Energy recovery method, electronic equipment and vehicle

Abstract

The invention provides an energy recovery method, electronic equipment and a vehicle, the method is applied to the technical field of vehicle control, and the method comprises the following steps: under the condition that an energy recovery mode of the vehicle is triggered, determining intention conformity, the intention conformity represents the matching degree between the driving habit of the driver and the deceleration demand of the vehicle in the current driving scene; determining a target recovery torque according to the intention conformity; and controlling the vehicle to recover energy according to the target recovery torque. According to the method, the recovery intensity of vehicle energy recovery can be adjusted in real time in the vehicle energy recovery process, and vehicle driving individuation and safety are both considered.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more specifically, to an energy recovery method, electronic device, and vehicle in the field of vehicle control technology. Background Technology

[0002] Currently, new energy vehicles are equipped with energy recovery functions, which convert the kinetic energy during vehicle deceleration into electrical energy for storage and reuse.

[0003] In existing energy recovery functions, the recovery torque is usually determined based on the preset deceleration value corresponding to the selected energy recovery level, and then the driver selects the energy recovery level. Alternatively, the target recovery torque can be calculated in real time based on relative driving information such as the distance between the vehicle and the target vehicle, the target vehicle speed, and the vehicle's speed, so as to dynamically adjust the energy recovery intensity.

[0004] However, neither of the above two methods can automatically match the deceleration intensity and customize the energy recovery intensity according to different drivers' driving habits, resulting in low adaptability and intelligence. Summary of the Invention

[0005] In view of this, this application provides an energy recovery method, electronic device and vehicle, which can adjust the energy recovery intensity in real time during the energy recovery process of the vehicle, taking into account the intelligence, personalization and safety of vehicle driving. Firstly, an energy recovery method is provided, comprising: determining an intent compliance degree when the energy recovery mode of a vehicle is triggered, the intent compliance degree representing the degree of matching between the driver's driving habits and the deceleration requirements of the vehicle in the current driving scenario; determining a target recovery torque based on the intent compliance degree; and controlling the vehicle to perform energy recovery based on the target recovery torque.

[0006] The above technical solution enables dynamic matching of the driver's driving habits with the vehicle's current deceleration requirements when the vehicle's energy recovery mode is triggered. Based on this dynamic matching result, the target recovery torque is determined. In other words, by comprehensively considering the driver's driving habits and the deceleration requirements in the current driving scenario, the target recovery torque is adjusted in real time. This makes the vehicle's energy recovery intensity more in line with the deceleration requirements of the current driving scenario and the driver's driving habits, taking into account the driver's personalized, comfortable, and safe driving needs, and improving the driver's driving experience.

[0007] In conjunction with the first aspect, in some possible implementation methods, determining the degree of intent conformity includes: determining the driving habit intensity corresponding to the vehicle, whereby the driving habit intensity describes the aggressiveness of the driver's driving habits; determining the target deceleration intensity of the vehicle in the current driving scenario, whereby the target deceleration intensity describes the current deceleration requirement of the vehicle; and determining the degree of intent conformity based on the driving habit intensity and the target deceleration intensity.

[0008] The above technical solution quantifies the aggressiveness of a driver's driving habits by the intensity of driving habits and quantifies the vehicle's deceleration requirements by the target deceleration intensity. This allows for the combination of driving habits with different levels of aggressiveness and deceleration requirements to calculate the corresponding intent compliance under different combinations. Subsequently, the target recovery torque can be calculated based on the intent compliance corresponding to different combinations, fully considering the energy recovery situation when different driving habits and different driving scenarios are combined, optimizing the energy recovery process, and improving the personalization and adaptability of energy recovery.

[0009] Combining the first aspect and the above implementation methods, in some possible implementation methods, determining the driving habit intensity corresponding to the vehicle includes: acquiring the vehicle's historical braking data within a preset time period, the historical braking data including historical braking frequency and historical average push rod travel; and determining the driving habit intensity based on the historical braking frequency and historical average push rod travel.

[0010] The above technical solution determines the intensity of a vehicle's driving habits based on historical braking frequency and historical average push rod stroke, making the quantification process of this driving habit intensity more objective. This results in a more objective target recovery torque calculated subsequently, reducing the impact of subjective judgment on the vehicle's energy recovery process.

[0011] Combining the first aspect and the above implementation methods, in some possible implementation methods, determining the target deceleration intensity of the vehicle in the current driving scenario includes: determining the initial deceleration of the vehicle in the current driving scenario based on the relative driving data between the vehicle and the target in front, wherein the relative driving data includes: the speed difference between the vehicle's speed and the target's speed, and the distance difference between the vehicle and the target in front; and determining the absolute value of the initial deceleration as the target deceleration intensity.

[0012] In the above technical solution, the initial deceleration of the vehicle is determined by the relative driving data between the vehicle and the target ahead. That is, the initial deceleration can characterize the current deceleration demand of the vehicle without considering the driver's driving habits. Furthermore, the deceleration demand is quantified by the absolute value of the initial deceleration to obtain the target deceleration intensity. This target deceleration intensity can accurately describe the actual deceleration demand of the vehicle, improving the accuracy of the description of the vehicle's deceleration demand. As a result, the subsequent determination of the intent based on the target deceleration intensity is more accurate.

[0013] Combining the first aspect and the above implementation methods, in some possible implementation methods, the degree of intent compliance is determined based on the intensity of driving habits and the target deceleration intensity, including: determining the absolute value of the difference between the intensity of driving habits and the target deceleration intensity; and determining the difference between the preset value and the absolute value as the degree of intent compliance.

[0014] Combining the first aspect and the above implementation methods, in some possible implementation methods, the target recovery torque is determined based on the degree of intent compliance, including: determining the target deceleration corresponding to the degree of intent compliance; and determining the target recovery torque based on the target deceleration, the vehicle's mass, the vehicle's rolling radius, and the vehicle's driving resistance torque.

