Vehicle energy recovery control method and system, vehicle, medium and program product

Abstract

The invention discloses an energy recovery control method and system for a vehicle, the vehicle, a computer readable storage medium and a computer program product, and the method comprises the steps: obtaining the road condition information and traffic information around the vehicle in the driving process of the vehicle; wherein the road condition information comprises road condition information of the vehicle before the current driving moment and road condition information of the current driving moment; based on the road condition information and the traffic information, predicting a braking demand level in a preset period to determine corresponding energy recovery intensity; and outputting an energy recovery instruction based on the energy recovery intensity to control the vehicle to perform energy recovery at the starting moment of the preset period. By means of the technical scheme, the problems that an existing vehicle is single in energy recovery strategy and lack of pre-judgment capacity can be solved, energy recovery control in advance is achieved by actively predicting the braking requirement, the energy recovery efficiency is remarkably improved, and the braking comfort is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle electronic control, in particular to an energy recovery control method and system of a vehicle, the vehicle, a computer readable storage medium and a computer program product. BACKGROUND

[0002] With the popularization of new energy vehicles, brake energy recovery technology has become a key means to improve the vehicle's range. In related technologies, the vehicle monitors the braking state in real time through the brake pedal stroke, vehicle speed and basic sensor data, and triggers the energy recovery function based on a preset fixed braking intensity threshold. The vehicle kinetic energy is converted into electrical energy by using the motor to drag back and stored in the power battery, and the mechanical braking system is used to control the vehicle deceleration. The technical scheme collects vehicle operating parameters in real time, determines whether to start the energy recovery process according to the fixed threshold logic, and charges the recovered energy into the power battery for subsequent use.

[0003] However, the energy recovery efficiency in related technologies is generally low, and the braking process is prone to jerking, affecting driving comfort and safety. SUMMARY

[0004] In view of the above problems, the present application provides an energy recovery control method and system of a vehicle, the vehicle, a computer readable storage medium and a computer program product, which can solve the problem of single energy recovery strategy of the vehicle and lack of prediction ability. The energy recovery control is realized by actively predicting the braking demand, which significantly improves the energy recovery efficiency and improves the braking comfort.

[0005] According to an aspect of an embodiment of the present application, an energy recovery control method of a vehicle is provided, the method comprising: acquiring road condition information and traffic information around the vehicle when the vehicle is in a driving process; wherein the road condition information includes road condition information before a current driving time and road condition information at the current driving time; predicting a braking demand level in a preset period based on the road condition information and the traffic information to determine a corresponding energy recovery intensity; outputting an energy recovery instruction based on the energy recovery intensity to control the vehicle to perform energy recovery at the start time of the preset period.

[0006] In an optional embodiment, the method further comprises: when the braking demand level is a first braking level, the energy recovery intensity is a first recovery power level, and the vehicle deceleration tendency state is represented and the brake pedal is not operated; When the energy recovery intensity is the first recovery power level, the energy recovery instruction comprises controlling the motor of the vehicle to reverse drive deceleration and outputting mechanical braking instruction, and controlling a first preset proportion of recovered energy to be output to the power battery and the remaining recovered energy to be output to the low-voltage load system.

[0007] In an optional embodiment, the method further comprises: When the braking demand level is the second braking level, the vehicle is in a slight braking state and the brake pedal stroke is in the first interval, and the energy recovery intensity is the second recovery power level; When the energy recovery intensity is the second recovery power level, the energy recovery instruction comprises controlling the motor of the vehicle to reverse drive deceleration and outputting mechanical braking instruction, and controlling a first preset proportion of recovered energy to be output to the power battery and the remaining recovered energy to be output to the low-voltage load system.

[0008] In an optional embodiment, the method further comprises: When the braking demand level is the third braking level, the vehicle is in a moderate braking state and the brake pedal stroke is in the second interval, and the energy recovery intensity is the third recovery power level; When the energy recovery intensity is the third recovery power level, the energy recovery instruction comprises controlling the motor of the vehicle to reverse drive deceleration and outputting mechanical braking instruction, and controlling recovered energy to be output to the power battery.

[0009] In an optional embodiment, the method further comprises: When the braking demand level is the fourth braking level, the vehicle is in an emergency braking tendency state and the brake pedal stroke is in the third interval, and the energy recovery intensity is the maximum recovery power level; When the energy recovery intensity is the maximum recovery power level, the energy recovery instruction comprises controlling the motor of the vehicle to reverse drive deceleration and outputting mechanical braking instruction, and controlling recovered energy to be output to the standby buffer battery.

[0010] In an optional embodiment, the method further comprises: When the braking demand level is the fifth braking level, the vehicle is in an emergency braking state and the anti-lock braking system is activated, and the energy recovery instruction comprises closing energy recovery.

[0011] According to another aspect of the embodiments of the present application, an energy recovery control system of a vehicle is provided, and the system comprises: The acquisition module is configured to acquire road condition information and traffic information around the vehicle when the vehicle is in a driving process, wherein the road condition information comprises road condition information before a current driving time and road condition information at the current driving time; determining a braking demand level in a preset period based on the road condition information and the traffic information, to determine a corresponding energy recovery intensity; controlling the energy recovery of the vehicle at a starting moment of the preset period based on the energy recovery intensity.

[0012] According to another aspect of the embodiments of the present application, a vehicle is provided, comprising: a controller; a memory configured to store one or more programs, which, when executed by the controller, cause the controller to implement the energy recovery control method of the vehicle described above.

