Energy recovery control method and device, controller and vehicle

Abstract

The invention provides an energy recovery control method and device, a controller and a vehicle. The method comprises the steps that a user identifier and the speed of the vehicle are obtained; determining a user type according to the user identifier, the user type being used for representing a user's habit of using a brake pedal and an accelerator pedal corresponding to the user identifier; determining a target recovery torque coefficient corresponding to the user type according to a preset mapping relation between the user type and the recovery torque coefficient; determining a target recovery cardinal number according to the speed; determining a target recovery torque according to the target recovery torque coefficient and the target recovery cardinal number; and executing the target recovery torque. Through the method, when the user drives the vehicle, the energy recovery torque is adjusted in a self-adaptive mode, historical driving habits of the user are met, and the driving experience of the user is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicles, in particular to a control method and device for energy recovery, a controller and a vehicle. BACKGROUND

[0002] Energy recovery technology aims to convert kinetic energy into electrical energy stored in the battery when the vehicle is decelerating or braking, thereby improving energy use efficiency.

[0003] At present, many electric vehicles use fixed energy recovery level settings. However, the same driver has different braking habits under different working conditions, and different drivers have different braking and accelerating operations on the same vehicle. This fixed setting of energy recovery level cannot flexibly adapt to the driving habits of users, affecting user experience.

[0004] Therefore, how to adaptively adjust the energy recovery strength to meet the driving habits of users is a problem to be solved. SUMMARY

[0005] The present application provides a control method and device for energy recovery, a controller and a vehicle to adaptively adjust the energy recovery strength during vehicle driving to meet the driving habits of users.

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

[0007] obtaining a user identifier and a speed of a vehicle;

[0008] determining a user type according to the user identifier, the user type being used to represent the habits of a user corresponding to the user identifier in using a brake pedal and an accelerator pedal;

[0009] determining a target recovery torque coefficient corresponding to the user type according to a preset mapping relationship between user types and recovery torque coefficients;

[0010] determining a target recovery base according to the speed;

[0011] determining a target recovery torque according to the target recovery torque coefficient and the target recovery base;

[0012] performing energy recovery according to the target recovery torque.

[0013] Optionally, the determining a user type according to the user identifier comprises:

[0014] acquire historical driving data of the user identified driving the vehicle, the historical driving data comprising brake pedal usage times, accelerator pedal usage times, brake pedal opening degree, brake pedal opening degree change rate, accelerator pedal opening degree and accelerator pedal opening degree change rate within a preset second time length after a preset first time length of each vehicle slide;

[0015] determine a user type corresponding to the user identified according to the brake pedal usage times, the accelerator pedal usage times, the brake pedal opening degree, the brake pedal opening degree change rate, the accelerator pedal opening degree and the accelerator pedal opening degree change rate.

[0016] Optionally, the determining a user type corresponding to the user identified according to the brake pedal usage times, the accelerator pedal usage times, the brake pedal opening degree, the brake pedal opening degree change rate, the accelerator pedal opening degree and the accelerator pedal opening degree change rate comprises:

[0017] if a difference between the brake pedal usage times and the accelerator pedal usage times is greater than a first preset value, the brake pedal opening degree is greater than a second preset value, and the brake pedal opening degree change rate is greater than a third preset value, determining that the user type corresponding to the user identified is a conservative type;

[0018] if a difference between the accelerator pedal usage times and the brake pedal usage times is greater than a fourth preset value, the accelerator pedal opening degree is greater than a fifth preset value, and the accelerator pedal opening degree change rate is greater than a sixth preset value, determining that the user type corresponding to the user identified is an aggressive type;

[0019] otherwise, determining that the user type corresponding to the user identified is a standard type.

[0020] Optionally, before the determining a user type corresponding to the user identified according to the brake pedal usage times, the accelerator pedal usage times, the brake pedal opening degree, the brake pedal opening degree change rate, the accelerator pedal opening degree and the accelerator pedal opening degree change rate, the method further comprises:

[0021] determining historical driving data of each speed interval according to the historical driving data and a plurality of preset speed intervals;

[0022] Correspondingly, the determining a user type corresponding to the user identified according to the brake pedal usage times, the accelerator pedal usage times, the brake pedal opening degree, the brake pedal opening degree change rate, the accelerator pedal opening degree and the accelerator pedal opening degree change rate comprises:

[0023] determining a target speed interval of the speed according to the plurality of speed intervals;

[0024] For the target speed interval, according to the brake pedal usage times, the accelerator pedal usage times, the brake pedal opening, the brake pedal opening rate of change, the accelerator pedal opening and the accelerator pedal opening rate of change in the target speed interval, the user type corresponding to the user identifier in the target speed interval is determined.

[0025] Optionally, the determination of the user type corresponding to the user identifier in the target speed interval according to the brake pedal usage times, the accelerator pedal usage times, the brake pedal opening, the brake pedal opening rate of change, the accelerator pedal opening and the accelerator pedal opening rate of change in the target speed interval comprises:

[0026] If the difference between the brake pedal usage times and the accelerator pedal usage times in the target speed interval is greater than a seventh preset value, the brake pedal opening is greater than an eighth preset value, and the brake pedal opening rate of change is greater than a ninth preset value, it is determined that the user type corresponding to the user identifier in the target speed interval is a conservative user.

