energy recovery adjustment method provided in the embodiment is introduced.

[0105] As shown in Figure 5 The implementation process of the embodiment is as follows: in the process of vehicle driving, the vehicle-mounted road condition recognition module 101 captures road image information through the vehicle-mounted camera 1011, obtains the current real-time road adhesion coefficient through image features and experience models, and sends the road adhesion coefficient to the information management platform database through the vehicle-mounted remote monitoring module 102. Meanwhile, the vehicle-mounted remote monitoring module 102 obtains the speed, acceleration, brake pedal opening degree, and throttle pedal opening degree information of each controller, as well as the position information of the vehicle measured by the GPS, through the vehicle CAN bus, and obtains the road adhesion correction information from the road adhesion coefficient database established by the previously uploaded data of the vehicle and the adhesion coefficient obtained by cloud computing. The brake control module 1032 obtains the optimal slip of the vehicle according to the corrected road adhesion coefficient, the slip rate, and the adhesion coefficient experience curve, obtains the brake target torque value, and thus obtains the electric brake torque limiting value for adaptive adjustment.

[0106] Specifically, first, the road surface image is captured by the vehicle-mounted camera 1011, the current weather and road surface condition are obtained by image features and spatial spectrum rules, the road surface is dry and sunny or wet and slippery, and the road surface adhesion coefficient is obtained, the vehicle sensor obtains the wheel speed, vehicle speed, acceleration and brake pedal information, the vehicle controller uploads the information obtained by the camera and the sensor, simultaneously receives the data of the cloud platform, corrects the road surface adhesion coefficient, and obtains the best vehicle slip according to the corrected road surface adhesion coefficient, the slip rate and the adhesion coefficient empirical curve. For example, when the vehicle travels at a speed of 60 kilometers per hour, the vehicle information such as the brake pedal opening, the normal deceleration and the non-emergency braking condition is sent to the controller and the cloud platform, the torque demand at this time is obtained according to the vehicle braking information, the vehicle information pre-stored in the vehicle monitoring server is combined, the cloud computing is used to simulate the vehicle braking process, and the energy recovery torque demand is obtained. The cloud platform (i.e. the information management platform) corrects and obtains the vehicle slip condition by comparing and correcting the data information of other vehicles during driving according to big data. The brake torque is calculated according to the braking condition, the electro-hydraulic brake force distribution obtains the motor energy recovery value, so that the motor is requested to send the brake energy recovery torque limiting value, the motor adjusts the motor torque according to the request limiting value, and the large-screen entertainment mediation module 1031 prompts the driver to adjust the current brake energy recovery torque value according to the motor torque limiting value, so as to fully utilize the electric brake torque and the motor energy recovery torque value on the basis of ensuring the stability of the vehicle. For specific implementation process, refer to the detailed description of the first and second embodiments.

[0107] From the description of the above embodiments, those skilled in the art can clearly understand that all or part of the steps of the above-mentioned embodiment methods can be implemented by means of software and the necessary general hardware platform. Based on such understanding, the technical solutions of the present application can be embodied in the form of a software product, which can be stored in a storage medium, such as a ROM / RAM, a magnetic disk, an optical disk, etc., and includes a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network communication device such as a media gateway, etc.) to execute the methods described in various embodiments or some parts of the embodiments.

[0108] It should be noted that the embodiments in the specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts of each embodiment can be referred to each other. For the device disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple, and the related parts can be referred to the method part.

[0109] It is also to be noted that, as used in this specification and the appended claims, the singular forms "a," "an," and "the" include plural referents unless the context clearly dictates otherwise. Thus, for example, reference to "a component" can include a combination of two or more components, and the term "an element" can include comparable reference to a plurality of elements. Additionally, the term "or" as used herein in the context of a list of items prefaced by "at least one of' means any single one of the items in the list and any combination of two or more of the items in the list. Further, the term "comprises" or "comprising" as used herein is intended to have a broad meaning in its conventional sense, specifically to mean that the item or items listed after the term are included, but not to the exclusion of any additional item or items. Additionally, the term "comprises" or "comprising" as used herein is intended to have a broad meaning in its conventional sense, specifically to mean that the item or items listed after the term are included, but not to the exclusion of any additional item or items. Additionally, the term "comprises" or "comprising" as used herein is intended to have a broad meaning in its conventional sense, specifically to mean that the item or items listed after the term are included, but not to the exclusion of any additional item or items. Additionally, the term "comprises" or "comprising" as used herein is intended to have a broad meaning in its conventional sense, specifically to mean that the item or items listed after the term are included, but not to the exclusion of any additional item or items.