[0015] In the above technical solution, when the target deceleration corresponds to the current intention, the vehicle can decelerate at the target deceleration, which is in line with the driver's driving habits and the current deceleration requirements. Furthermore, the target recovery torque is determined by the target deceleration, so that when the vehicle recovers energy with the target recovery torque, it takes into account the driver's driving habits and deceleration requirements, thereby improving the driver's comfort and safety during the driving process.

[0016] Combining the first aspect and the above implementation methods, in some possible implementation methods, determining the target deceleration corresponding to the intention compliance degree includes: determining the target correction coefficient corresponding to the intention compliance degree; determining the initial deceleration of the vehicle in the current driving scenario based on the relative driving data between the vehicle and the target in front, the relative driving data including: the speed difference between the vehicle's driving speed and the driving speed of the target in front, and the distance difference between the vehicle and the target in front; correcting the initial deceleration based on the target correction coefficient to obtain the target deceleration corresponding to the intention compliance degree.

[0017] In the above technical solution, the initial deceleration is the deceleration required by the vehicle to meet the deceleration demand in the current driving scenario without considering the driver's driving habits. The target correction coefficient is calculated based on the degree of intent compliance. That is, the calculation of the target correction coefficient takes into account the driver's driving habits and whether the driver's driving habits match the current deceleration demand, etc., on the impact on the vehicle's energy recovery process. By correcting the initial deceleration with this target correction coefficient, it is ensured that the final target deceleration takes into account both the driver's driving needs and the current deceleration demand, optimizes the vehicle's energy recovery process, and ensures driving comfort and safety. Combining the first aspect and the above implementation methods, in some possible implementation methods, determining the target correction coefficient corresponding to the degree of intent compliance includes: acquiring historical braking data of the vehicle within a preset time period, the historical braking data including historical braking frequency and historical average push rod travel; determining the original correction coefficient based on the historical braking frequency and historical average push rod travel; and determining the target correction coefficient based on the original correction coefficient and the degree of intent compliance.

[0018] Secondly, an energy recovery device is provided, which includes: a determining module and a control module; The determination module is used to determine the degree of intent compliance when the vehicle's energy recovery mode is triggered. The degree of intent compliance is used to represent the degree of matching between the driver's driving habits and the vehicle's deceleration requirements in the current driving scenario. The determination module is also used to determine the target recovery torque based on the degree of intent compliance; The control module is used to control the vehicle to recover energy based on the target recovery torque.

[0019] Combining the second aspect and the above implementation methods, in some possible implementation methods, a determining module is specifically used to determine the driving habit intensity corresponding to the vehicle, the driving habit intensity being used to describe the aggressiveness of the driver's driving habits; determine the target deceleration intensity of the vehicle in the current driving scenario, the target deceleration intensity being used to describe the current deceleration demand of the vehicle; and determine the intent conformity based on the driving habit intensity and the target deceleration intensity.

[0020] Combining the second aspect and the above implementation methods, in some possible implementation methods, a determining module is specifically used to obtain the vehicle's historical braking data within a preset time period. The historical braking data includes historical braking frequency and historical average push rod travel. Based on the historical braking frequency and historical average push rod travel, the driving habit intensity is determined.

[0021] Combining the second aspect and the above implementation methods, in some possible implementation methods, the determining module is specifically used to determine the initial deceleration of the vehicle in the current driving scenario based on the relative driving data between the vehicle and the target in front. The relative driving data includes: the speed difference between the vehicle's driving speed and the target's driving speed, and the distance difference between the vehicle and the target in front; the absolute value of the initial deceleration is determined as the target deceleration intensity.

[0022] Combining the second aspect and the above implementation methods, in some possible implementation methods, a determining module is specifically used to determine the absolute value of the difference between the driving habit intensity and the target deceleration intensity; the difference between the preset value and the absolute value is determined as the degree of intent conformity.

[0023] Combining the second aspect and the above implementation methods, in some possible implementation methods, a determining module is specifically used to determine the target deceleration corresponding to the degree of intent compliance; and to determine the target recovery torque based on the target deceleration, the vehicle's mass, the vehicle's rolling radius, and the vehicle's driving resistance torque.

[0024] Combining the second aspect and the above implementation methods, in some possible implementation methods, a determining module is specifically used to determine the target correction coefficient corresponding to the intent compliance degree; based on the relative driving data between the vehicle and the target in front, the initial deceleration of the vehicle in the current driving scenario is determined, and the relative driving data includes: the speed difference between the vehicle's driving speed and the driving speed of the target in front, and the distance difference between the vehicle and the target in front; the initial deceleration is corrected based on the target correction coefficient to obtain the target deceleration corresponding to the intent compliance degree.

[0025] Combining the second aspect and the above implementation methods, in some possible implementation methods, a module is determined, specifically used to acquire the vehicle's historical braking data within a preset time period. The historical braking data includes historical braking frequency and historical average push rod travel. Based on the historical braking frequency and historical average push rod travel, an original correction coefficient is determined. Based on the original correction coefficient and the degree of conformity to the intent, a target correction coefficient is determined.

[0026] Thirdly, an electronic device is provided, the electronic device comprising: Memory, used to store executable program code; A processor is used to call and run executable program code from memory, causing the vehicle to perform methods that may be implemented as in the first aspect or any one of the first aspects.

[0027] Fourthly, a vehicle is provided, including electronic equipment as provided in the third aspect.

[0028] Fifthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0029] In a sixth aspect, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0030] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments of this application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 This is a schematic flowchart of an energy recovery method provided in an embodiment of this application; Figure 2 This is a schematic diagram of the structure of an energy recovery device provided in an embodiment of this application; Figure 3 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0032] Many specific details are set forth in the following description to provide a full understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of this application; therefore, this application is not limited to the specific embodiments disclosed below.

[0033] It should be noted that the terms "first," "second," "third," etc., in the claims, specification, and drawings of this application are used to distinguish similar objects and are not used to describe a specific order or sequence. Such data are interchangeable where appropriate so that the embodiments of this application described herein can be implemented in a sequence other than that shown or described herein. Furthermore, the terms "comprising," "having," and their variations are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that includes a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to these processes, methods, products, or apparatuses.