[0027] If the difference between the accelerator pedal usage times and the brake pedal usage times in the target speed interval is greater than a tenth preset value, the accelerator pedal opening is greater than an eleventh preset value, and the accelerator pedal opening rate of change is greater than a twelfth preset value, it is determined that the user type corresponding to the user identifier in the target speed interval is an aggressive user.

[0028] Otherwise, it is determined that the user type corresponding to the user identifier in the target speed interval is a standard user.

[0029] Optionally, in the mapping relationship between the user type and the recovery torque coefficient, in the same speed interval, the recovery torque coefficient of the aggressive user is less than the recovery torque coefficient of the standard user, and the recovery torque coefficient of the standard user is less than the recovery torque coefficient of the conservative user.

[0030] Optionally, the determination of the target recovery base according to the speed comprises:

[0031] According to a preset mapping relationship between the speed interval and the recovery base, the target recovery base corresponding to the target speed interval is determined, and in the mapping relationship, the size of the speed interval and the size of the recovery base are in a negative correlation relationship.

[0032] In a second aspect, the application provides an energy recovery control device, which comprises:

[0033] An acquisition module is configured to acquire a user identifier and a speed of a vehicle.

[0034] The user type determining module is configured to determine a user type according to the user identifier, the user type being used to represent a habit of using a brake pedal and an accelerator pedal of a user corresponding to the user identifier.

[0035] The recovery torque coefficient determining module is configured to determine a target recovery torque coefficient corresponding to the user type according to a preset mapping relationship between the user type and the recovery torque coefficient.

[0036] The recovery base determining module is configured to determine a target recovery base according to the speed.

[0037] The target recovery torque determining module is configured to determine a target recovery torque according to the target recovery torque coefficient and the target recovery base.

[0038] The executing module is configured to execute energy recovery according to the target recovery torque.

[0039] In a third aspect, the present application provides a controller, comprising: a memory and a processor.

[0040] The memory stores computer execution instructions.

[0041] The processor executes the computer execution instructions stored in the memory, so that the processor executes the method according to any one of the first aspect.

[0042] In a fourth aspect, the present application provides a vehicle, comprising: a vehicle body and a controller arranged on the vehicle body, the controller being configured to execute the method according to any one of the first aspect.

[0043] In a fifth aspect, the present application provides a computer readable storage medium, the computer readable storage medium storing computer execution instructions, the computer execution instructions being executed by a processor to implement the method according to any one of the first aspect.

[0044] In a sixth aspect, the present application provides a computer program product, comprising a computer program, the computer program being executed by a processor to implement the method according to any one of the first aspect.

[0045] The application provides an energy recovery control method and device, a controller and a vehicle. The method comprises the following steps: obtaining a user identifier and a speed of the vehicle; determining a user type according to the user identifier, wherein the user type is used to represent the habit of using a brake pedal and an accelerator pedal of a user corresponding to the user identifier; determining a target recovery torque coefficient corresponding to the user type according to a preset mapping relationship between the user type and the recovery torque coefficient; determining a target recovery base according to the speed; determining a target recovery torque according to the target recovery torque coefficient and the target recovery base; and executing the target recovery torque. Through the method, the energy recovery torque of the vehicle can conform to the historical driving habit of the user when the user drives the vehicle, and the driving experience of the user can be improved. BRIEF DESCRIPTION OF DRAWINGS

[0046] The accompanying drawings, which are incorporated herein and constitute part of the specification, illustrate embodiments consistent with the application and, together with the description, serve to explain the principles of the application.

[0047] Figure 1 Flowchart of the energy recovery control method provided by the application Figure 1 ;

[0048] Figure 2 Schematic diagram of the user type determination method in a single speed interval provided by the application

[0049] Figure 3 Schematic diagram of the user type determination method in a plurality of speed intervals provided by the application

[0050] Figure 4 Structural schematic diagram of the energy recovery control device provided by the application

[0051] Figure 5 Structural schematic diagram of the controller provided by the application

[0052] The above drawings have shown the specific embodiments of the application, and the following will have a more detailed description. These drawings and the written description are not intended to limit the scope of the concept of the application by any means, but to illustrate the concept of the application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0053] The exemplary embodiments will be described in detail herein with reference to the drawings. Unless otherwise specified, the same or similar components are denoted by the same or similar reference numerals throughout the different drawings. The embodiments described in the following exemplary embodiments do not represent all the embodiments consistent with the application. Instead, they are merely examples of apparatuses and methods consistent with some aspects of the application as detailed in the appended claims.

[0054] The main problem of the existing energy recovery technology is the fixed setting of the recovery strength, which limits the adaptability and flexibility of the system. Different drivers have different braking habits in actual driving. The use of fixed energy recovery strength affects the energy recovery effect and the user experience. For example, in the urban congested road section, some drivers accelerate and brake relatively frequently, and the system should provide stronger recovery strength. However, some drivers drive slowly or slowly in the congested road section, and the braking frequency is relatively low. Stronger energy recovery will affect the driving experience of the user.

