Vehicle energy recovery method and device, electronic equipment and storage medium
By acquiring historical vehicle information and environmental data, the target energy recovery level is determined, which solves the problem of poor practicality of energy recovery in new energy vehicles, achieves matching of energy recovery with the actual situation of the vehicle, and improves the applicability and efficiency of energy recovery.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-01-29
- Publication Date
- 2026-03-31
AI Technical Summary
In new energy vehicles, existing technologies fail to recover energy based on the actual driving conditions of different vehicles, resulting in poor practicality of energy recovery.
By acquiring historical vehicle status information, historical control information, vehicle speed, and environmental slope, the vehicle's driving type and braking information are determined. Based on these factors, the target energy recovery level is determined, and the vehicle is controlled to perform energy recovery.
It improves the practicality of energy recovery for new energy vehicles under different operating conditions, ensures that energy recovery matches the actual situation of the vehicle, and avoids energy waste or wear and tear on the braking system.
Smart Images
Figure CN121756912A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle control technology, and more specifically, to a method, apparatus, electronic device, and storage medium for energy recovery of a vehicle. Background Technology
[0002] With the increasing popularity of new energy vehicles, more and more people are using them, making energy efficiency one of the most pressing concerns for users. In traditional vehicles, kinetic energy during braking or deceleration is typically lost as heat through friction, resulting in energy waste. As new energy vehicles develop, energy recovery has become a research hotspot to ensure their energy efficiency. In new energy vehicles, kinetic energy can be converted into other forms of energy (such as electrical, hydraulic, or mechanical energy) and stored for later use during braking, coasting, or deceleration. Currently, energy recovery in new energy vehicles does not consider the actual driving conditions of different vehicles, leading to poor practicality. Therefore, improving the practicality of energy recovery in new energy vehicles is an urgent problem to be solved. Summary of the Invention
[0003] In view of this, embodiments of this application propose a method, apparatus, electronic device, and storage medium for energy recovery of vehicles to improve the above-mentioned problems.
[0004] According to a first aspect of the embodiments of this application, a method for energy recovery of a vehicle is provided. The method includes: when the vehicle is in a coasting deceleration state, acquiring historical state information of the vehicle, historical control information of the vehicle, the vehicle's driving speed, and the slope of the environment in which the vehicle is located; determining the vehicle's driving type and braking information based on the historical state information and the historical control information, wherein the driving type includes economy, standard, and sport, and the driving energy consumption of the economy, standard, and sport types gradually increases; determining a target energy recovery level of the vehicle based on the driving speed, the slope, the driving type, and the braking information, wherein different energy recovery levels correspond to different energy recovery ratios; and controlling the vehicle to perform energy recovery based on the target energy recovery level.
[0005] In some embodiments, determining the target energy recovery level of the vehicle based on the vehicle speed, the gradient, the driving type, and the braking information includes: determining an initial energy recovery level based on the vehicle speed and the driving type; determining an intermediate energy recovery level based on the initial energy recovery level and the braking information; and determining the target energy recovery level based on the intermediate energy recovery level and the gradient.
[0006] In some embodiments, determining the intermediate energy recovery level based on the initial energy recovery level and the braking information includes: determining the number of times the vehicle brakes within a first preset time period based on the braking information; determining the braking energy recovery level of the vehicle based on the number of braking events; and determining the intermediate energy recovery level in an initial mapping relationship based on the braking energy recovery level and the initial energy recovery level, wherein the initial mapping relationship indicates the correspondence between the braking energy recovery level, the initial energy recovery level, and the intermediate energy recovery level.
[0007] In some embodiments, determining the target energy recovery level based on the intermediate energy recovery level and the slope includes: determining a plurality of intermediate energy recovery levels within a second preset time period, and determining a reference energy recovery level among the plurality of intermediate energy recovery levels; and determining the target energy recovery level based on the slope and the reference energy recovery level.