[0034] It should be understood that in the embodiments of this application, "at least one" refers to one or more, "several" refers to one or more, and "more than" refers to two or more. "And / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship. "Contains A, B, and / or C" means containing any one, two, or three of A, B, and C.

[0035] It should be understood that in the embodiments of this application, "B corresponding to A", "B corresponding to A", "A corresponds to B" or "B corresponds to A" means that B is associated with A, and B can be determined based on A. Determining B based on A does not mean that B is determined solely based on A; B can also be determined based on A and / or other information.

[0036] This application provides an energy recovery method, in which the executing entity is a vehicle, specifically a controller within the vehicle. The following describes... Figure 1 The methods of the embodiments of this application are described in detail.

[0037] Figure 1 This is a schematic flowchart illustrating an energy recovery method provided in an embodiment of this application. It should be noted that the steps shown may be performed in a logical order different from that shown in the flowchart. For example, as... Figure 1 As shown, the energy recovery method may include the following steps S110 to S130.

[0038] S110: When the vehicle's energy recovery mode is triggered, determine the degree of intent compliance, which represents the degree of matching between the driver's driving habits and the vehicle's deceleration requirements in the current driving scenario.

[0039] S120: Determine the target recovery torque based on the degree of intent alignment.

[0040] S130: Controls the vehicle to recover energy based on the target recovery torque.

[0041] In this embodiment of the application, when the energy recovery mode of the vehicle is triggered, the driving habits of the driver of the vehicle are dynamically matched with the current deceleration requirements of the vehicle, and the target recovery torque is determined based on the dynamic matching result. That is, when determining the target recovery torque, the driving habits of the driver and the deceleration requirements under the current driving scenario are comprehensively considered, so that the recovery intensity of the vehicle's energy recovery is adjusted in real time when energy recovery is carried out according to the target recovery torque.

[0042] Specifically, by taking into account the driver's driving habits, the vehicle can proactively and automatically match the deceleration intensity and personalized energy recovery intensity according to different drivers' driving habits, thereby improving the adaptability and intelligence of the vehicle's energy recovery. Furthermore, by considering the degree of matching between the driver's driving habits and the vehicle's current deceleration needs, it can reduce the safety hazards and uncomfortable driving experience that may exist when the vehicle's energy recovery torque is modified solely based on the driver's driving habits and the deceleration needs in the current driving scenario are seriously inconsistent with the driver's driving habits.

[0043] For example, if a driver with a mild driving style suddenly faces a situation requiring emergency braking, simply adjusting the energy recovery torque based on the mild driving style will result in the vehicle recovering energy at a lower intensity, leading to a slower deceleration process and potentially causing a collision if the deceleration is not timely. However, by using the method provided in this application to determine the target recovery torque after comprehensively considering the matching degree between the driver's driving habits and the vehicle's deceleration needs, the aforementioned slow deceleration situation can be avoided. For example, when a driver with an aggressive driving style is driving in a slow-moving, congested road, the aggressive driving style will cause the vehicle to recover energy at a high intensity, resulting in noticeable braking sensations such as "nodding" and jerking. This disrupts the original comfortable and smooth driving experience, leading to a poor driving and riding experience. However, by using the method provided in this application, which comprehensively considers the driver's driving habits and the vehicle's deceleration needs to determine the target recovery torque, the aforementioned situation of noticeable braking sensations can be avoided.

[0044] In summary, the energy recovery method provided in this application takes into account the driver's personalized, comfortable, and safe driving needs, thereby improving the driver's driving experience.

[0045] The following is about Figure 1 The implementation methods of each step in the illustrated embodiment are explained in detail below: In S110, triggering the vehicle's energy recovery mode means starting the vehicle's energy recovery system to convert energy that would otherwise be wasted into reusable energy. For example, vehicle energy recovery may include deceleration energy recovery, which refers to the process where, when the vehicle is coasting or braking, the electric motor or generator reverses its operation to convert the vehicle's kinetic energy into electrical energy and store it in the battery.

[0046] The driving habits of the drivers of the aforementioned vehicles refer to a series of relatively stable and repetitive operating methods and behavioral patterns formed by the drivers during long-term driving. For example, the driving habits of the drivers can be categorized according to their level of aggression as aggressive, conservative, and moderate. Aggressive drivers exhibit habits such as sudden braking, rapid acceleration, and following too closely; conservative drivers exhibit habits such as driving at relatively low speeds, rarely changing lanes, and slowing down in advance; moderate drivers exhibit habits such as smooth acceleration and deceleration, strong anticipation, and lane stability.

[0047] The aforementioned vehicle deceleration requirements in the current driving scenario refer to the degree to which the vehicle needs to reduce its speed to ensure safety, comply with regulations, or achieve the expected driving goal in the current scenario. For example, vehicle deceleration requirements may include, but are not limited to: emergency braking, slow coasting, and following-vehicle intermittent braking.

[0048] The aforementioned intent conformity indicates the degree of matching between the driver's driving habits and the vehicle's deceleration requirements in the current driving scenario. In other words, intent conformity can reflect whether the driver's driving habits meet the vehicle's current deceleration requirements.

[0049] For example, suppose a driver has an aggressive driving style, and the vehicle's driving scenario is: when following closely behind another vehicle, the vehicle in front brakes suddenly. In this scenario, the vehicle's deceleration requirement is emergency braking. Thus, the driver's driving style and the vehicle's deceleration requirement in the current driving scenario are highly matched. On the other hand, suppose the vehicle's driving scenario is: following slowly in congested traffic. In this scenario, to meet driving safety and comfort, the vehicle's deceleration requirement is gradual deceleration, and the aggressive driving style does not match this deceleration requirement to a high degree.

[0050] In one possible implementation, the degree of conformity to the above intent can be specifically achieved through the following S111~S113.