[0013] According to another aspect of the embodiments of the present application, a computer readable storage medium is provided, which stores a computer program, and the computer program, when executed on the energy recovery control system of the vehicle, causes the energy recovery control system of the vehicle to perform the steps of the energy recovery control method of the vehicle described above.

[0014] According to another aspect of the embodiments of the present application, a computer program product is provided, which comprises computer programs or executable instructions, and the computer programs or executable instructions, when executed by a processor, implement the energy recovery control method of the vehicle described above.

[0015] In the energy recovery control method of the vehicle provided by the embodiments of the present application, the fusion perception of historical and real-time environmental data is achieved by obtaining the road condition information and the traffic information around the vehicle, the braking demand level in a preset period is predicted based on multi-source information to dynamically determine the energy recovery intensity, and finally the energy recovery instruction is output at the starting moment of the preset period to complete the active control. The continuity and integrity of the environmental perception are ensured by obtaining the road condition information before the current driving moment and the road condition information at the current driving moment in real time, the passive response mode of relying on fixed threshold is avoided by predicting the braking demand level according to the road condition information and the traffic information, the precise control of the recovery opportunity is achieved by outputting the energy recovery instruction based on the energy recovery intensity, thereby the energy recovery at the starting moment of the preset period effectively solves the problem of missing the energy recovery opportunity in the early deceleration scene for the traditional system, improves the phenomenon that the energy recovery efficiency is generally low, and improves the adaptability of the system to complex road conditions through the dynamic matching mechanism of the hierarchical braking demand and the recovery intensity.

[0016] The above description is only a summary of the technical solutions of the embodiments of the present application. In order to enable the technical means of the embodiments of the present application to be more clearly understood, the embodiments of the present application can be implemented according to the contents of the description, and in order to enable the above and other purposes, characteristics and advantages of the embodiments of the present application to be more apparent, the following specifically describes the embodiments of the present application. BRIEF DESCRIPTION OF DRAWINGS

[0017] The drawings incorporated in the description and forming part of the description, illustrate embodiments consistent with the present application, and together with the description, serve to explain the principles of the present application. Obviously, the drawings in the following description are only some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained without creative labor on the basis of these drawings.

[0018] Figure 1 A flowchart of an embodiment of the energy recovery control method of the vehicle of the present application is shown.

[0019] Figure 2 A structural diagram of an embodiment of the energy recovery control system of the vehicle of the present application is shown.

[0020] Figure 3 A structural diagram of an embodiment of the vehicle provided by the present application is shown. DETAILED DESCRIPTION

[0021] Hereinafter, exemplary embodiments will be described in detail with reference to the accompanying drawings. In the following description, the same numbers are assigned to the same components throughout the drawings, and repeated description on the same components will be omitted. The embodiments described in the following exemplary embodiments are not representative of all embodiments consistent with the present application. Rather, they are merely examples of devices and methods consistent with some aspects of the present application, as detailed in the appended claims.

[0022] The block diagrams shown in the drawings are only functional entities, and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software form, or in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0023] The flowcharts shown in the drawings are only exemplary descriptions, and do not necessarily include all contents and operations / steps, nor do they necessarily be executed in the order described. For example, some operations / steps can be further divided, and some operations / steps can be combined or partially combined, so that the actual execution order can be changed according to the actual situation.

[0024] The "multiple" mentioned in the present application refers to two or more than two. The "and / or" describes the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B can represent the three cases of A alone, A and B together, and B alone. The character " / " generally represents that the front and rear associated objects are in an "or" relationship.

[0025] In the related art, the brake energy recovery system generally relies on the actual depression of the brake pedal by the driver to start energy recovery, and its strategy is based on a fixed threshold or instantaneous vehicle speed / acceleration change, which cannot identify foreseeable deceleration scenarios such as red lights ahead, slow driving of the vehicle in front, speed reduction on a curve, and sliding on a long slope. At the same time, it lacks the ability to integrate perception of dynamic environmental factors such as road slope, curvature, obstacle distribution, and traffic flow state, resulting in delayed energy recovery triggering, mismatched intensity, missed recovery window, and limited overall recovery efficiency due to passive response mechanisms, and it is prone to cause braking jerk and reduced driving adaptability.

[0026] In view of this, in order to solve the above problems, the present application proposes an energy recovery control method for a vehicle, which is used to solve the problem of single energy recovery strategy and lack of prediction ability for the current vehicle. The method actively predicts brake demand to achieve early energy recovery control, significantly improves energy recovery efficiency, and improves brake comfort. The execution subject of the energy recovery control method for the vehicle can be a terminal device, a server, a body domain controller, a cabin domain controller, or other processing devices. The terminal device can be a user equipment (User Equipment, UE), a computer, a mobile device, a user terminal, a terminal, a cellular phone, a personal digital assistant (Personal Digital Assistant, PDA), a handheld device, a computing device, a vehicle-mounted device, a wearable device, etc. In some possible implementation manners, the energy recovery control method for the vehicle can be realized by calling the computer readable instructions stored in the memory by the processor.

[0027] Specifically, referring to FIG. 1, Figure 1 The energy recovery control method for the vehicle of the present embodiment includes the following steps: Step S100, when the vehicle is in a driving process, acquiring road condition information and traffic information around the vehicle; wherein the road condition information includes road condition information before the current driving time of the vehicle and road condition information at the current driving time.