[0008] In some embodiments, determining the target energy recovery level based on the slope and the reference energy recovery level includes: if the slope indicates that the vehicle is in a first slope condition, then determining the target energy recovery level as a first energy recovery level; if the slope indicates that the vehicle is in a second slope condition, then determining the target energy recovery level as a second energy recovery level, wherein the slope of the first slope condition is greater than the slope of the second slope condition, and the first energy recovery level is lower than the second energy recovery level; if the slope indicates that the vehicle is in a third slope condition, then determining the reference energy recovery level as the target energy recovery level, wherein the slope of the third slope condition is between the slope of the second slope condition and the slope of the first slope condition.
[0009] In some embodiments, determining the initial energy recovery level based on the vehicle speed and the driving type includes: determining a target speed range for the vehicle speed and determining the vehicle speed level based on the target speed range; determining the type energy recovery level corresponding to the driving type; and determining the initial energy recovery level in a third mapping relationship based on the vehicle speed level and the type energy recovery level.
[0010] In some embodiments, the target energy recovery level includes a first energy recovery level, a second energy recovery level, and a third energy recovery level, wherein the energy recovery ratio of the vehicle increases sequentially at the first energy recovery level, the third energy recovery level, and the second energy recovery level.
[0011] According to a second aspect of the embodiments of this application, an energy recovery device for a vehicle is provided. The device includes: an information acquisition module, configured to acquire historical state information of the vehicle, historical control information of the vehicle, the vehicle's driving speed, and the slope of the environment in which the vehicle is located when the vehicle is in a coasting deceleration state; a braking information determination module, configured to determine the driving type and braking information of the vehicle based on the historical state information and the historical control information, wherein the driving type includes economy, standard, and sport, and the driving energy consumption of the economy, standard, and sport types gradually increases; a target energy recovery level determination module, configured to determine the target energy recovery level of the vehicle based on the driving speed, the slope, the driving type, and the braking information, wherein different energy recovery levels correspond to different energy recovery ratios; and a control module, configured to control the vehicle to perform energy recovery according to the target energy recovery level.
[0012] According to a third aspect of the present application, an electronic device is provided, comprising: a processor; and a memory storing computer-readable instructions, wherein when executed by the processor, the computer-readable instructions implement the energy recovery method for a vehicle as described above.
[0013] According to a fourth aspect of the embodiments of this application, a computer-readable storage medium is provided, on which computer-readable instructions are stored, which, when executed by a processor, implement the energy recovery method for a vehicle as described above.
[0014] In the solution of this application, when the vehicle is coasting and decelerating, the vehicle's driving type and braking information can be determined first based on the acquired historical state information and historical control information of the vehicle. Then, the target energy recovery level of the vehicle can be determined based on the acquired vehicle speed, the slope of the environment where the vehicle is located, and the determined driving type and braking information. Based on the comprehensively determined target energy recovery level, the vehicle can be emptied to perform energy recovery. This takes into account multiple influencing factors affecting coasting energy recovery, and can be applied to various operating conditions of the vehicle, improving the practicality of energy recovery.
[0015] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit the embodiments of this application. Attached Figure Description
[0016] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.
[0017] Figure 1 This is a schematic diagram of a vehicle according to an embodiment of this application.
[0018] Figure 2 This is a schematic flowchart illustrating a vehicle energy recovery method according to an embodiment of this application.
[0019] Figure 3 This is a schematic flowchart illustrating a vehicle energy recovery method according to another embodiment of this application.
[0020] Figure 4 This is a flowchart illustrating the specific steps of step 340 according to an embodiment of this application.
[0021] Figure 5 This is a flowchart illustrating the specific steps of step 350 according to an embodiment of this application.
[0022] Figure 6 This is a flowchart illustrating the specific steps of step 520 according to an embodiment of this application.
[0023] Figure 7 This is a schematic diagram of a vehicle energy recovery method according to another embodiment of this application.
[0024] Figure 8 This is a schematic diagram of a vehicle energy recovery method according to another embodiment of this application.