[0051] S111: Determine the driving habit intensity corresponding to the vehicle. The driving habit intensity is used to describe the aggressiveness of the driver's driving habits.

[0052] That is, the intensity of driving habits is used to quantitatively describe the aggressiveness of a driver's driving habits. For example, a driver's driving habits can be quantified into a value between [0,1], where 0 represents the lowest level of aggressiveness in the driver's driving habits, 1 represents the highest level of aggressiveness in the driver's driving habits, and 0.5 represents a moderate level of aggressiveness in the driver's driving habits.

[0053] In some possible implementations, historical braking data of the vehicle within a preset time period can be obtained, including historical braking frequency and historical average push rod travel within the preset time period; further, the driving habit intensity can be determined based on the historical braking frequency and the historical average push rod travel.

[0054] That is, in this implementation method, the driver's driving habits can be judged and quantified based on the vehicle's historical braking frequency and historical average push rod travel.

[0055] The above technical solution determines the driving habit intensity of the vehicle based on historical braking frequency and historical average push rod stroke, making the quantification process of this driving habit intensity more objective, thereby making the target recovery torque calculated subsequently more objective.

[0056] The aforementioned preset time period refers to a configurable historical time window. For example, the duration of the preset time period can be 5 minutes, 10 minutes, 30 minutes, etc., before the moment when the vehicle's energy recovery mode is triggered. The duration of the preset time period can be set according to actual needs.

[0057] The aforementioned historical braking frequency refers to the number of times the vehicle's brake pedal is pressed by the driver within a unit of time during a preset time period. Furthermore, the historical braking frequency can be specifically obtained by dividing the number of times the vehicle's brake pedal is pressed (N) during the preset time period by the duration of that preset time period.

[0058] Understandably, when a vehicle has a low historical braking frequency, it can be inferred that the driver's driving habits are less aggressive; conversely, when a vehicle has a high historical braking frequency, it can be inferred that the driver's driving habits are more aggressive.

[0059] The aforementioned push rod travel refers to the distance that the brake pedal moves by pushing the input push rod at the front end of the vacuum booster (or hydraulic booster) through the linkage mechanism when the vehicle's brake pedal is depressed. When the push rod travel is too short, it indicates that the brake pedal is highly sensitive and brakes with a slight press, which can easily cause jerking. If the push rod travel is too long, it indicates that the brake pedal is less sensitive and requires a deeper press to apply braking force, which affects the safety response.

[0060] Furthermore, the aforementioned historical average push rod travel refers to the number of times the driver applies effective braking operations within a preset time period, as well as the push rod travel during each braking process. The push rod travel during each braking process is then summed and divided by the aforementioned number of braking operations to obtain the historical average push rod travel within the preset time period.

[0061] Understandably, when the vehicle's historical average push-stick travel is short, it can be determined that the driver's driving habits are less aggressive; when the vehicle's historical average push-stick travel is long, it can be determined that the driver's driving habits are more aggressive.

[0062] In one possible implementation, after obtaining the vehicle's historical braking frequency and the historical average pushrod travel within a preset time period, the driving habit intensity corresponding to the historical braking frequency and the historical average pushrod travel can be obtained from a preset first correspondence. Here, the preset first correspondence is a pre-established correspondence stored in the vehicle, which combines the vehicle's braking frequency and average pushrod travel during driving, and associates each combination with a different driving habit intensity.

[0063] For example, as shown in Table 1, Table 1 provides an example of the first correspondence.

[0064] Table 1

[0065] In Table 1 above, X represents the historical braking frequency, in times / TBD, and TBD represents the duration of the preset time period; Y represents the historical average push rod stroke, in mm.

[0066] As shown in Table 1, when the historical braking frequency is greater than 0 and remains unchanged, the greater the historical average push rod travel, the greater the current driving habit intensity of the vehicle; when the historical average push rod travel remains unchanged, the greater the historical braking frequency, the greater the current driving habit intensity of the vehicle; that is, the driving habit intensity of the vehicle is positively correlated with the historical braking frequency and the historical average push rod travel, respectively.

[0067] For example, when the historical braking frequency of the vehicle is 5 times / TBD and the historical average push rod stroke is 10mm, the driving habit intensity of the vehicle is 0.10 can be found in the first correspondence shown in Table 1 above.

[0068] Furthermore, we will introduce two cases where the obtained historical braking frequency and historical average push rod stroke do not have a corresponding combination in the first correspondence relationship.

[0069] Case 1: When the obtained historical braking frequency and / or historical average push rod travel is the intermediate value of the pre-calibrated value in the first correspondence, the driving habit intensity corresponding to the combination can be calculated by linear interpolation; the specific linear interpolation calculation method will not be described in this embodiment.

[0070] Case 2: If the historical braking frequency or historical average push rod travel is outside the numerical range specified by the first correspondence, the corresponding boundary value is determined as the historical braking frequency or historical average push rod travel, and the corresponding driving habit intensity is determined based on this.

[0071] For example, suppose that the obtained historical braking frequency is 60 times / TBD and the historical average push rod travel is 90mm, both of which exceed the maximum range specified in Table 1. Then, 50 times / TBD is determined as the current historical braking frequency, and 80mm is determined as the current historical average push rod travel. Then, the current driving habit intensity of 1 can be found in Table 1. The embodiments of this application are merely illustrative examples of the first correspondence relationship described above, using Table 1 as an example, and do not constitute a limitation on the embodiments of this application.

[0072] After determining the driving habit intensity corresponding to the above vehicles, the process of determining the target deceleration intensity is described below.

[0073] S112: Determine the target deceleration intensity of the vehicle in the current driving scenario. The target deceleration intensity is used to describe the current deceleration requirement of the vehicle.

[0074] The aforementioned target deceleration intensity is a specific value obtained by quantifying the vehicle's deceleration requirements in the current driving scenario to ensure safety or achieve the expected driving goal.