[0028] The road condition information around the vehicle refers to state data reflecting the road environment in which the vehicle is located, which can be road slope and curvature information obtained by a high-precision GPS module combined with a digital map, front obstacle distance and relative motion state identified by fusion of a millimeter wave radar and a forward-looking camera, lane line shape and road boundary change identified by a surround-view camera; the road condition information before the current driving time refers to historical road condition data continuously collected and cached by the vehicle before the current time, for example, longitudinal acceleration trend recorded in the past 1-3 seconds, adjacent lane vehicle trajectory, and front intersection features; the road condition information at the current driving time refers to road condition data updated in real time at the current sampling time, for example, the distance of the nearest obstacle in the current frame of radar point cloud, the color of the traffic signal recognized by the camera at the current time, and the remaining time of the countdown; the traffic information refers to data representing the running state of the vehicle outside the traffic, which can be signal phase information of the front intersection received from a vehicle-to-road (V2X) communication module, a road section congestion index, and a brake intention signal broadcast by a front vehicle V2X, or traffic flow density and lane changing activity based on local sensors. The two types of information together constitute multi-time scale and multi-space dimension environmental perception input, providing a data basis for subsequent brake demand prediction.

[0029] In an optional implementation, acquiring the road condition information and the traffic information around the vehicle can be: periodically calling each sensor interface by a vehicle-mounted domain controller, synchronously collecting GPS positioning coordinates, IMU angular velocity and acceleration, and camera image feature vectors in each control period (for example, 100 ms), and writing the data into a shared memory buffer after time stamp alignment; or can be: after receiving a MAP / SPAT message broadcast by a road side unit (RSU), analyzing the signal light state and phase duration within 200 meters in front, and matching the traffic information with the local positioning result to generate traffic information markers with geographic coordinates.

[0030] Step S200, predicting a brake demand level in a preset period based on the road condition information and the traffic information to determine a corresponding energy recovery intensity.

[0031] The preset period refers to the time span for energy recovery planning, which can be 2 seconds, 3 seconds or 5 seconds, and the preset period length is dynamically set according to the current vehicle speed, sensor response delay and control execution period; the brake demand level refers to a quantitative classification representation of the required deceleration degree of the vehicle within the future preset period, which can include a first brake level to a fifth brake level, each level corresponding to different deceleration tendencies, operating states and safety constraints; the level is not directly from the brake pedal opening, but is the result output by the prediction model from the road condition information and the traffic information, for example: when it is identified that the signal light 80 meters ahead is red and the countdown is less than 4 seconds, and the current vehicle speed is 50 km / h, the prediction model outputs the third brake level; when it is identified that the acceleration of the vehicle 30 meters ahead is less than 2 m / s² for two consecutive frames, and the vehicle does not start the adaptive cruise, the second brake level is output; when it is identified that the curvature radius of the front curve is less than 150 meters and the current vehicle speed exceeds the recommended curve speed, the first brake level is output. The energy recovery intensity refers to a power adjustment parameter mapped one-to-one with the brake demand level, which is used to represent the motor counter-torque size and energy flow distribution ratio, and the numerical range covers a continuous interval from zero power to the maximum allowed recovery power, and different levels correspond to different reference power values and dynamic adjustment coefficients. 2m / s², and the vehicle does not start the adaptive cruise, the second brake level is output; when it is identified that the curvature radius of the front curve is less than 150 meters and the current vehicle speed exceeds the recommended curve speed, the first brake level is output. The energy recovery intensity refers to a power adjustment parameter mapped one-to-one with the brake demand level, which is used to represent the motor counter-torque size and energy flow distribution ratio, and the numerical range covers a continuous interval from zero power to the maximum allowed recovery power, and different levels correspond to different reference power values and dynamic adjustment coefficients.

[0032] Step S300, outputting an energy recovery instruction based on the energy recovery intensity to control the vehicle to perform energy recovery at the start time of the preset period.

[0033] The energy recovery instruction refers to a set of coordinated control signals generated by the vehicle controller (VCU) and sent to the motor controller (MCU), the battery management system (BMS) and the auxiliary power management module, including the motor target counter-torque, the inverter working mode switching instruction, the energy distribution ratio set value and the execution start timestamp; performing energy recovery at the start time of the preset period refers to that the starting time of the energy recovery action is advanced to the starting point of the prediction period, rather than waiting for the actual braking to occur, for example: when the prediction model determines that the third brake level will occur within the next 3 seconds at T0, the VCU sends the target torque instruction to the MCU at T0, so that the motor enters the counter-torque state within T0+ΔT (ΔT≤50 ms), thereby continuously recovering kinetic energy within the entire period from T0 to T0+3s.

[0034] In an optional implementation, the VCU can also obtain the corresponding basic energy recovery intensity from the brake demand level table output above, and combine the current battery SOC, temperature and vehicle speed to real-time correct the intensity value, to generate the final motor target torque instruction and energy distribution weight.

[0035] The application constructs an environment cognition basis with spatio-temporal continuity by synchronously acquiring current and historical road condition information and traffic information of the vehicle; realizes active identification and hierarchical quantification of future deceleration behavior by means of a braking demand level prediction mechanism driven by multiple source data, and then accurately outputs an energy recovery instruction at the starting moment of a preset period in a feedforward manner, so that the motor reverse driving action is time-aligned and power-synergized with the real braking process. Through the technical scheme of the application, the triggering logic of energy recovery is changed from responsive to predictive, the total amount of recoverable energy per unit distance is improved, and at the same time, longitudinal impact caused by improper recovery intervention time is avoided, and energy efficiency and ride comfort are considered.