[0025] Figure 9 This is a block diagram of a vehicle energy recovery device according to an embodiment of this application.
[0026] Figure 10 This is a hardware structure diagram of an electronic device according to an embodiment of this application.
[0027] The accompanying drawings have illustrated specific embodiments of the present application. More detailed descriptions will follow. These drawings and descriptions are not intended to limit the scope of the present application's embodiments in any way, but rather to illustrate the concepts of the present application's embodiments to those skilled in the art through specific embodiments. Detailed Implementation
[0028] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided to make this application more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art.
[0029] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.
[0030] Please see Figure 1 , Figure 1 This application illustrates a vehicle provided in one embodiment, such as... Figure 1 As shown below, an exemplary method for realizing energy recovery in a vehicle will be provided.
[0031] In one alternative implementation, the vehicle 100 includes a processing unit 110, a vehicle controller 120, and a motor controller 130, wherein the processing unit 110 refers to a software unit or module, and the vehicle controller 120 and the motor controller 130 refer to hardware devices.
[0032] For example, when the processing unit 110 determines that the vehicle is in a coasting deceleration state, the processing unit 110 acquires the vehicle's historical state information, historical control information, vehicle speed, and the slope of the environment in which the vehicle is located. Then, based on the historical state information and historical control information, it determines the vehicle's driving type and braking information. The driving type includes economy, standard, and sport, with energy consumption gradually increasing from economy to standard to sport. Based on the driving speed, slope, driving type, and braking information, it determines the vehicle's target energy recovery level. Different energy recovery levels correspond to different energy recovery ratios. The target energy recovery level is then sent to the vehicle controller 120. The vehicle controller 120 determines the motor control parameters based on the received target energy recovery level and then sends the motor control parameters to the motor controller 130. The motor controller 130 controls the electrodes based on the received motor control parameters to control the vehicle to perform energy recovery.
[0033] Figure 1 The vehicles in the document can be used to achieve the following Figure 2 For the energy recovery method described for the vehicle, please refer to [link / reference]. Figure 2 , Figure 2This application illustrates an embodiment of a vehicle energy recovery method. In a specific embodiment, this vehicle energy recovery method can be applied to, for example... Figure 9 The vehicle's energy recovery device 700 and the electronic equipment 800 equipped with the vehicle's energy recovery device 700 are shown. Figure 10 The specific process of this embodiment will be described below. Of course, it is understood that this method can be executed by an electronic device with computing power, such as a vehicle-mounted server, a cloud server, or other processors. The following will focus on... Figure 2 The process shown is described in detail. The energy recovery method for the vehicle may specifically include the following steps 210-240.
[0034] Step 210: When the vehicle is in a coasting deceleration state, acquire the vehicle's historical state information, the vehicle's historical control information, the vehicle's driving speed, and the slope of the environment in which the vehicle is located.
[0035] As an alternative, when the vehicle is in a wake-up deceleration state, the vehicle can use less energy to ensure that the vehicle completes the coasting deceleration. Therefore, in order to avoid the waste of vehicle energy, the vehicle's energy recovery function can be activated to recover the electrical energy of the vehicle in the wake-up deceleration state.
[0036] In one alternative scenario, to ensure normal vehicle operation when the energy recovery function is activated, the specific energy recovery strategy can be determined based on the vehicle's historical status information, historical control information, vehicle speed, and the slope of the surrounding environment. This allows for adaptive energy recovery based on the specific conditions of the vehicle, improving the applicability of energy recovery.
[0037] Optionally, historical vehicle status information and historical vehicle control information can be obtained from a local database. Historical status information may include vehicle acceleration, speed, and average distance traveled per trip over a period of time. Historical control information may include driver-controlled throttle opening, average brake opening, average steering wheel angular velocity, and frequency of sharp turns, representing driver operation. Optionally, the slope of the vehicle's environment can be obtained using environmental perception sensors (such as vision sensors, lidar sensors, or millimeter-wave radar sensors), and the vehicle's speed can be obtained using wheel speed sensors.