[0110] The foregoing description of the disclosed embodiments enables a person skilled in the art to implement or use the application. Numerous modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein can be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A braking energy recovery regulation system, characterized in that, The system includes: an on-board road surface recognition module, an on-board remote monitoring module, and a brake energy recovery adjustment module; The vehicle-mounted road surface recognition module is used to acquire image information of the current road surface and send the image information of the current road surface to the vehicle-mounted remote monitoring module, and to determine the current real-time road surface adhesion coefficient based on the image information of the current road surface and send the current real-time road surface adhesion coefficient to the vehicle-mounted remote monitoring module. The vehicle-mounted remote monitoring module is used to acquire the current vehicle's location information and vehicle operation information, and send the current road surface image information, the current real-time road surface adhesion coefficient, the current vehicle's location information and vehicle operation information to the information management platform, and receive the road surface adhesion coefficient of the previous vehicle returned from the information management platform, and send it to the vehicle-mounted road surface recognition module. The vehicle-mounted road surface recognition module is also used to determine a first corrected road surface adhesion coefficient based on the current real-time road surface adhesion coefficient and the road surface adhesion coefficient of the previous vehicle received; and send the first corrected road surface adhesion coefficient to the brake energy recovery adjustment module; The braking energy recovery adjustment module is used to determine the current dynamic road surface adhesion coefficient, and use the current dynamic road surface adhesion coefficient to correct the first corrected road surface adhesion coefficient to obtain the second corrected road surface adhesion coefficient. The brake energy recovery adjustment module is also used to determine the optimal slip range and brake recovery torque limit value based on the second modified road surface adhesion coefficient, and to adjust the vehicle's brake energy recovery capability value based on the brake recovery torque limit value.

2. The regulating system according to claim 1, characterized in that, The vehicle-mounted road surface recognition module includes: a vehicle-mounted camera and a road surface recognition control module; The vehicle-mounted road surface recognition module is used to acquire image information of the current road surface, specifically: The vehicle-mounted camera is used to acquire image information of the current road surface; The vehicle-mounted road surface recognition module determines the current real-time road surface adhesion coefficient based on the current road surface image information, specifically: The road surface recognition control module is used to perform image feature analysis on the image information of the current road surface to obtain road surface feature information; The road surface recognition control module is also used to divide the road surface according to the road surface feature information and spatial spectrum law, and to identify the road surface adhesion coefficient according to the division result and the preset experience model to obtain the current real-time road surface adhesion coefficient.

3. The adjustment system according to claim 2, characterized in that, The system also includes: The road surface recognition control module is used to send the current real-time road surface adhesion coefficient to the vehicle remote monitoring module via the vehicle controller local area network CAN bus, and to receive the road surface adhesion coefficient of the previous vehicle obtained by the vehicle remote monitoring module from the information management platform via the CAN bus. The vehicle-mounted road surface recognition module is further configured to determine a first corrected road surface adhesion coefficient based on the current real-time road surface adhesion coefficient and the road surface adhesion coefficient of the previous vehicle; and send the first corrected road surface adhesion coefficient to the brake energy recovery adjustment module, specifically: The road surface recognition control module is also used to analyze and correct the current real-time road surface adhesion coefficient using the road surface adhesion coefficient of the previous vehicle to obtain a first corrected road surface adhesion coefficient; and to send the first corrected road surface adhesion coefficient to the brake energy recovery adjustment module via the CAN bus.

4. The regulating system according to claim 1, characterized in that, The vehicle-mounted remote monitoring module includes: a vehicle information transceiver module and a global positioning system (GPS); the vehicle information transceiver module is connected to various vehicle-mounted controllers on the vehicle via a CAN bus. The vehicle-mounted remote monitoring module is used to obtain the current vehicle location information and vehicle operation information, specifically: The GPS is used to obtain the current location information of the vehicle; The vehicle information transceiver module is used to obtain vehicle operation information from various on-board controllers on the vehicle.