[0055] In view of the above problems, the present application provides a control method for energy recovery, which can determine the required energy recovery torque according to the user habit and the current driving speed. Specifically, the vehicle speed and the use frequency and the depression depth of the brake and the accelerator of the user in the coasting process are collected, the driving habit of the user is inferred, and the recovery torque is formulated for the user. Different users can be distinguished by user identification.

[0056] The technical solutions of the present application and how the technical solutions of the present application solve the above technical problems will be described in detail in the following specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of the present application will be described below with reference to the accompanying drawings.

[0057] Figure 1 The flowchart of the control method for energy recovery provided by the present application Figure 1 As shown in Figure 1 , the method comprises the following steps:

[0058] S101, obtaining the user identification and the speed of the vehicle.

[0059] Different users have different driving habits. In order to make the energy recovery strength meet the driving habits of the user, the user identification of the current driving of the vehicle is obtained first. Through the user identification, the identity of the driver can be identified, and the driving preference, historical data and personalized settings related to the user can be obtained. The user identification representing the identity information is recorded in the vehicle in advance.

[0060] After the vehicle is started, the user identification can be obtained in the following ways.

[0061] In one implementation, the account logged in by the car system is used as the user identification.

[0062] In one implementation, the biological information of the main driver is obtained through the camera, fingerprint sensor or voice recognition system in the vehicle, and then the user identification corresponding to the identity is determined.

[0063] In an implementation, the vehicle identifies the user identity by pairing with the driver's mobile phone via Bluetooth. When the driver's mobile phone establishes a connection with the vehicle, the system identifies the mobile phone Bluetooth identity and determines the user identity.

[0064] For a user identity that is not previously stored, the system prompts the user whether to agree to create a new user identity and adjust the energy recovery according to the daily driving habits. If the user does not agree to the operation, the energy recovery is performed at a fixed energy recovery level or a speed-based energy recovery level.

[0065] For the speed of the vehicle, the controller acquires the speed data collected by the sensor in real time.

[0066] S102, determine the user type according to the user identity, the user type indicating the habits of the user corresponding to the user identity in using the brake pedal and the accelerator pedal.

[0067] Different users have different habits in driving the vehicle, including the braking habits and the acceleration habits, and thus it is necessary to determine the user type corresponding to the current user identity.

[0068] In an implementation, the correspondence between the user identity and the user type is calibrated every preset time period (e.g., one month or half a year). After the correspondence is calibrated, the user type can be determined directly after the user identity is acquired each time the vehicle is started.

[0069] In an implementation, before the vehicle is driven each time, the historical driving data corresponding to the user identity is acquired according to the user identity, and only the data related to the energy recovery needs to be concerned in the historical driving data of the vehicle. In this solution, the coasting energy recovery is considered, and when the user does not step on the brake pedal and does not step on the accelerator pedal, the vehicle enters the coasting mode, and the kinetic energy of the vehicle is converted into electric energy by the reverse torque (i.e., the energy recovery torque) of the electric motor. After the first preset time period ends, the number of times of using the brake pedal, the number of times of using the accelerator pedal, the accelerator pedal opening, and the accelerator pedal opening change rate in the second time period are acquired. According to the acquired historical driving data, the user type is determined. For example, the first time period can be set to 2 seconds, 3 seconds, 5 seconds, or other time periods, and the second time period can be set to 30 seconds, 1 minute, 3 minutes, or other time periods.

[0070] The coasting process indicates that energy recovery is started. After a short energy recovery, the user's operation of the brake pedal and the accelerator pedal is collected. Based on a large amount of data, the user's habit after the start of the coasting energy recovery can be determined. If the user's habit after the start of the coasting energy recovery is to brake frequently, the energy recovery torque coefficient is increased, and the energy recovery strength is increased, to help the user brake while increasing energy recovery. If the user's habit after the start of the coasting energy recovery is to accelerate frequently, the energy recovery torque coefficient is reduced, and the energy recovery strength is reduced.

[0071] The process of determining the user type before each vehicle travel is the same as the calibration process in the first implementation, only the frequency is different. In the second implementation, calibration is performed for each travel.

[0072] In some embodiments, the same user's braking habits can be different at high speed and low speed, so when determining the user type, the speed interval can be determined. A plurality of speed intervals are set in advance, and the user type is determined in each speed interval. For example, the speed interval can be set to 10-30 km / h, 30-60 km / h, 60-90 km / h, and greater than 90 km / h.

[0073] In some embodiments, there is no need to distinguish the speed interval, and one user type corresponds to the same energy recovery coefficient in each speed interval.

[0074] S103, determining the target recovery torque coefficient corresponding to the user type according to the preset mapping relationship between the user type and the recovery torque coefficient.