[0038] Step 220: Based on the historical status information and the historical control information, determine the vehicle's driving type and braking information, wherein the driving type includes economy, standard, and sport, and the driving energy consumption of the economy, standard, and sport types gradually increases.
[0039] As an alternative approach, after determining the vehicle's historical state and control information, the historical state and control information can be analyzed to determine the vehicle's longitudinal dynamic characteristics (reflecting the vehicle's acceleration / deceleration style), lateral dynamic characteristics (reflecting the vehicle's steering and handling style), and spatiotemporal distribution characteristics (reflecting the vehicle's travel distance and driving time). These characteristics can then be analyzed using algorithms such as random forests, support vector machines, or neural networks to determine the vehicle's driving type.
[0040] Optionally, as an economy driving type, the brake pedal is used lightly, the vehicle speed fluctuates little, the accelerator opening is small and there is very little emergency braking, and the vehicle speed is stable; as a normal Xinghua Temple type, the brake pedal is used more than the economy type, there is some vehicle speed fluctuation, and emergency braking is used less; as a sport driving type, the brake pedal is used more quickly, the frequency of emergency braking is high, and the vehicle speed is high and fluctuates greatly.
[0041] In one alternative scenario, vehicle braking information can be obtained by statistically analyzing the number of times the vehicle brakes in historical state information and historical control information, as well as the opening degree of the brake pedal during each braking action.
[0042] Step 230: Determine the target energy recovery level of the vehicle based on the driving speed, the slope, the driving type, and the braking information, wherein different energy recovery levels correspond to different energy recovery ratios.
[0043] As an alternative approach, in order to adapt the vehicle's energy recovery to the actual conditions of the vehicle, the target energy recovery level of the vehicle can be determined first based on the driving speed, slope, driving type and vehicle braking information, so that the vehicle's energy recovery can be carried out based on the target energy recovery level.
[0044] Optionally, the mapping relationships between driving speed, slope, driving type, and braking information and energy recovery level can be preset, so as to comprehensively determine the target energy recovery level of the vehicle based on the mapping relationships between driving speed, slope, driving type, and braking information and energy recovery level.
[0045] Optionally, when the vehicle is coasting or lightly braking, the rotational kinetic energy of the wheels drives the motor to generate electricity, which is then stored back in the battery pack. This process also generates resistance, causing the vehicle to decelerate naturally. Therefore, if the vehicle's energy recovery level is too high, it will increase the resistance generated by the vehicle, potentially leading to increased deceleration and even a stop. The target energy recovery level can be determined based on the vehicle's actual conditions to ensure both energy recovery and normal vehicle operation.
[0046] Optionally, the energy recovery level of the vehicle may include three levels: low, medium, and high. The proportion of energy that can be recovered varies between different levels, so that the energy recovery is more adapted to the actual situation of the vehicle under different actual conditions, avoiding energy waste caused by too low an energy recovery level or wear and tear on the vehicle's braking system caused by too high an energy recovery level.
[0047] Step 240: Control the vehicle to perform energy recovery according to the target energy recovery level.
[0048] As an alternative approach, after determining the target energy recovery level of the vehicle, the negative torque of the vehicle's motor or the braking torque of the vehicle can be determined based on the target energy recovery level. In this way, the current, voltage, frequency and other parameters of the vehicle's drive motor can be controlled by the negative torque of the motor or the braking torque of the vehicle corresponding to the determined target energy recovery level. This controls the power generation intensity of the motor when it enters generator mode, thereby generating the corresponding braking torque and realizing energy recovery of the vehicle.
[0049] In the embodiments of this application, when the vehicle is coasting and decelerating, the vehicle's driving type and braking information can be determined first based on the acquired historical state information and historical control information of the vehicle. Then, the target energy recovery level of the vehicle can be determined based on the acquired vehicle speed, the slope of the environment where the vehicle is located, and the determined driving type and braking information. In this way, the vehicle can be emptied to perform energy recovery based on the comprehensively determined target energy recovery level. This takes into account multiple influencing factors affecting coasting energy recovery, and can be applied to various operating conditions of the vehicle, improving the practicality of energy recovery.