[0036] In an optional embodiment, the application further provides that when the braking demand level is a first braking level, the vehicle deceleration tendency state is represented and the brake pedal is not operated, the energy recovery intensity is a first recovery power level; when the energy recovery intensity is the first recovery power level, the energy recovery instruction includes controlling the motor reverse driving deceleration of the vehicle, and controlling the recovery energy output to the low-voltage load system.

[0037] The first braking level refers to the lowest level in the braking demand level in the preset period based on the predicted result, and the triggering condition can be that the vehicle is in a state where the brake pedal is not operated, and the road condition information shows that there is a predictable deceleration scene in front, including but not limited to that the front vehicle is uniformly slow, that a gentle slope downhill section is about to be entered, that the front traffic signal light shows a yellow light or a red light countdown of less than 5 seconds, or that the road curvature increases to indicate that the vehicle needs to slow down to turn the bend; the vehicle deceleration tendency state can be that the vehicle longitudinal acceleration is in the range of 0.1 m / s² to 0 m / s², and the vehicle speed continues to decrease continuously for at least 0.5 seconds, and at the same time, the brake pedal displacement sensor output value is zero, confirming that there is no driver braking intention; the brake pedal not operated is a state signal verified by the brake master cylinder pressure sensor and the pedal stroke sensor; the first recovery power level is the lowest gear in the five-level hierarchical system of the energy recovery intensity, and the corresponding motor reverse driving power range can be 0.5-3 kW. This level does not trigger the intervention of the mechanical braking system, and only relies on the motor braking to provide the deceleration torque.

[0038] Further, the judgment method of the application can also be that when the GPS positioning shows that the vehicle is 150-300 m away from the front red light intersection, and the signal light phase information received by the V2X indicates that the remaining green light time is less than or equal to 5 seconds, the deceleration tendency state identifier is triggered.

[0039] ​Motor reverse drag deceleration refers to that in a non-driving mode of a vehicle driving motor, the motor rotor is rotated by using wheel inertia to make the motor work in a generator working condition, and a reverse electromagnetic torque is generated to apply a deceleration torque to the vehicle; the process is that a torque instruction is sent from a vehicle controller (VCU) to a motor controller (MCU), and a target feedback torque is obtained according to a current vehicle speed and a first recovery power level; the recovery energy is output to a low-voltage load system, that is, after alternating current generated by the motor is rectified by an inverter, direct current is obtained, and then the direct current is directly supplied to the low-voltage load system instead of being input into a power battery loop through a DC-DC boost module, and the low-voltage load system includes an electric power steering (EPS), an air conditioning compressor controller, a body domain controller (BCU), an illumination system, an information entertainment unit, and the like.

[0040] The application identifies a deceleration tendency state of the vehicle in a non-brake pedal operation mode, activates the first recovery power level, generates electric energy by means of motor reverse drag deceleration, and supplies the electric energy to the low-voltage load system, so that energy capture is realized in a coasting phase without active intervention of the driver; on this basis, multi-stage conversion losses in the conventional scheme that the recovered energy must be first charged into the power battery and then converted by the DC-DC converter for low-voltage use are avoided, and energy utilization efficiency is improved.

[0041] In an optional embodiment, the application further provides that when the brake demand level is a second brake level, a vehicle slight braking state is represented, and a brake pedal stroke is in a first interval, and the energy recovery intensity is a second recovery power level.

[0042] The second brake level refers to a brake demand level in a preset period predicted in the application, a corresponding brake intention is slight deceleration, an emergency response mechanism is not triggered, and a moderate braking threshold is not reached; the level is determined according to a prediction result supported by the road condition information and the traffic information obtained in the application, and is confirmed together with a current brake pedal actual stroke signal; the slight braking state represents that the vehicle is in a controllable deceleration process, and a deceleration range can be 0.1g-0.3g; the brake pedal stroke being in the first interval refers to that the brake pedal stroke is in a physical displacement range of 0-1 / 3, the range is collected in real time by a brake pedal position sensor and converted into a digital quantity by a signal conditioning circuit and input into the vehicle controller; the second recovery power level is an energy recovery intensity level that is improved relative to the first recovery power level but lower than a third recovery power level, and a corresponding motor reverse drag power output range can be 15kW-45kW, and a specific value is dynamically adjusted according to a current vehicle speed, a battery SOC, and a temperature.

[0043] When the energy recovery intensity is the second recovery power level, the energy recovery instruction includes controlling the motor reverse drag deceleration and outputting a mechanical braking instruction, and controlling a first preset proportion of the recovered energy to be output to the power battery, and the remaining recovered energy to be output to the low-voltage load system.

[0044] When the energy recovery intensity is the second recovery power level, the energy recovery instruction comprises outputting a mechanical braking instruction in addition to performing the motor reverse traction deceleration in the above scheme, specifically sending a braking torque request signal to an electronic hydraulic braking system (EHB) to request to apply a wheel end braking force of 0.05 kN to 0.2 kN to supplement the insufficient part of the motor reverse traction torque, and to ensure smooth and continuous total braking force.