[0075] In one possible implementation, the target deceleration intensity can be achieved as follows: based on the relative driving data between the vehicle and the target ahead, the initial deceleration of the vehicle in the current driving scenario is determined; and the absolute value of the initial deceleration is determined as the target deceleration intensity.

[0076] The aforementioned forward target refers to an object located in front of the vehicle in the direction of travel, which can be a moving or stationary vehicle, traffic sign, road guardrail, or other obstacle located in front of the vehicle.

[0077] The aforementioned relative driving data may include: the speed difference between the vehicle's speed and the speed of the target ahead, and the distance difference between the vehicle and the target ahead. That is, in a specific embodiment, the initial deceleration of the vehicle can be determined based on the speed difference and the distance difference.

[0078] In one possible implementation, the vehicle's speed can be obtained using LiDAR, cameras, ultrasonic sensors, etc., as well as the distance difference between the vehicle and the target ahead; the vehicle's speed can be obtained using wheel speed sensors.

[0079] The aforementioned initial deceleration is the deceleration required for the vehicle to meet safety requirements without considering the driver's driving habits; that is, the deceleration required for the vehicle to be in the basic deceleration mode. Specifically, this initial deceleration can be calculated using the following formula (1).

[0080] (1) in, Used to represent the above initial deceleration, unit: ; Used to represent the aforementioned speed difference; Used to represent the distance difference mentioned above.

[0081] After calculating the initial deceleration, the absolute value of the initial deceleration can be determined as the target deceleration intensity, and the specific expression is shown in the following formula (2).

[0082] (2) in, Used to indicate the deceleration intensity of the aforementioned target.

[0083] As shown in formula (2) above, when the initial deceleration of the vehicle The larger the absolute value, the greater the deceleration intensity required for the vehicle in the current driving scenario, meaning that a greater deceleration is needed to slow the vehicle down in order to meet the deceleration requirements.

[0084] In the above technical solution, the initial deceleration of the vehicle is determined by the relative driving data between the vehicle and the target ahead. That is, the initial deceleration can characterize the current deceleration demand of the vehicle without considering the driver's driving habits. Furthermore, the deceleration demand is quantified by the absolute value of the initial deceleration to obtain the target deceleration intensity. This target deceleration intensity can accurately describe the actual deceleration demand of the vehicle, improving the accuracy of the description of the vehicle's deceleration demand. As a result, the subsequent determination of the intent based on the target deceleration intensity is more accurate.

[0085] After determining the driving habit intensity and target deceleration intensity of the vehicle through the above S111 and S112 respectively, the degree of conformity of the above intention can be determined through the following S113.

[0086] S113: Determine the degree of intent compliance based on the intensity of driving habits and the intensity of target deceleration.

[0087] In some possible implementations, the degree of intent compliance can be determined by the following S1~S2.

[0088] S1: Determine the absolute value of the difference between the driving habit intensity and the target deceleration intensity.

[0089] S2: The difference between the preset value and the absolute value is determined as the degree of conformity to the intent.

[0090] In this embodiment, the preset value can be set according to the actual calculation needs. For example, the preset value can be a specific value such as 1, 2, or 3.

[0091] For example, after determining the above driving habit intensity and target deceleration intensity, the degree of conformity to the intention can be determined by the following formula (3).

[0092] (3) in, 1 represents the degree of conformity to the above intent; 1 is an example value of the above preset value; The above refers to the intensity of driving habits; the meanings of the other letters can be found in the previous text and will not be repeated here.

[0093] As shown in formula (3), driving habit intensity Deceleration intensity of the target The absolute value of the difference between them corresponds to the degree of consistency with the intent. They are complementary numbers; specifically, when the intensity of driving habits... Deceleration intensity of the target When the difference between them is large, the degree of conformity with intent is low. A smaller value indicates a lower degree of compatibility between the driver's driving habits and the deceleration requirements of the current driving scenario; while a larger value indicates a lower degree of compatibility. Deceleration intensity of the target When the difference between them is small, the degree of conformity to intent is high. A larger value indicates that the driver's driving habits are consistent with the deceleration requirements of the vehicle's current driving scenario.

[0094] For example, assuming a driver's driving habits are aggressive, the corresponding driving habit intensity... Calculate the intent compliance for each of the following three driving scenarios.

[0095] Scenario 1: The vehicle in front brakes suddenly, and your vehicle needs to brake urgently. Assume the target deceleration intensity of the vehicle at this time is... Then the degree of conformity of intent =0.95; It can be seen that the driving habits of aggressive drivers are highly consistent with the deceleration requirements of their vehicles during emergency braking.

[0096] Scenario 2: Slow-moving traffic in congested conditions. Assume the target deceleration intensity of the vehicle in this situation is... Then the degree of conformity of intent It is evident that the driving habits of aggressive drivers conflict with the need for slowing down when following other vehicles.

[0097] Scenario 3: Normal road conditions. Assume the target deceleration intensity of the vehicle in this situation is... Then the degree of conformity of intent It is evident that the driving habits of aggressive drivers are moderately consistent with the deceleration requirements under normal road conditions.

[0098] After introducing the calculation process of intent compliance, the following section will provide a detailed introduction to the relevant implementation methods for determining the target recovery torque based on intent compliance.

[0099] For S120 above, the target recovery torque refers to the torque used to control vehicle deceleration and energy recovery when the vehicle is in energy recovery mode.

[0100] In other words, in this embodiment, the matching degree between the driver's driving habits and the current deceleration requirements is comprehensively considered, and the target recovery torque is further determined according to different matching degrees. In this way, the adaptability of the target recovery torque when recovering energy can be improved, taking into account both the driver's driving habits and the safety of vehicle deceleration.

[0101] In some possible implementations, the target recovery torque can be determined by first determining the target deceleration corresponding to the degree of intent compliance, and then determining the target recovery torque based on the target deceleration, the mass of the vehicle, the rolling radius of the vehicle, and the driving resistance of the vehicle.