[0050] Please see Figure 3 , Figure 3 An embodiment of the present application provides a method for energy recovery in a vehicle. The following will focus on… Figure 3 The process shown is described in detail. The energy recovery method for the vehicle may specifically include the following steps 310-360.
[0051] Step 310: When the vehicle is in a coasting deceleration state, acquire the vehicle's historical state information, the vehicle's historical control information, the vehicle's driving speed, and the slope of the environment in which the vehicle is located.
[0052] Step 320: Based on the historical status information and the historical control information, determine the vehicle's driving type and braking information, wherein the driving type includes economy, standard, and sport, and the driving energy consumption of the economy, standard, and sport types gradually increases.
[0053] Step 330: Determine the initial energy recovery level based on the vehicle speed and the driving type.
[0054] As an alternative approach, after obtaining the vehicle's speed and driving type, since the proportion of energy recovery varies at different speeds and for different driving types, an initial energy recovery level can be determined based on the speed and driving type. This allows for the determination of an intermediate energy recovery level, and finally, the determination of the target energy recovery level.
[0055] Step 340: Determine the intermediate energy recovery level based on the initial energy recovery level and the braking information.
[0056] As an alternative approach, the energy recovery ratio varies depending on the frequency of braking and the opening of the brake pedal during vehicle braking. Therefore, in order to accurately determine the energy recovery level, an intermediate energy recovery level is determined by combining braking information with the initial energy recovery level, and the target energy recovery level can be determined based on the intermediate energy recovery level.
[0057] In one alternative scenario, the frequency of vehicle braking within a certain time period and the corresponding energy recovery level of the vehicle each time braking are determined based on braking information. This allows the intermediate energy recovery level of the vehicle at the next moment to be predicted based on braking information over a period of time. Finally, the target energy recovery level is determined based on the predicted intermediate energy recovery level at the next moment.
[0058] In some embodiments, such as Figure 4 As shown, step 340 includes steps 410-430.
[0059] Step 410: Determine the number of times the vehicle brakes within a first preset time period based on the braking information.
[0060] As an optional method, historical braking information of the vehicle can be obtained first, and the number of braking operations within a first preset time period can be determined based on this information. This allows for the determination of the vehicle's regenerative braking level based on the number of braking operations within the first preset time period. Optionally, the first preset time period can be 600 seconds, or other durations, which can be set according to actual needs; only distance is discussed here.
[0061] Step 420: Determine the braking energy recovery level of the vehicle based on the number of braking cycles.
[0062] As an optional approach, multiple different braking frequency ranges can be preset, and different energy recovery levels can be assigned to these ranges. This allows for the determination of the target braking frequency range after the number of braking operations within a first preset time period is determined, and then the energy recovery level corresponding to that target frequency range is set as the braking energy recovery level. For example, the braking energy recovery level can be determined by the number of braking operations within 60 seconds. If the number of braking operations within 60 seconds is greater than 6, it indicates that the vehicle is braking excessively under these conditions, and the braking energy recovery level can be determined as low. Here, 60 seconds and 6 braking operations are preset thresholds, which can be calibrated dynamically based on actual operating conditions and vehicle status.
[0063] Step 430: Determine the intermediate energy recovery level in the initial mapping relationship based on the brake energy recovery level and the initial energy recovery level, wherein the initial mapping relationship indicates the correspondence between the brake energy recovery level, the initial energy recovery level and the intermediate energy recovery level.
[0064] As an alternative approach, after determining the braking energy recovery level, in order to correlate the determined energy recovery level with the vehicle's driving speed and driving type, the intermediate energy recovery level of the vehicle can be determined by combining the braking energy recovery level and the initial energy recovery level.