[0045] Meanwhile, the first preset proportion of the recovered energy refers to a proportion of the energy distributed to the power battery to the total recovered electric energy at the second recovery power level, which can be 60% to 80%, for example, 70%, and the value is determined according to the vehicle energy management strategy; the remaining recovered energy is the part after 100% minus the first preset proportion, for example, when the first preset proportion is 70%, the remaining 30% recovered energy is directed to a low-voltage load system such as an electric power steering (EPS), an air conditioning compressor controller, a body domain controller (BCU), an illumination system, and an information entertainment unit.

[0046] In another optional implementation, the energy distribution method can adopt a dynamic priority arbitration mechanism, that is, when the instantaneous power demand of the low-voltage load system suddenly increases, the energy distribution weight is temporarily increased, and the power battery charging power is correspondingly reduced to ensure stable operation of the auxiliary function.

[0047] The application refines the brake demand level into a second brake level, and establishes a clear corresponding relationship between the second brake level and the first interval and the second recovery power level of the brake pedal stroke, thereby achieving accurate identification of the slight braking condition. On this basis, the coordinated output of the motor reverse traction deceleration and the mechanical braking instruction avoids the torque fluctuation caused by single motor braking, and improves the smoothness of the deceleration process. At the same time, by setting the first preset proportion, the recovered energy is distributed to the power battery and the low-voltage load system, which not only ensures moderate battery charging, but also meets the high-priority power supply demand of the auxiliary system, thereby improving the vehicle energy utilization efficiency and system response flexibility without sacrificing driving comfort.

[0048] In an optional embodiment, the application further provides that when the brake demand level is a third brake level, the vehicle is in a moderate braking state and the brake pedal stroke is in a second interval, the energy recovery intensity is a third recovery power level; when the energy recovery intensity is the third recovery power level, the energy recovery instruction comprises controlling the motor reverse traction deceleration and outputting the mechanical braking instruction, and controlling the output of the recovered energy to the power battery.

[0049] The third braking level refers to a braking demand level in a preset period predicted in the application, and the determination basis is that the current vehicle is in a moderate deceleration demand scenario, and the actual stroke of the brake pedal falls into the second interval. The second interval is a physical displacement range in which the stroke of the brake pedal is between 1 / 3 and 2 / 3. The range is collected in real time by a brake pedal position sensor and converted into a digital quantity by a signal conditioning circuit and input to the vehicle controller. The moderate braking state is a comprehensive judgment result of the system on the braking intention of the driver, which indicates that the braking force demand is at a moderate level, neither relying solely on motor reverse drag to meet the deceleration target nor reaching the degree of emergency intervention of mechanical braking. The formation of this state depends on the joint prediction output of the road condition information and traffic information defined in the application. The third recovery power level is the energy recovery intensity level corresponding to the third braking level. The numerical range is set to 60%-85% of the maximum reverse drag power that the motor can output. This range can be dynamically adjusted according to the battery SOC, temperature and vehicle speed.

[0050] Meanwhile, when the energy recovery intensity is the third recovery power level, the energy recovery instruction executes the motor reverse drag deceleration and outputs the mechanical braking instruction as in the above scheme, and controls all the recovered energy to be output to the power battery for storage.

[0051] The application accurately identifies the moderate braking intention by limiting the stroke of the brake pedal to the second interval, determines the cooperative proportion of the motor and the mechanical brake through the strict mapping relationship between the third braking level and the third recovery power level, and then maximizes the energy recovery efficiency in this working condition by distributing all the recovered energy to the power battery under the premise of ensuring braking safety and smoothness.

[0052] In an optional embodiment, the application also provides that when the braking demand level is the fourth braking level, the vehicle is in an emergency braking tendency state and the stroke of the brake pedal is in the third interval, the energy recovery intensity is the maximum recovery power level; when the energy recovery intensity is the maximum recovery power level, the energy recovery instruction includes controlling the motor to reverse drag deceleration and outputting the mechanical braking instruction, and controlling the recovered energy to be output to the standby buffer battery.

[0053] The fourth brake level refers to a non-ABS activation level based on the highest level of brake demand level predicted in the present application within a preset period, and the determination basis is that the brake pedal stroke is greater than or equal to a preset threshold (for example, the preset threshold corresponding to the total pedal stroke can be 2 / 3), and the anti-lock braking system has not been activated, and the road condition information shows that there is a high probability of an emergency deceleration event (for example, the front vehicle decelerates suddenly, the red light countdown is less than or equal to 2 seconds, and the obstacle distance is less than 50 m); the emergency braking tendency state is a prediction state obtained by the system after comprehensively evaluating the driver's braking intention and real-time driving risk, and is not dependent on the actual deceleration, but is triggered jointly by the brake pedal displacement rate, the acceleration change rate, and the V2X warning information; the maximum recovery power level is the maximum reverse torque corresponding to the power upper limit that the electric drive system of the vehicle can output under the current working condition, which is constrained by the motor temperature rise, the inverter current capacity, and the vehicle voltage platform.

[0054] Meanwhile, when the energy recovery intensity is the maximum recovery power level, the energy recovery instruction executes the motor reverse drag deceleration and the output mechanical brake instruction in the above scheme, and controls the recovery energy to be output to the standby buffer battery. The recovery energy output to the standby buffer battery means that the electric energy generated by the motor is not transmitted to the main loop of the battery management system (BMS) but is transmitted to the standby buffer battery composed of super capacitors through an independent power path. The path is equipped with a special DC / DC converter and a bidirectional charge and discharge controller, and supports pulse energy throughput of a larger instantaneous power.