[0075] The mapping relationship between different user types and recovery torque coefficients is set in advance. If the speed interval is not distinguished, the user types in the mapping relationship can be divided into conservative users, aggressive users, and standard users. The recovery torque coefficient corresponding to the conservative user is T1, the recovery torque coefficient corresponding to the standard user is T2, and the recovery torque coefficient corresponding to the aggressive user is T3, wherein T1>T2>T3.

[0076] If the speed interval is distinguished, the user types in the mapping relationship can be divided into conservative users, aggressive users, and standard users, and each user type corresponds to different recovery torque coefficients in different speed intervals. In the mapping relationship, in the same speed interval, the energy recovery torque coefficient of the aggressive user is less than that of the standard user, and the recovery torque coefficient of the standard user is less than that of the conservative user. For the same user type, in different speed intervals, the higher the speed interval, the smaller the recovery torque coefficient.

[0077] S104, determining the target recovery base according to the speed.

[0078] In some embodiments, when the vehicle speed is greater than a preset speed (e.g., 10 km / h), a fixed target recovery base is used. In this solution, the recovery base is the torque base of energy recovery.

[0079] In some embodiments, a target recovery base based on speed change is introduced, and the demand for energy recovery is different at different speeds. The energy recovery torque base at high speed is relatively smaller than that at low speed.

[0080] In one implementation, a mapping relationship between speed and recovery base is preset, and the speed and the recovery base are in a negative correlation relationship. The greater the speed, the smaller the recovery base. According to the speed, the target recovery base can be determined from the mapping relationship.

[0081] In one implementation, a mapping relationship between speed interval and recovery base is preset, and the speed interval and the recovery base are in a negative correlation relationship. The greater the speed interval, the smaller the recovery base. According to the speed, the speed interval is determined, and the target recovery base can be determined from the mapping relationship.

[0082] S105, determining the target recovery torque according to the target recovery torque coefficient and the target recovery base.

[0083] The target recovery torque coefficient is multiplied by the target recovery base to obtain the target recovery torque.

[0084] S106, performing energy recovery according to the target recovery torque.

[0085] The controller adjusts the working state of the energy recovery system according to the calculated target recovery torque. For example, by adjusting the reverse torque of the electric motor, the vehicle generates a predetermined energy recovery strength when decelerating. At this time, the energy recovery system of the vehicle will be executed as expected to provide an energy recovery effect that meets the user's habits and adapts to the current driving environment.

[0086] The embodiment provides an energy recovery control method, which comprises: obtaining a user identifier and a speed of a vehicle; determining a user type according to the user identifier, the user type being used to represent a habit of using a brake pedal and an accelerator pedal of a user corresponding to the user identifier; determining a target recovery torque coefficient corresponding to the user type according to a preset mapping relationship between the user type and the recovery torque coefficient; determining a target recovery base according to the speed; determining a target recovery torque according to the target recovery torque coefficient and the target recovery base; and executing the target recovery torque. Through the method, the energy recovery torque of the vehicle meets the historical driving habits of the user when the user drives the vehicle, and the driving experience of the user can be improved.

[0087] Two ways of how to determine the user type are introduced below.

[0088] First, the case where the speed interval is not considered in determining the user type is introduced.

[0089] Figure 2 The schematic diagram of the user type determination method in a single speed interval provided in the present application is combined with Figure 2 , including the following steps:

[0090] Step 1, obtain the historical driving data of the user identified driving vehicle, the historical driving data including the brake pedal usage times, accelerator pedal usage times, accelerator pedal opening degree and accelerator pedal opening degree change rate in a preset second duration after the end of a preset first duration of each vehicle glide.

[0091] In this step, the vehicle enters the glide phase without stepping on the brake after releasing the accelerator. After the end of the first duration (for example, 2 seconds, 5 seconds, etc.), the brake pedal usage times, accelerator pedal usage times, accelerator pedal opening degree and accelerator pedal opening degree change rate in the second duration (for example, 1 minute, 5 minutes, etc.) are collected.

[0092] Step 2, determine the user type corresponding to the user identified according to the historical driving data.

[0093] In this embodiment, the user type is divided into conservative, aggressive and standard. The characteristic of the conservative type is that the number of times of stepping on the brake pedal is greater than the number of times of stepping on the accelerator pedal in the second duration, and the difference in the number of times exceeds a certain value. The characteristic of the aggressive type is that the number of times of stepping on the accelerator pedal is greater than the number of times of stepping on the brake pedal in the second duration, and the difference in the number of times exceeds a certain value.

[0094] The user type can be determined only according to the difference in the number of times of stepping on the brake pedal and the number of times of stepping on the accelerator pedal. In order to increase the accuracy of the determination, the accelerator pedal opening degree and the accelerator pedal opening degree change rate, the brake pedal opening degree and the brake pedal opening degree change rate can be combined.

[0095] The above-mentioned way of determining the user type is only an example. As long as the user is determined to be used to braking or accelerating according to the number of times of stepping on the accelerator pedal and the number of times of stepping on the brake pedal in the historical driving data.