5. The adjustment system according to claim 4, characterized in that, The vehicle operation information includes at least one of the following: basic vehicle information, vehicle speed, acceleration, brake pedal opening, wheel slippage, vehicle stability, and information from the vehicle network big data, including the driving status of other vehicles on the current road segment and road feature experience model information.

6. The regulating system according to claim 1, characterized in that, The braking energy recovery adjustment module includes a braking control module; the braking energy recovery adjustment module is used to determine the current dynamic road surface adhesion coefficient, and use the current dynamic road surface adhesion coefficient to correct the first corrected road surface adhesion coefficient to obtain a second corrected road surface adhesion coefficient, specifically: The braking control module is used to estimate the current dynamic road surface adhesion coefficient based on the longitudinal tires using the adhesion coefficient and lateral acceleration according to the vehicle dynamic response, and to obtain the second corrected road surface adhesion coefficient by taking the smaller of the current dynamic road surface adhesion coefficient and the first corrected road surface adhesion coefficient.

7. The regulating system according to claim 6, characterized in that, The regenerative braking module further includes a motor torque control module and a large-screen entertainment adjustment module; the regenerative braking module is also used to determine the optimal slip range and regenerative braking torque limit value based on the second corrected road surface adhesion coefficient, and to adjust the vehicle's regenerative braking capacity value based on the regenerative braking torque limit value, specifically: The braking control module is also used to determine the optimal slip range and braking recovery torque limit value based on the second modified road surface adhesion coefficient, referring to the empirical curves of slip ratio and adhesion coefficient. The motor torque control module is used to adjust the recovery torque according to the braking energy recovery torque limit value, thereby adjusting the vehicle's braking energy recovery capability value. The large-screen entertainment adjustment module is used to prompt the vehicle user to adjust the braking energy recovery torque limit value through a pop-up window, and automatically adjust it to the optimal braking energy recovery torque limit value for display.

8. A method for regulating regenerative braking energy, characterized in that, The adjustment method employs the system as described in any one of claims 1 to 7, the method comprising: Acquire image information of the current road surface, and determine the current real-time road surface adhesion coefficient based on the image information of the current road surface; The current vehicle location information is obtained, and the current real-time road surface adhesion coefficient is corrected based on the road surface adhesion coefficient of the previous vehicle at the same location stored in the information management platform to obtain the first corrected road surface adhesion coefficient. Obtain the current dynamic road surface adhesion coefficient, and correct the first modified road surface adhesion coefficient based on the current dynamic road surface adhesion coefficient to obtain the second modified road surface adhesion coefficient; Based on the second modified road adhesion coefficient, and referring to the empirical curves of slip ratio and road adhesion coefficient, the optimal slip range of the vehicle is determined; Based on the vehicle's optimal slip range, a limit value for the regenerative braking torque is determined, and the regenerative braking torque is adjusted according to the limit value to adjust the vehicle's regenerative braking capability.

9. The method according to claim 8, characterized in that, The process of obtaining the current dynamic road surface adhesion coefficient includes: The current dynamic road surface adhesion coefficient is estimated by using the longitudinal tire adhesion coefficient and lateral acceleration based on the vehicle dynamic response.

10. The method according to claim 8, characterized in that, The determination of the regenerative braking torque limit based on the vehicle's optimal slip range includes: Based on the optimal slip on the current road surface, the vehicle's braking torque is calculated by the anti-lock braking system (ABS). The target value of braking torque is calculated based on the vehicle's stability factor. The smaller value of the vehicle's braking torque and the target value of braking torque is then used to obtain the limit value of the regenerative braking torque.

11. The method according to claim 8, characterized in that, The step of adjusting the regenerative braking torque according to the regenerative braking torque limit value, thereby adjusting the vehicle's regenerative braking capability, includes: The system prompts in-vehicle users via a pop-up window to adjust the vehicle's regenerative braking torque limit, and automatically adjusts it to the optimal regenerative braking torque limit for display.

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