[0055] The present application realizes early identification of the emergency braking tendency by fusing the pedal dynamic characteristics, the motion state mutation trend, and the external risk warning information, starts the limit energy recovery preparation before the ABS intervention, avoids the high-power energy from being absorbed in time due to response delay, thereby reserving a control window for energy acceptance of the standby buffer battery, effectively absorbs the higher instantaneous energy impact in the initial braking stage, avoids the power battery from bearing an over-limit charging current, guarantees the braking safety redundancy in the emergency working condition, and improves the high-power energy capture efficiency and the system long-term operation reliability.

[0056] In an optional embodiment, the present application also provides that when the brake demand level is the fifth brake level, the vehicle is in an emergency braking state and the anti-lock braking system is activated, and the energy recovery instruction includes closing the energy recovery.

[0057] The fifth brake level refers to the highest brake demand state output by the brake demand level prediction model in the application, and the determination basis is that the vehicle is predicted to need to complete a large deceleration in a very short time within a preset period, and the anti-lock braking system (ABS) is detected to be in active intervention working state during the actual braking process; the emergency braking state is a high-risk deceleration condition determined by comprehensively judging the vehicle speed change rate, the longitudinal acceleration absolute value, the brake pedal stroke rate and the wheel speed sensor signal; the anti-lock braking system activation is that the vehicle control unit receives an effective activation signal from the ABS control unit, and the signal indicates that the slip rate of at least one wheel exceeds a preset threshold and triggers ABS closed-loop regulation; the closed energy recovery refers to sending a command to the motor controller to immediately terminate the torque output of the motor in the power generation mode, and switching the inverter working mode to a high resistance state or a zero current state, and shielding all power command input channels related to energy recovery.

[0058] The scheme ensures that the energy recovery is closed only under the deterministic safety critical condition of real emergency braking and ABS intervention control by double coupling determination of the fifth brake level and the anti-lock braking system activation state; thereby, under the premise of guaranteeing the dominance of the braking system, the dynamic coupling interference between the motor braking and the mechanical braking is eliminated, and the ABS can independently and accurately distribute the wheel braking torque, which significantly improves the directional stability and braking controllability of the vehicle in high-risk scenes such as wet road and sharp corner braking.

[0059] Figure 2 The structure diagram of the embodiment of the energy recovery control system of the vehicle of the application is shown. Please refer to Figure 2 As shown in the figure, the energy recovery control system 500 of the vehicle includes an acquisition module 510, a determination module 520 and a control module 530; The acquisition module 510 is configured to acquire the road condition information and traffic information around the vehicle when the vehicle is in the driving process; wherein the road condition information includes the road condition information before the current driving time and the road condition information at the current driving time; The determination module 520 is configured to predict the brake demand level within a preset period based on the road condition information and the traffic information, so as to determine the corresponding energy recovery intensity; The control module 530 is configured to output an energy recovery instruction based on the energy recovery intensity, so as to control the vehicle to perform energy recovery at the start time of the preset period.

[0060] It should be noted that the energy recovery control system 500 of the vehicle provided by the above embodiment and the occupant safety protection method provided by the foregoing embodiment belong to the same concept, wherein the specific operation execution modes of each module and unit have been described in detail in the method embodiment, which will not be described here.

[0061] Figure 3 A structural diagram of an embodiment of a vehicle of the present application is shown, which shows a structural diagram of a computer system of a vehicle suitable for implementing the embodiment of the present application, and the embodiment of the present application does not limit the specific implementation of the vehicle.

[0062] Referring to Figure 3 As shown, the vehicle includes a controller, and a memory for storing one or more programs which, when executed by the controller, perform the energy recovery control method of the vehicle described above.

[0063] Referring to Figure 3 As shown, the computer system 600 of the vehicle includes a central processing unit (CPU) 601 which can perform various appropriate actions and processes, such as executing the method in the above embodiment, according to a program stored in a read-only memory (ROM) 602 or a program loaded from the storage section 608 into a random access memory (RAM) 603. Various programs and data required for system operation are also stored in the RAM 603. The CPU 601, the ROM 602, and the RAM 603 are connected to each other through a bus 604. An input / output (I / O) interface 605 is also connected to the bus 604.

[0064] The following components are connected to the I / O interface 605: an input section 606 including a keyboard, a mouse, etc.; an output section 607 including a display such as a cathode ray tube (CRT), a liquid crystal display (LCD), etc., and a speaker, etc.; a storage section 608 including a hard disk, etc.; and a communication section 609 including a network interface card such as a LAN (Local Area Network) card, a modem, etc. The communication section 609 performs communication processing via a network such as the Internet. A drive 610 is also connected to the I / O interface 605 as necessary. A removable recording medium 611 such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc. is attached to the drive 610 as necessary, so that a computer program read therefrom is installed in the storage section 608 as necessary.

[0065] In particular, according to embodiments of the present application, the processes described above with reference to the flowcharts can be implemented as a computer software program. For example, embodiments of the present application include a computer program product comprising a computer program carried on a computer readable medium, the computer program comprising computer programs for executing the methods illustrated by the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network by the communication section 609, and / or installed from the detachable medium 611. When the computer program is executed by the central processing unit (CPU) 601, various functions defined in the system of the present application are executed.

[0066] Another aspect of the present application also provides a computer readable storage medium having stored thereon a computer program, which, when executed by a processor, implements the energy recovery control method of a vehicle as described above. The computer readable storage medium can be included in the vehicle described in the above embodiments, or can exist separately without being assembled into the vehicle.