[0102] The aforementioned target deceleration refers to the deceleration required for the vehicle to decelerate, taking into account the driver's driving habits and the current deceleration requirements.

[0103] Understandably, in the above technical solution, when the target deceleration corresponds to the current intention, the vehicle can decelerate at the target deceleration, which is in line with the driver's driving habits and the current deceleration requirements. Furthermore, the target recovery torque is determined by the target deceleration, so that when the vehicle recovers energy with the target recovery torque, it takes into account the driver's driving habits and deceleration requirements, thereby improving the driver's comfort and safety during the driving process.

[0104] In some possible implementations, the target deceleration can be determined as follows: First, determine the target correction coefficient corresponding to the aforementioned intent compliance; based on the relative driving data between the vehicle and the target ahead, determine the initial deceleration of the vehicle in the current driving scenario, where the relative driving data includes the speed difference between the vehicle's speed and the target ahead's speed, and the distance difference between the vehicle and the target ahead; then, correct the initial deceleration based on the target correction coefficient to obtain the target deceleration corresponding to the intent compliance.

[0105] The aforementioned target correction coefficient refers to the influence coefficient of the degree of matching between the driver's driving habits and the deceleration requirements of the current driving scenario on the vehicle's deceleration process. By correcting the initial deceleration of the vehicle in the basic deceleration mode using this target correction coefficient, the target deceleration that takes into account the driver's driving habits and the degree of matching between these driving habits and the current deceleration requirements can be obtained.

[0106] In some possible implementations, the target correction coefficient can be calculated as follows: First, acquire the vehicle's historical braking data within a preset time period, including historical braking frequency and historical average push rod travel; then, determine the original correction coefficient based on the historical braking frequency and historical average push rod travel; further, determine the target correction coefficient based on the original correction coefficient and the degree of intent compliance.

[0107] The historical braking frequency and historical average push rod travel mentioned above can be referred to in the previous description, and will not be repeated here.

[0108] In a specific implementation, after obtaining the aforementioned historical braking frequency and historical average push rod travel, the original correction coefficients corresponding to the historical braking frequency and historical average push rod travel can be obtained from a preset second correspondence. This preset second correspondence is a pre-established correspondence stored in the vehicle, which can map various historical braking data from the vehicle's operation to different original correction coefficients.

[0109] For example, as shown in Table 2, Table 2 provides an example of the second correspondence.

[0110] Table 2

[0111] In Table 2 above, X represents the historical braking frequency; Y represents the historical average push rod travel; for related information, please refer to the previous introduction of Table 1, which will not be repeated here.

[0112] As shown in Table 2, when the historical braking frequency is greater than 0 and remains constant, the larger the historical average push lever travel, the larger the original correction coefficient for the vehicle, indicating that the driver's driving habits regarding push lever travel have a greater impact on the vehicle's energy recovery. When the historical average push lever travel remains constant, the larger the historical braking frequency, the larger the original correction coefficient for the vehicle, indicating that the driver's braking pedal habits have a greater impact on the vehicle's energy recovery. In other words, the vehicle's original correction coefficient is positively correlated with both the historical braking frequency and the historical average push lever travel.

[0113] For example, when the historical braking frequency of the vehicle is 10 times / TBD and the historical average push rod stroke is 80mm, the original correction coefficient of the vehicle can be found to be 1.12 in the second correspondence shown in Table 2 above.

[0114] It should be understood that if the obtained historical braking frequency and / or historical average push rod travel are not found in the second correspondence, the method of obtaining the driving habit intensity from the first correspondence can be referred to above, and will not be repeated here.

[0115] In the above technical solution, the initial deceleration is the deceleration of the vehicle when it needs to meet the deceleration requirements of the current driving scenario without considering the driver's driving habits. The calculation process of the initial deceleration can be referred to the formula (1) above, which will not be repeated here. The target correction coefficient is calculated based on the degree of intent compliance. That is, the calculation of the target correction coefficient takes into account the driver's driving habits and whether the driver's driving habits match the current deceleration requirements, etc., on the impact on the vehicle's energy recovery process. By correcting the initial deceleration through the target correction coefficient, it is ensured that the final target deceleration takes into account both the driver's driving needs and the current deceleration requirements, optimizes the vehicle's energy recovery process, and ensures driving comfort and safety. Once the original correction coefficients and the degree of conformity to intent are obtained, the target correction coefficient can be calculated as follows: determine the target difference between the original correction coefficients and the preset value; determine the product of the target difference, the degree of conformity to intent, and the preset control coefficient; and sum the product with the preset value to determine the target correction coefficient.

[0116] The description of the preset value can be found in the previous text and will not be repeated here. The preset control coefficient is used to determine the degree of influence of the control intention conformity and the original correction coefficient on the target recovery torque. The preset control coefficient can be pre-calibrated according to actual needs, and its value range is usually 0 to 1, including 1.

[0117] For example, the target correction coefficient is calculated as shown in the following formula (4).

[0118] (4) in, The target correction factor; These are the preset control coefficients mentioned above; For the degree of conformity with intent; 1 represents the original correction factor; 1 is an example value for a preset value.

[0119] Furthermore, after calculating the target correction coefficient and the initial deceleration, the product of the target correction coefficient and the initial deceleration can be calculated, and this product can be determined as the target deceleration corresponding to the vehicle.

[0120] Specifically, the formula for calculating the target deceleration is shown in formula (5).

[0121] (5) in, Decelerate the target; This is the initial deceleration; The target correction factor.

[0122] Based on the above target correction coefficients and the calculation method for target deceleration, it can be seen that: at the original correction coefficients... Under the same circumstances: When the intent matches A high value indicates that the driver's driving habits are highly consistent with the deceleration requirements. In this case, the target correction coefficient... tending towards the original correction factor Then it can be achieved by approaching the original correction coefficient. The target correction coefficient corrects the initial deceleration, indicating that the driver's driving habits have a significant impact on the vehicle's energy recovery, and can achieve a personalized driving experience on the basis of safe driving. When the intent matches A low value indicates that the driver's driving habits do not match the deceleration requirements. In this case, the target correction coefficient... The target deceleration tends to the preset value of 1, which means that the current driving habits have reduced the impact on energy recovery, and the current deceleration needs of the vehicle are given priority to improve the driving comfort and safety of the vehicle. Following the specific examples of determining intent conformity above, namely scenarios 1, 2, and 3, the process of calculating the target correction coefficient in these three scenarios will be described below as an example.