[0065] Optionally, different correspondences between braking energy recovery levels, initial energy recovery levels, and intermediate energy recovery levels can be preset to obtain an initial mapping relationship. Then, after determining the vehicle's braking energy recovery level and initial energy recovery level, the corresponding intermediate energy recovery level is determined based on the braking energy recovery level and initial energy recovery level in the initial mapping relationship.
[0066] Please continue reading. Figure 3 Step 350: Determine the target energy recovery level based on the intermediate energy recovery level and the slope.
[0067] As an alternative approach, since vehicles require different amounts of kinetic energy at different inclines, the energy recovery ratio can be adjusted appropriately based on the incline to ensure the vehicle can operate normally at corresponding inclines. Therefore, the target energy recovery level of the vehicle can be determined by combining the intermediate energy recovery level and the incline, making the vehicle's energy recovery level more compatible with the vehicle's actual conditions and improving the practicality of the vehicle's energy recovery function.
[0068] In one optional scenario, the target energy recovery level of the vehicle can be determined based on the intermediate energy recovery levels within a specific set of slope heights. When the vehicle is going uphill, more electrical energy needs to be supplied to the drive motor so that the drive motor can convert electrical energy into kinetic energy to propel the vehicle uphill. When the vehicle is going downhill, kinetic energy continuously increases, allowing for greater kinetic energy recovery and conversion into electrical energy for storage. Therefore, the specific slope value can determine whether the vehicle is going uphill or downhill, thus determining the specific target energy recovery level based on this. Optionally, uphill and downhill thresholds can be preset, allowing the target energy recovery level of the vehicle to be determined by comparing the slope of the vehicle's environment with these thresholds.
[0069] In some embodiments, such as Figure 5 As shown, step 350 includes steps 510-520.
[0070] Step 510: Determine multiple intermediate energy recovery levels within the second preset time period, and determine a reference energy recovery level among the multiple intermediate energy recovery levels.
[0071] As an alternative approach, in order to predict the energy recovery level of the vehicle at the next moment, multiple intermediate energy recovery levels can be determined first within a second preset time period, and then a reference energy recovery level can be determined.
[0072] In one optional scenario, multiple intermediate energy recovery levels can be determined based on the vehicle's historical information within a second preset time period. These historical energy recovery levels are then categorized and statistically analyzed to determine the frequency of occurrence of high, medium, and low levels. The historical energy recovery level with the highest frequency is then designated as the reference energy recovery level for the next moment. The target energy recovery level for the vehicle at the next moment can then be determined based on this reference level. For example, the number of times different levels appear among multiple intermediate energy recovery levels within a 600-second time period can be determined. The intermediate energy recovery level with the highest frequency is then recorded as the energy recovery level for the current moment. Here, 600 seconds is a preset time threshold, which can be calibrated dynamically according to actual operating conditions and vehicle status.
[0073] Step 520: Determine the target energy recovery level based on the slope and the reference energy recovery level.
[0074] As an alternative approach, after determining the reference energy level, the specific energy recovery level can be determined by considering the slope. Optionally, different slopes can be pre-classified into three categories: uphill, downhill, and intermediate slope. Since uphill driving requires more energy, the corresponding energy recovery ratio decreases; downhill driving generates more kinetic energy, resulting in an increased energy recovery ratio. Therefore, the target energy recovery level can be determined based on the slope level. For example, when the slope exceeds the downhill threshold, the target energy recovery level can be determined as high; when the slope exceeds the uphill threshold, the target energy recovery level can be determined as low; and when the slope is intermediate, the target energy recovery level is related to the actual state of the vehicle, i.e., determined by the intermediate energy recovery level. As shown in Table 1, different slopes correspond to different target energy recovery levels.
[0075] Table 1. Correspondence between slope and intermediate energy recovery level and target energy recovery level
[0076]
[0077] In some embodiments, such as Figure 6 As shown, step 520 includes steps 521-523.