[0096] In a specific implementation manner:

[0097] If the difference between the brake pedal usage times and the accelerator pedal usage times is greater than a first preset value, the brake pedal opening degree is greater than a second preset value, and the brake pedal opening degree change rate is greater than a third preset value, the user type corresponding to the user identified is determined to be a conservative user.

[0098] If the difference between the number of times the accelerator pedal is used and the number of times the brake pedal is used is greater than a fourth preset value, the accelerator pedal opening degree is greater than a fifth preset value, and the accelerator pedal opening degree change rate is greater than a sixth preset value, it is determined that the user type corresponding to the user identifier is an aggressive user.

[0099] If the user type corresponding to the user identifier is not a conservative user or an aggressive user, it is determined that the user type corresponding to the user identifier is a standard user.

[0100] Examples:

[0101] Get the historical driving data of user A in a month (historical data within one minute after 2 seconds of coasting end):

[0102] Number of times the brake pedal is used: 1200 times;

[0103] Number of times the accelerator pedal is used: 500 times;

[0104] Average opening degree of brake pedal: 60%;

[0105] Average change rate of brake pedal: 15% / s;

[0106] Average opening degree of accelerator pedal: 70%;

[0107] Average change rate of accelerator pedal: 20% / s;

[0108] The preset values are as follows:

[0109] First preset value (preset difference between number of times brake pedal is used and number of times accelerator pedal is used): 500 times;

[0110] Second preset value (preset opening degree of brake pedal): 50%;

[0111] Third preset value (preset change rate of brake pedal): 10% / s;

[0112] Fourth preset value (preset difference between number of times accelerator pedal is used and number of times brake pedal is used): 500 times;

[0113] Fifth preset value (preset opening degree of accelerator pedal): 50%;

[0114] Sixth preset value (preset change rate of accelerator pedal): 15% / s;

[0115] First determine whether user A is an aggressive user:

[0116] Difference between number of times accelerator pedal is used and number of times brake pedal is used: 50-120=-70<50, not meeting the condition.

[0117] Accelerator pedal opening degree: 70%>50%, meeting the condition;

[0118] Accelerator pedal change rate: 20% / s > 15% / s, meets the condition;

[0119] Since the difference between the number of times the accelerator pedal was used and the number of times the brake pedal was used did not reach the fourth preset value (which is negative), user A does not meet the criteria for an aggressive user.

[0120] Continue to determine whether user A is a conservative user.

[0121] The difference between the number of times the brake pedal was used and the number of times the accelerator pedal was used: 1200 - 500 = 700 > 500; this meets the condition.

[0122] Brake pedal opening: 60% > 50%, meets the requirements;

[0123] Brake pedal change rate: 15% / s > 10% / s, meets the condition;

[0124] If all three conditions are met, the user is identified as a conservative user.

[0125] In the above example, the user type is determined by comparing the difference between the number of accelerator pedal strokes and the number of brake pedal strokes. However, if a user hasn't used the vehicle for a period of time, resulting in insufficient data, it might be impossible to determine whether they are an aggressive or conservative user based solely on historical data, leading to an incorrect classification as a standard user. In this case, historical data can be collected again, or data collection can continue until a sufficient amount of data is available before making a judgment. Alternatively, a ratio method can be used instead of the difference in stroke counts. Specifically, for determining an aggressive user, the ratio of the difference between the number of accelerator pedal strokes and the number of brake pedal strokes to the total number of strokes must be greater than 0 and greater than a preset first ratio. For determining a conservative user, the ratio of the difference between the number of brake pedal strokes and the number of accelerator pedal strokes to the total number of strokes must be greater than 0 and greater than a preset second ratio.

[0126] The following section introduces the method of considering speed range when determining user type.

[0127] Figure 3 This is a schematic diagram of the user type determination method for multiple speed ranges provided in this application, combined with... Figure 3 It includes the following steps:

[0128] Step 1: Based on historical driving data and multiple preset speed ranges, determine the historical driving data for each speed range.

[0129] In this step, the historical driving data is assigned to different speed intervals. Each speed interval can contain different driving conditions, for example: low speed interval: 0-30km / h; medium speed interval: 30-60km / h; high speed interval: greater than 60km / h.

[0130] In each speed interval, the following driving data of the user is recorded: brake pedal usage times, accelerator pedal usage times, brake pedal opening, brake pedal opening rate of change, accelerator pedal opening, and accelerator pedal opening rate of change.

[0131] The historical driving data in each speed interval will be used to analyze the user's driving habits.

[0132] In one implementation, the speed interval of the historical driving data can be divided by the speed of the first data point of each historical driving data. Other fixed data points can also be used for interval division.

[0133] Step 2, for any speed interval, according to the brake pedal usage times, accelerator pedal usage times, brake pedal opening, brake pedal opening rate of change, accelerator pedal opening and accelerator pedal opening rate of change in any speed interval, determine the user type of the user identified in any speed interval.

[0134] Specifically,

[0135] If the difference between the brake pedal usage times and the accelerator pedal usage times in any speed interval is greater than the seventh preset value, the brake pedal opening is greater than the eighth preset value, and the brake pedal opening rate of change is greater than the ninth preset value, then the user type corresponding to the user identified in any speed interval is determined to be a conservative user.