[0067] Another aspect of the present application also provides a computer program product or computer program comprising at least one executable instruction, which, when executed on an energy recovery control system of a vehicle, causes the energy recovery control system of the vehicle to perform the energy recovery control method of a vehicle as described below: acquiring road condition information and traffic information around the vehicle when the vehicle is in a driving process; wherein the road condition information includes road condition information before a current driving time and road condition information at the current driving time; predicting a braking demand level in a preset period based on the road condition information and the traffic information, to determine a corresponding energy recovery intensity; outputting an energy recovery instruction based on the energy recovery intensity, to control the vehicle to perform energy recovery at a starting time of the preset period.

[0068] In an optional manner, the executable instruction can be specifically used to cause the energy recovery control system of the vehicle to perform the following operations: when the braking demand level is a first braking level, the energy recovery intensity is a first recovery power level, which represents a deceleration tendency state of the vehicle and no operation of a brake pedal; when the energy recovery intensity is the first recovery power level, the energy recovery instruction includes controlling the motor of the vehicle to reverse drag deceleration, and controlling the recovered energy to be output to a low-voltage load system.

[0069] In an optional manner, the executable instruction can be specifically used to cause the energy recovery control system of the vehicle to perform the following operations: When the brake demand level is the second brake level, the vehicle is in a slight braking state and the brake pedal stroke is in the first interval, the energy recovery intensity is the second recovery power level; When the energy recovery intensity is the second recovery power level, the energy recovery instruction includes controlling the motor reverse drag deceleration and output mechanical brake instruction of the vehicle, and controlling the first preset proportion of recovered energy to be output to the power battery and the remaining recovered energy to be output to the low-voltage load system.

[0070] In an optional manner, the executable instruction can be specifically used for causing the energy recovery control system of the vehicle to perform the following operations: When the brake demand level is the third brake level, the vehicle is in a moderate braking state and the brake pedal stroke is in the second interval, the energy recovery intensity is the third recovery power level; When the energy recovery intensity is the third recovery power level, the energy recovery instruction includes controlling the motor reverse drag deceleration and output mechanical brake instruction of the vehicle, and controlling the recovered energy to be output to the power battery.

[0071] In an optional manner, the executable instruction can be specifically used for causing the energy recovery control system of the vehicle to perform the following operations: When the brake demand level is the fourth brake level, the vehicle is in an emergency braking tendency state and the brake pedal stroke is in the third interval, the energy recovery intensity is the maximum recovery power level; When the energy recovery intensity is the maximum recovery power level, the energy recovery instruction includes controlling the motor reverse drag deceleration and output mechanical brake instruction of the vehicle, and controlling the recovered energy to be output to the standby buffer battery.

[0072] In an optional manner, the executable instruction can be specifically used for causing the energy recovery control system of the vehicle to perform the following operations: When the brake demand level is the fifth brake level, the vehicle is in an emergency braking state and the anti-lock braking system is activated, the energy recovery instruction includes closing the energy recovery.

[0073] In the energy recovery control method of the vehicle provided in the embodiment of the present application, the fusion perception of historical and real-time environment data is realized by acquiring the road condition information and traffic information around the vehicle, the braking demand level in a preset period is predicted based on the multi-source information, the energy recovery strength is dynamically determined, and finally the energy recovery instruction is output at the starting moment of the preset period to complete the active control. The continuity and integrity of the environment perception are ensured by acquiring the road condition information before the current driving moment and the road condition information at the current driving moment in real time, the passive response mode of relying on the fixed threshold is avoided by predicting the braking demand level according to the road condition information and traffic information, the precise control of the recovery opportunity is realized by outputting the energy recovery instruction based on the energy recovery strength, so that the energy recovery at the starting moment of the preset period effectively solves the problem that the traditional system misses the energy recovery opportunity in the early deceleration scene, improves the phenomenon that the energy recovery efficiency is generally low, and the adaptive ability of the system to the complex road condition is improved through the dynamic matching mechanism of the hierarchical braking demand and the recovery strength.

[0074] It should be noted that the computer readable medium shown in the embodiments of the present application can be a computer readable signal medium or a computer readable storage medium or any combination of the two. The computer readable storage medium may, for example, be an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or component, or any combination thereof. More specific examples of the computer readable storage medium can include, but are not limited to, an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a flash memory, an optical fiber, a portable compact disk read-only memory (Compact Disc Read-Only Memory, CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In the present application, the computer readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, device or component. In the present application, the computer readable signal medium can include a data signal carried in a baseband or as a part of a carrier wave, which carries a computer readable computer program. Such a propagated data signal can take various forms, including but not limited to an electromagnetic signal, an optical signal or any suitable combination thereof. The computer readable signal medium can also be any computer readable medium other than the computer readable storage medium, which can send, propagate or transmit a program for use by or in conjunction with an instruction execution system, device or component. The computer program contained on the computer readable medium can be transmitted by any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0075] The flow charts and block diagrams in the drawings are illustrations of possible architectures, functional and operational, for systems, methods and computer program products according to various embodiments of the present application. In this regard, each block in the flow charts or block diagrams can represent a module, a segment, or a portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that in some alternative implementations, the functions noted in the blocks can occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and / or flow chart illustrations, and combinations thereof, can be implemented by a dedicated hardware-based system that carries out specified functions or operations, or combinations of hardware and computer instructions.