[0078] Step 521: If the slope indicates that the vehicle is in a first slope condition, then the target energy recovery level is determined to be the first energy recovery level.
[0079] As an alternative approach, when the slope indicator vehicle is in the first slope condition, it can be determined that the vehicle's drive motor needs more energy to drive the vehicle to complete the uphill driving. If the energy recovery ratio increases at this time, the vehicle will be unable to complete the uphill driving. Therefore, the target energy recovery level can be determined as the first energy recovery level with the lowest energy recovery ratio.
[0080] Optionally, the pitch angle of the vehicle relative to the horizontal plane can be determined by the inertial measurement unit in the vehicle, and then the relationship between the pitch angle and the angle threshold can be determined to determine whether the vehicle is in the first slope condition or the second slope condition. Thus, when the pitch angle is greater than the first angle threshold, the vehicle is determined to be in the first slope condition.
[0081] Step 522: If the slope indicates that the vehicle is in a second slope condition, then the target energy recovery level is determined to be the second energy recovery level, wherein the slope of the first slope condition is greater than the slope of the second slope condition, and the first energy recovery level is lower than the second energy recovery level.
[0082] As an alternative, when the gradient indicator shows the vehicle is in the second gradient condition, it can be determined that the vehicle needs to brake. In this process, in order to avoid energy waste, the energy recovery ratio can be increased, that is, a high ratio of the second energy recovery level can be determined for energy recovery. This achieves the braking effect by recovering energy, thereby avoiding energy waste while providing stable, controllable and wear-free braking force to ensure downhill safety.
[0083] Optionally, whether the vehicle is in a second slope condition can be determined by determining whether the vehicle's pitch angle is less than a second threshold. That is, when the pitch angle is less than the second angle threshold, the vehicle is determined to be in a second slope condition, wherein the second angle threshold is less than the first angle threshold.
[0084] Step 523: If the slope indicates that the vehicle is in a third slope condition, then the reference energy recovery level is determined as the target energy recovery level, wherein the slope of the third slope condition is between the slope of the second slope condition and the slope of the first slope condition.
[0085] As an alternative approach, since the vehicle only requires more energy to propel itself when the incline angle exceeds a certain threshold, if the incline angle is not significant, the vehicle does not need to use more energy to propel itself, but it also cannot convert more energy into electrical energy for storage as in the second incline scenario. Therefore, the target energy recovery level can be determined based on the actual situation of the vehicle, that is, the reference energy recovery level can be set as the target energy recovery level.
[0086] Optionally, when it is determined that the vehicle's pitch angle is less than the first angle threshold and greater than the second angle threshold, the vehicle can be determined to be in the third slope condition.
[0087] In some embodiments, the target energy recovery level includes a first energy recovery level, a second energy recovery level, and a third energy recovery level, wherein the energy recovery ratio of the vehicle increases sequentially at the first energy recovery level, the third energy recovery level, and the second energy recovery level.
[0088] As an alternative approach, to ensure that the vehicle can quickly determine the target energy recovery level based on the actual situation and control the vehicle's energy recovery, the energy recovery level can be divided into three levels: the first energy recovery level, the second energy recovery level, and the third energy recovery level. Different energy recovery ratios can be set for different energy recovery levels, thereby enabling different proportions of energy recovery to be achieved under different conditions based on different energy recovery levels, increasing the practicality of the vehicle's energy recovery function.
[0089] Please continue reading. Figure 3 Step 360: Control the vehicle to perform energy recovery according to the target energy recovery level.
[0090] The specific steps of steps 310-320 and 360 can be found in steps 210-220 and 240, and will not be repeated here.
[0091] In this embodiment, the initial energy recovery level of the vehicle is first determined based on the determined vehicle speed and driving type. Then, the intermediate energy recovery level is determined based on the initial energy recovery level and braking information. Finally, the target energy recovery level is determined based on the intermediate energy recovery level and the slope. By considering the driving type and the target energy recovery level under various operating conditions, the vehicle's energy recovery is ensured to be performed at the determined target energy recovery level, thereby improving the practicality of the vehicle's energy recovery.