[0136] Satisfying the above conditions means that the user frequently uses the brake in this speed interval, the brake force is large, and the brake change rate is high, showing a more conservative driving habit.

[0137] If the difference between the accelerator pedal usage times and the brake pedal usage times in any speed interval is greater than the tenth preset value, the accelerator pedal opening is greater than the eleventh preset value, and the accelerator pedal opening rate of change is greater than the twelfth preset value, then the user type corresponding to the user identified in any speed interval is determined to be an aggressive user.

[0138] Satisfying the above conditions means that the user frequently accelerates in this speed interval, the throttle opening is large, and the acceleration change rate is fast, showing a more aggressive driving behavior.

[0139] If the driving behavior of the user does not meet the condition of the conservative or aggressive user in any speed interval, the type of the user in the speed interval is determined as the standard user. That is, the driving behavior of the user is neither particularly frequent use of the brake nor shows excessively aggressive acceleration behavior, which belongs to the normal driving mode.

[0140] The settings of the seventh preset value to the twelfth preset value are of the same type as the settings of the first preset value to the sixth preset value, and the above-mentioned preset values are not exemplified again, and are set according to actual needs.

[0141] By dividing the user types according to different speed intervals, the behavior mode of the user at different driving speeds can be more accurately reflected, which is helpful to provide the energy recovery strength more in line with the user habit.

[0142] According to the current speed, the speed interval in which the user is currently located can be determined, that is, the user type in the speed interval can be determined.

[0143] After the user type is determined, the target energy recovery torque to be executed is determined according to the actual vehicle speed and the user type.

[0144] For example, the torque recovery base of the high-speed section V1 (> 60km / h) is T1, the torque recovery base of the medium-speed section V2 (30-60km / h) is T2, and the torque recovery base of the low-speed section V3 (10-30km / h) is T3, wherein T3>T2>T1.

[0145] The recovery torque coefficient of the conservative user in the high-speed section is a, the recovery torque coefficient in the medium-speed section is b, and the recovery torque coefficient in the low-speed section is c, wherein c>b>a.

[0146] The recovery torque coefficient of the standard user in the high-speed section is d, the recovery torque coefficient in the medium-speed section is e, and the recovery torque coefficient in the low-speed section is f, wherein f>e>d.

[0147] The recovery torque coefficient of the aggressive user in the high-speed section is g, the recovery torque coefficient in the medium-speed section is h, and the recovery torque coefficient in the low-speed section is o, wherein o>h>g.

[0148] The torque strength of energy recovery is shown in the following table:

[0149]

[0150] The torque required by the user type corresponding to the user identification of the driving vehicle and the current vehicle speed is queried from the table.

[0151] In some other embodiments, the torque recovery bases at different speeds can be the same.

[0152] Figure 4A structural schematic diagram of an energy recovery control device is provided in the present application. The energy recovery control device 40 comprises:

[0153] An acquisition module 401 is configured to acquire a user identifier and a speed of a vehicle.

[0154] A user type determination module 402 is configured to determine a user type according to the user identifier, the user type being used to represent a habit of a user corresponding to the user identifier in using a brake pedal and an accelerator pedal.

[0155] A recovery torque coefficient determination module 403 is configured to determine a target recovery torque coefficient corresponding to the user type according to a preset mapping relationship between user types and recovery torque coefficients.

[0156] A recovery base determination module 404 is configured to determine a target recovery base according to the speed.

[0157] A target recovery torque determination module 405 is configured to determine a target recovery torque according to the target recovery torque coefficient and the target recovery base.

[0158] An execution module 406 is configured to perform energy recovery according to the target recovery torque.

[0159] Optionally, the user type determination module 402 is specifically configured to:

[0160] acquire historical driving data of the user identifier in driving the vehicle, the historical driving data comprising a brake pedal usage frequency, an accelerator pedal usage frequency, a brake pedal opening degree, a brake pedal opening degree change rate, an accelerator pedal opening degree and an accelerator pedal opening degree change rate of the vehicle within a preset second time length after a preset first time length of each coasting.

[0161] determine a user type of the user identifier according to the brake pedal usage frequency, the accelerator pedal usage frequency, the brake pedal opening degree, the brake pedal opening degree change rate, the accelerator pedal opening degree and the accelerator pedal opening degree change rate.

[0162] Optionally, the user type determination module 402 is further configured to:

[0163] if a difference between the brake pedal usage frequency and the accelerator pedal usage frequency is greater than a first preset value, the brake pedal opening degree is greater than a second preset value, and the brake pedal opening degree change rate is greater than a third preset value, determine that a user type corresponding to the user identifier is a conservative type.

[0164] If the difference between the number of times the accelerator pedal is used and the number of times the brake pedal is used is greater than a fourth preset value, the accelerator pedal opening is greater than a fifth preset value, and the accelerator pedal opening rate of change is greater than a sixth preset value, it is determined that the user type corresponding to the user identifier is an aggressive user.