[0076] The units described in the embodiments of the present application can be implemented by software, or by hardware, or by a combination of software and hardware. The units described can also be implemented in a processor. In some cases, the name of the unit does not constitute a limitation on the unit itself.

[0077] According to an aspect of the embodiments of the present application, a computer system is also provided, which includes a central processing unit (CPU) that can perform various appropriate actions and processes according to programs stored in a read-only memory (ROM) or loaded from a storage section into a random access memory (RAM), such as performing the methods in the above embodiments. In the RAM, various programs and data required for system operation are also stored. The CPU, the ROM, and the RAM are connected to each other through a bus. An input / output (I / O) interface is also connected to the bus.

[0078] The following components are connected to the I / O interface: an input section including a keyboard, a mouse, etc.; an output section including a display such as a Cathode Ray Tube (CRT), a Liquid Crystal Display (LCD), etc., and a speaker, etc.; a storage section including a hard disk, etc.; and a communication section including a network interface card such as a LAN (Local Area Network) card, a modem, etc. The communication section performs communication processing via a network such as the Internet. A drive is also connected to the I / O interface as necessary. A removable medium such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc. is attached to the drive as necessary, so that a computer program read out from it is installed in the storage section as necessary.

[0079] The above-described content is merely a preferred exemplary embodiment of the present application, and is not intended to limit the embodiments of the present application. Those skilled in the art can easily make corresponding modifications or variations according to the main idea and spirit of the present application, and the protection scope of the present application should be subject to the protection scope required by the claims.

[0080] The relevant data collection and processing in this application should strictly follow the requirements of relevant national laws and regulations, obtain the informed consent or separate consent of the personal information subject, and carry out subsequent data use and processing behavior within the scope of authorization of laws and regulations and the personal information subject.

Claims

1. An energy recovery control method of a vehicle, characterized by, The method comprises: acquiring road condition information and traffic information around the vehicle when the vehicle is in driving process; wherein the road condition information comprises road condition information before current driving time and road condition information at current driving time; predicting brake demand level in a preset period based on the road condition information and the traffic information, to determine corresponding energy recovery intensity; outputting energy recovery instruction based on the energy recovery intensity, to control the vehicle to perform energy recovery at the start time of the preset period.

2. The energy recovery control method of a vehicle according to claim 1, characterized by, The method further comprises: when the brake demand level is a first brake level, representing vehicle deceleration tendency state and brake pedal without operation, the energy recovery intensity is a first recovery power level; when the energy recovery intensity is the first recovery power level, the energy recovery instruction comprises controlling the motor of the vehicle to reverse drag deceleration, and controlling recovered energy to be output to a low-voltage load system.

3. The energy recovery control method of a vehicle according to claim 1, characterized by, The method further comprises: when the brake demand level is a second brake level, representing vehicle slight brake state and brake pedal stroke being in a first interval, the energy recovery intensity is a second recovery power level; when the energy recovery intensity is the second recovery power level, the energy recovery instruction comprises controlling the motor of the vehicle to reverse drag deceleration and outputting mechanical brake instruction, and controlling a first preset proportion of recovered energy to be output to a power battery, and remaining recovered energy to be output to a low-voltage load system.

4. The energy recovery control method of a vehicle according to claim 1, characterized by, The method further comprises: when the brake demand level is a third brake level, representing vehicle moderate brake state and brake pedal stroke being in a second interval, the energy recovery intensity is a third recovery power level; when the energy recovery intensity is the third recovery power level, the energy recovery instruction comprises controlling the motor of the vehicle to reverse drag deceleration and outputting mechanical brake instruction, and controlling recovered energy to be output to a power battery.

5. The energy recovery control method of a vehicle according to claim 1, characterized by, The method further comprises: when the brake demand level is a fourth brake level, representing vehicle emergency brake tendency state and brake pedal stroke being in a third interval, the energy recovery intensity is a maximum recovery power level; when the energy recovery intensity is the maximum recovery power level, the energy recovery instruction comprises controlling the motor of the vehicle to reverse drag deceleration and outputting mechanical brake instruction, and controlling recovered energy to be output to a standby buffer battery.

6. The energy recovery control method of a vehicle according to claim 1, characterized by, The method further comprises: when the brake demand level is a fifth brake level, representing vehicle emergency brake state and anti-lock brake system being activated, the energy recovery instruction comprises closing energy recovery.

7. An energy recovery control system of a vehicle characterized by comprising: The system comprises: an acquisition module, configured to acquire road condition information and traffic information around the vehicle when the vehicle is in driving process; wherein the road condition information comprises road condition information before current driving time and road condition information at current driving time; a determination module, configured to predict brake demand level in a preset period based on the road condition information and the traffic information, to determine corresponding energy recovery intensity; a control module, configured to output energy recovery instruction based on the energy recovery intensity, to control the vehicle to perform energy recovery at the start time of the preset period.

8. A vehicle characterized by comprising: comprises: controller; a memory configured to store one or more programs that, when executed by the controller, cause the controller to implement the energy recovery control method for a vehicle according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer program is stored in the computer readable storage medium and, when the computer program is run on the energy recovery control system for a vehicle, causes the energy recovery control system for a vehicle to perform the steps of the energy recovery control method for a vehicle according to any one of claims 1 to 6.

10. A computer program product, characterised in that, The computer program product comprises computer programs or executable instructions that, when executed by a processor, implement the energy recovery control method for a vehicle according to any one of claims 1 to 6.

Images