[0123] Assuming the original correction factor for the aforementioned aggressive driver is 1.3, meaning the vehicle will default to increasing the deceleration by 30% for this driver, with a preset control factor α = 0.5.

[0124] Scene 1: That is, a target correction factor of approximately 1.14 was ultimately used to correct the initial deceleration. This target correction factor is very close to the original correction factor of 1.3, and the driver's driving habits were fully respected when calculating the target deceleration.

[0125] Scene 2: That is, a target correction factor of approximately 1.07 was ultimately adopted. This target correction factor is much lower than the original correction factor of 1.3 corresponding to the vehicle. When calculating the target deceleration, it weakens the driver's aggressive habits and avoids the vehicle "nodding" and jerking due to excessive target deceleration when following another vehicle. This improves the driving and riding comfort and safety of the vehicle.

[0126] Scene 3: That is, a compensation coefficient of 1.11, which is between scenario 1 and scenario 2, was finally adopted. This satisfies the deceleration requirements under normal road conditions while respecting the driver's driving habits, and achieves a smooth correction of the initial deceleration.

[0127] Next, we will introduce a specific implementation method for determining the target recovery torque based on the target deceleration, the vehicle's mass, the vehicle's rolling radius, and the vehicle's driving resistance torque.

[0128] The driving resistance torque of the aforementioned vehicle refers to the equivalent torque provided by the drive system to overcome various external and internal resistances during vehicle operation. The resistance experienced by the vehicle under current driving conditions may include, but is not limited to, the following types of resistance: wind resistance, rolling resistance, and gradient resistance.

[0129] Specifically, in one possible implementation, the vehicle's driving resistance can be calculated using the following formula (6).

[0130] (6) in, For driving resistance; This is the drag coefficient, which can be set to 0.5. This refers to the vehicle's frontal area, which can be taken as 2.65. ; For air density, a value of 1.2 can be used. ; This represents the vehicle's current speed. For the quality of the vehicle; It is the acceleration due to gravity; This is the rolling resistance coefficient; The road slope angle, .

[0131] After calculating the vehicle's driving resistance using the above formula (6), the product of the vehicle's driving resistance and the vehicle's rolling radius is determined as the vehicle's driving resistance torque. For example, the vehicle's driving resistance torque can be calculated using the following formula (7).

[0132] (7) in, This refers to the torque that resists the vehicle's movement. For driving resistance; Let be the vehicle's rolling radius.

[0133] In some possible implementations, after calculating the vehicle's driving resistance torque and target deceleration through the above implementations, the target recovery torque of the vehicle can be calculated as follows: determine the vehicle's inertial resistance based on the vehicle's mass and target deceleration; determine the vehicle's inertial resistance torque based on the inertial resistance and the vehicle's rolling radius; and then determine the sum of the inertial resistance torque and the driving resistance torque as the target recovery torque. The specific formula is shown in the following formula (8).

[0134] (8) in, To recover torque for the target; The target deceleration; T is the vehicle's driving resistance torque; Let be the vehicle's rolling radius.

[0135] Specifically, in S130 above, after obtaining the target recovery torque, the vehicle may send a command corresponding to the target recovery torque to the motor controller, so that the motor controller, upon receiving the command, controls the motor to output the target recovery torque to enable the vehicle to recover energy.

[0136] In summary, this application provides an energy recovery method that, when the vehicle's energy recovery mode is triggered, dynamically matches the driver's driving habits with the vehicle's current deceleration requirements, and determines the target recovery torque based on the dynamic matching result. That is, by comprehensively considering the driver's driving habits and the deceleration requirements under the current driving scenario, the target recovery torque is adjusted in real time, thereby making the vehicle's energy recovery intensity more in line with the deceleration requirements of the current driving scenario and the driver's driving habits, optimizing the vehicle's energy recovery process, taking into account the driver's personalized, comfortable, and safe driving needs, and improving the driver's driving experience.

[0137] Figure 2 This is a schematic diagram of the structure of an energy recovery device provided in an embodiment of this application.

[0138] For example, such as Figure 2 As shown, the device 200 includes: a determining module 201 and a control module 202; The determination module 201 is used to determine the degree of intent compliance when the vehicle's energy recovery mode is triggered. The degree of intent compliance represents the degree of matching between the driver's driving habits and the vehicle's deceleration requirements in the current driving scenario. The determination module 201 is also used to determine the target recovery torque based on the degree of intent conformity; The control module 202 is used to control the vehicle to perform energy recovery based on the target recovery torque.

[0139] In one possible implementation, the determining module 201 is specifically used to determine the driving habit intensity corresponding to the vehicle, the driving habit intensity being used to describe the aggressiveness of the driver's driving habits; determine the target deceleration intensity of the vehicle in the current driving scenario, the target deceleration intensity being used to describe the current deceleration demand of the vehicle; and determine the intent conformity based on the driving habit intensity and the target deceleration intensity.

[0140] In one possible implementation, the determining module 201 is further specifically used to acquire historical braking data of the vehicle within a preset time period, including historical braking frequency and historical average push rod travel; and to determine the driving habit intensity based on the historical braking frequency and historical average push rod travel.

[0141] In one possible implementation, the determining module 201 is further specifically used to determine the initial deceleration of the vehicle in the current driving scenario based on the relative driving data between the vehicle and the target in front. The relative driving data includes: the speed difference between the vehicle's driving speed and the target's driving speed, and the distance difference between the vehicle and the target in front; and the absolute value of the initial deceleration is determined as the target deceleration intensity.