[0165] If the user type corresponding to the user identifier is not a conservative user or an aggressive user, it is determined that the user type corresponding to the user identifier is a standard user.

[0166] Optionally, the user type determination module 402 is further configured to:

[0167] According to the historical driving data and a plurality of preset speed intervals, the historical driving data of each speed interval is determined.

[0168] For any speed interval, according to the number of times the brake pedal is used, the number of times the accelerator pedal is used, the brake pedal opening, the brake pedal opening rate of change, the accelerator pedal opening, and the accelerator pedal opening rate of change in the any speed interval, the user type of the user identifier in the any speed interval is determined.

[0169] Optionally, the user type determination module 402 is further configured to:

[0170] If the difference between the number of times the brake pedal is used and the number of times the accelerator pedal is used in the any speed interval is greater than a seventh preset value, the brake pedal opening is greater than an eighth preset value, and the brake pedal opening rate of change is greater than a ninth preset value, it is determined that the user type corresponding to the user identifier in the any speed interval is a conservative user.

[0171] If the difference between the number of times the accelerator pedal is used and the number of times the brake pedal is used in the any speed interval is greater than a tenth preset value, the accelerator pedal opening is greater than an eleventh preset value, and the accelerator pedal opening rate of change is greater than a twelfth preset value, it is determined that the user type corresponding to the user identifier in the any speed interval is an aggressive user.

[0172] If the user type corresponding to the user identifier in the any speed interval is not a conservative user or an aggressive user, it is determined that the user type corresponding to the user identifier in the any speed interval is a standard user.

[0173] Optionally, in the mapping relationship between the user type and the recovery torque coefficient, in the same speed interval, the recovery torque coefficient of the aggressive user is less than the recovery torque coefficient of the standard user, and the recovery torque coefficient of the standard user is less than the recovery torque coefficient of the conservative user.

[0174] Optionally, the recovery base determining module 404 is specifically configured to:

[0175] According to the plurality of speed intervals, a target speed interval in which the speed is located is determined.

[0176] According to a preset mapping relationship between the speed intervals and the recovery bases, the target recovery base corresponding to the target speed interval is determined, and in the mapping relationship, the size of the speed interval and the size of the recovery base are in a negative correlation relationship.

[0177] The energy recovery control device provided in the embodiment can execute the method provided in the method embodiment, and has similar implementation principles and technical effects, which will not be described here again.

[0178] Figure 5 The structural schematic diagram of the controller provided in the present application is shown in FIG. 1, and the controller 50 provided in the embodiment includes at least one processor 501 and a memory 502. Figure 5 Optionally, the controller 50 further includes a communication component 503. The processor 501, the memory 502 and the communication component 503 are connected through a bus 504.

[0179] In the specific implementation process, the at least one processor 501 executes the computer execution instructions stored in the memory 502, so that the at least one processor 501 executes the method described above.

[0180] The specific implementation process of the processor 501 can refer to the method embodiment described above, and has similar implementation principles and technical effects, which will not be described here again.

[0181] In the above embodiment, it should be understood that the processor can be a central processing unit (CPU), and can also be other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC) and the like. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor. The steps of the method disclosed in the present application can be directly embodied as the execution of the hardware processor, or executed by the combination of the hardware and software modules in the processor.

[0182] The memory can include a random access memory (RAM), and can also include a non-volatile memory (NVM), for example, at least one disk memory.

[0183] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For the convenience of representation, the bus in the drawings of the present application does not limit to only one bus or one type of bus.

[0184] The present application also provides a computer program product comprising a computer program which, when executed by a processor, implements the method described above.

[0185] The present application also provides a vehicle comprising a vehicle body and a controller, wherein the controller is capable of executing the method in the method embodiments described above.

[0186] The present application also provides a computer readable storage medium having computer-executable instructions stored therein, which, when executed by a processor, implement the method described above.

[0187] The readable storage medium described above can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk. The readable storage medium can be any available medium that can be accessed by a general or special purpose computer.

[0188] An exemplary readable storage medium is coupled to the processor, so that the processor can read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be an integral part of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (ASIC). Of course, the processor and the readable storage medium can also exist as discrete components in the device.

[0189] The division of units is only a logical functional division, and in actual implementation, there can be another division manner, for example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0190] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0191] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0192] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0193] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0194] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A method for controlling energy recovery, characterized in that, The method includes: Obtain user identification and vehicle speed; Based on the user identifier, the user type is determined, and the user type is used to indicate the user's habits of using the brake pedal and accelerator pedal corresponding to the user identifier; Based on the preset mapping relationship between user type and recovery torque coefficient, the target recovery torque coefficient corresponding to the user type is determined; Based on the stated speed, determine the target recovery base. The target recovery torque is determined based on the target recovery torque coefficient and the target recovery base. Energy recovery is performed based on the target recovery torque.