[0142] In one possible implementation, the determining module 201 is further specifically used to determine the absolute value of the difference between the driving habit intensity and the target deceleration intensity; and to determine the difference between the preset value and the absolute value as the degree of intent conformity.

[0143] In one possible implementation, the determining module 201 is further specifically used to determine the target deceleration corresponding to the degree of intent compliance; and to determine the target recovery torque based on the target deceleration, the mass of the vehicle, the rolling radius of the vehicle, and the driving resistance torque of the vehicle.

[0144] In one possible implementation, the determining module 201 is further specifically used to determine the target correction coefficient corresponding to the intent compliance degree; determine the initial deceleration of the vehicle in the current driving scenario based on the relative driving data between the vehicle and the target in front, the relative driving data including: the speed difference between the vehicle's driving speed and the target's driving speed, and the distance difference between the vehicle and the target in front; and correct the initial deceleration based on the target correction coefficient to obtain the target deceleration corresponding to the intent compliance degree.

[0145] In one possible implementation, the determining module 201 is further specifically used to acquire historical braking data of the vehicle within a preset time period, including historical braking frequency and historical average push rod travel; based on the historical braking frequency and historical average push rod travel, an original correction coefficient is determined; and based on the original correction coefficient and the degree of conformity to the intent, a target correction coefficient is determined.

[0146] Figure 3 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0147] For example, such as Figure 3 As shown, the vehicle 300 includes a memory 301 and a processor 302. The memory 301 stores executable program code 303, and the processor 302 is used to call and execute the executable program code 303 to perform an energy recovery method.

[0148] Furthermore, embodiments of this application also protect an electronic device that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform an energy recovery method provided in embodiments of this application.

[0149] This embodiment can divide the electronic device into functional modules according to the above method example. For example, each module can correspond to a separate functional module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0150] When each functional module is divided according to its corresponding function, the electronic device may also include an identification module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional description of the corresponding functional module, and will not be repeated here.

[0151] It should be understood that the electronic device provided in this embodiment is used to perform the above-described energy recovery method, and therefore can achieve the same effect as the above-described implementation method.

[0152] When using an integrated unit, the electronic device may include a processing module and a storage module. When the electronic device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code, etc.

[0153] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and microprocessors, etc., and the storage module may be a memory.

[0154] In addition, the electronic device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute an energy recovery method provided in the above embodiments.

[0155] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement the energy recovery method provided in the above embodiment.

[0156] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement an energy recovery method provided in the above embodiment.

[0157] In this embodiment, the apparatus, electronic device, computer-readable storage medium, computer program product or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0158] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0159] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0160] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An energy recovery method, characterized by, The method comprises: In the case of triggering the energy recovery mode of the vehicle, determining an intention compliance degree representing the matching degree between the driving habit of the driver and the deceleration demand of the vehicle in the current driving scene; According to the intention compliance degree, determining a target recovery torque; According to the target recovery torque, controlling the vehicle to perform energy recovery.

2. The method of claim 1, wherein, The determination of the intention compliance degree comprises: Determining the driving habit intensity corresponding to the vehicle, which is used to describe the aggressiveness of the driving habit of the driver of the vehicle; Determining the target deceleration intensity of the vehicle in the current driving scene, which is used to describe the current deceleration demand of the vehicle; According to the driving habit intensity and the target deceleration intensity, determining the intention compliance degree.

3. The method of claim 2, wherein, The determination of the driving habit intensity corresponding to the vehicle comprises: Obtaining the historical braking data of the vehicle in a preset time period, the historical braking data comprising a historical braking frequency and a historical average push rod stroke; Based on the historical braking frequency and the historical average push rod stroke, determining the driving habit intensity.

4. The method of claim 2, wherein, The determination of the target deceleration intensity of the vehicle in the current driving scene comprises: According to the relative driving data between the vehicle and the front target, determining the initial deceleration of the vehicle in the current driving scene, the relative driving data comprising a speed difference value between the driving speed of the vehicle and the driving speed of the front target, and a distance difference value between the vehicle and the front target; Determining the absolute value of the initial deceleration as the target deceleration intensity.

5. The method of claim 2, wherein, The determination of the intention compliance degree according to the driving habit intensity and the target deceleration intensity comprises: Determining the absolute value of the difference between the driving habit intensity and the target deceleration intensity; Determining the difference between a preset value and the absolute value as the intention compliance degree.

6. The method according to any one of claims 1 to 5, characterized in that, The determination of the target recovery torque according to the intention compliance degree comprises: Determining the target deceleration corresponding to the intention compliance degree; According to the target deceleration, the mass of the vehicle, the rolling radius of the vehicle and the driving resistance torque of the vehicle, determining the target recovery torque.

7. The method of claim 6, wherein, The determination of the target deceleration corresponding to the intention compliance degree comprises: Determining the target correction coefficient corresponding to the intention compliance degree; According to the relative driving data between the vehicle and the front target, determining the initial deceleration of the vehicle in the current driving scene, the relative driving data comprising a speed difference value between the driving speed of the vehicle and the driving speed of the front target, and a distance difference value between the vehicle and the front target; Based on the target correction coefficient, correcting the initial deceleration to obtain the target deceleration corresponding to the intention compliance degree.

8. The method of claim 7, wherein, The determination of the target correction coefficient corresponding to the intention compliance degree comprises: Obtaining the historical braking data of the vehicle in a preset time period, the historical braking data comprising a historical braking frequency and a historical average push rod stroke; Based on the historical braking frequency and the historical average push rod stroke, determining an original correction coefficient; According to the original correction coefficient and the intention coincidence degree, the target correction coefficient is determined.

9. An electronic device, comprising: The electronic device comprises: a memory for storing executable program code; a processor for calling and running the executable program code from the memory, so that the vehicle executes the method as claimed in any one of claims 1 to 8.

10. A vehicle characterized by comprising: The vehicle comprises the electronic device as claimed in claim 9.

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