2. The method according to claim 1, characterized in that, The step of determining the user type based on the user identifier includes: The historical driving data of the vehicle driven by the user with the specified identifier is obtained. The historical driving data includes the number of times the brake pedal is used, the number of times the accelerator pedal is used, the brake pedal opening, the rate of change of the brake pedal opening, the accelerator pedal opening, and the rate of change of the accelerator pedal opening within a preset second time period after each preset first time period of vehicle coasting. The user type corresponding to the user identifier is determined based on the number of times the brake pedal is used, the number of times the accelerator pedal is used, the brake pedal opening degree, the rate of change of the brake pedal opening degree, the accelerator pedal opening degree, and the rate of change of the accelerator pedal opening degree.

3. The method according to claim 2, characterized in that, The step of determining the user type corresponding to the user identifier based on the number of times the brake pedal is used, the number of times the accelerator pedal is used, the brake pedal opening degree, the rate of change of the brake pedal opening degree, the accelerator pedal opening degree, and the rate of change of the accelerator pedal opening degree includes: If the difference between the number of times the brake pedal is used and the number of times the accelerator pedal is used is greater than a first preset value, the brake pedal opening is greater than a second preset value, and the rate of change of the brake pedal opening is greater than a third preset value, then the user type corresponding to the user identifier is determined to be a conservative user. If the difference between the number of times the accelerator pedal is used and the number of times the brake pedal is used is greater than a fourth preset value, the accelerator pedal opening is greater than a fifth preset value, and the rate of change of the accelerator pedal opening is greater than a sixth preset value, then the user type corresponding to the user identifier is determined to be an aggressive user. Otherwise, the user type corresponding to the user identifier is determined to be a standard user.

4. The method according to claim 2, characterized in that, Before determining the user type corresponding to the user identifier based on the number of times the brake pedal is used, the number of times the accelerator pedal is used, the brake pedal opening degree, the rate of change of the brake pedal opening degree, the accelerator pedal opening degree, and the rate of change of the accelerator pedal opening degree, the method further includes: Based on the historical driving data and multiple preset speed ranges, determine the historical driving data for each speed range; Accordingly, determining the user type corresponding to the user identifier based on the number of times the brake pedal is used, the number of times the accelerator pedal is used, the brake pedal opening degree, the rate of change of the brake pedal opening degree, the accelerator pedal opening degree, and the rate of change of the accelerator pedal opening degree includes: Based on the multiple speed ranges, determine the target speed range in which the speed is located; Based on the number of times the brake pedal is used, the number of times the accelerator pedal is used, the brake pedal opening, the rate of change of the brake pedal opening, the accelerator pedal opening, and the rate of change of the accelerator pedal opening within the target speed range, the user type corresponding to the user identifier within the target speed range is determined.

5. The method according to claim 4, characterized in that, The step of determining the user type corresponding to the user identifier within the target speed range based on the number of times the brake pedal is used, the number of times the accelerator pedal is used, the brake pedal opening, the rate of change of the brake pedal opening, the accelerator pedal opening, and the rate of change of the accelerator pedal opening within the target speed range includes: If the difference between the number of times the brake pedal is used and the number of times the accelerator pedal is used within the target speed range is greater than a seventh preset value, the brake pedal opening is greater than an eighth preset value, and the rate of change of the brake pedal opening is greater than a ninth preset value, then the user type corresponding to the user identifier within the target speed range is determined to be a conservative user. If the difference between the number of times the accelerator pedal is used and the number of times the brake pedal is used within the target speed range is greater than the tenth preset value, the accelerator pedal opening is greater than the eleventh preset value, and the accelerator pedal opening change rate is greater than the twelfth preset value, then the user type corresponding to the user identifier within the target speed range is determined to be an aggressive user. Otherwise, the user type corresponding to the user identifier within the target speed range is determined to be a standard user.

6. The method according to claim 5, characterized in that, In the mapping relationship between user type and recovery torque coefficient, within the same speed range, the recovery torque coefficient of the aggressive user is less than that of the standard user, and the recovery torque coefficient of the standard user is less than that of the conservative user.

7. The method according to any one of claims 4-6, characterized in that, Determining the target recovery base based on the speed includes: Based on the preset mapping relationship between speed range and recovery base, the target recovery base corresponding to the target speed range is determined. In the mapping relationship, the size of the speed range and the size of the recovery base are negatively correlated.

8. A control device for energy recovery, characterized in that, The device includes: The acquisition module is used to acquire user identifiers and vehicle speeds; The user type determination module is used to determine the user type based on the user identifier, wherein the user type is used to indicate the user's habits of using the brake pedal and accelerator pedal corresponding to the user identifier; The recovery torque coefficient determination module is used to determine the target recovery torque coefficient corresponding to the user type based on a preset mapping relationship between user type and recovery torque coefficient. A recovery base determination module is used to determine a target recovery base based on the speed. The target recovery torque determination module is used to determine the target recovery torque based on the target recovery torque coefficient and the target recovery base. An execution module is used to perform energy recovery based on the target recovery torque.

9. A controller, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-7.

10. A vehicle, characterized in that, include: A vehicle body and a controller disposed on the vehicle body, the controller being configured to perform the method as described in any one of claims 1-7.

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