[0092] Please see Figure 7 , Figure 7 An embodiment of the present application provides a method for energy recovery in a vehicle. The following will focus on… Figure 7 The process shown is described in detail. The energy recovery method for the vehicle may specifically include the following steps 610-680.
[0093] Step 610: When the vehicle is in a coasting deceleration state, acquire the vehicle's historical state information, the vehicle's historical control information, the vehicle's driving speed, and the slope of the environment in which the vehicle is located.
[0094] Step 620: Based on the historical status information and the historical control information, determine the vehicle's driving type and braking information, wherein the driving type includes economy, standard, and sport, and the driving energy consumption of the economy, standard, and sport types gradually increases.
[0095] Step 630: Determine the target speed range of the vehicle and determine the vehicle speed level based on the target speed range.
[0096] As an alternative approach, to accurately determine the target energy recovery level of a vehicle, the corresponding speed level can be determined first. This speed level can then be used to determine the vehicle's target energy recovery level. The speed level is related to the vehicle's speed. To accurately determine the speed level, the target speed range can be determined within multiple speed ranges to define the vehicle's speed level.
[0097] In one alternative scenario, vehicle speed can be pre-divided into multiple fuzzy subsets, each corresponding to a specific speed range. This involves setting multiple speed levels and their respective speed ranges to determine the target speed range for each vehicle speed. For example, the speed ranges could include speeds greater than 8 km / h and less than or equal to 20 km / h, greater than 20 km / h and less than or equal to 60 km / h, and greater than 60 km / h. Specifically, when the vehicle speed is greater than 8 km / h and less than or equal to 20 km / h, the speed level is determined to be low; when it is greater than 20 km / h and less than or equal to 60 km / h, the speed level is determined to be medium; and when it is greater than 60 km / h, the speed level is determined to be high. These different speed ranges can be dynamically set according to actual needs; this is merely an example.
[0098] Step 640: Determine the type energy recovery level corresponding to the driving type.
[0099] As an alternative approach, when a driver drives the vehicle with different driving styles, the vehicle travels in different driving types. In order to make the vehicle's energy recovery match the driver's driving style, the type energy recovery level corresponding to the driving type can be determined first based on the driving style and the driving type. In this way, the vehicle's energy recovery level can be determined by combining the type energy recovery level and the vehicle speed level.
[0100] In one optional scenario, different driving types can be pre-divided into multiple fuzzy subsets, and a corresponding type energy recovery level can be set for each of these subsets. This allows the type energy recovery level to be determined based on the vehicle's driving type. Optionally, a correspondence between different vehicle types and their corresponding type energy recovery levels can be pre-defined. After determining the vehicle's driving type, the corresponding type energy recovery level can be determined based on this correspondence. For example, different driving types can be divided into economy, standard, and sport, and the type energy recovery level can be set as low for economy, medium for standard, and high for sport.
[0101] Alternatively, since different driving types have different parameters such as vehicle speed and braking frequency, the corresponding energy recovery level can also be determined by measuring the speed and braking frequency in different driving types.
[0102] Step 650: Determine the initial energy recovery level in the third mapping relationship based on the vehicle speed level and the type of energy recovery level.
[0103] As an alternative approach, after determining the vehicle speed level and type of energy recovery level, the initial energy recovery level can be determined through the correspondence between vehicle speed level, type of energy recovery level, and initial energy recovery level in the third mapping relationship. Then, the target energy recovery level of the vehicle can be comprehensively determined based on the initial energy recovery level combined with the vehicle's braking information and gradient. As shown in Table 2, the third mapping relationship includes the initial energy recovery levels corresponding to different vehicle speed levels and different types of energy recovery levels.
[0104] Table 2 Third Mapping Relationship
[0105] Step 660: Determine the intermediate energy recovery level based on the initial energy recovery level and the braking information.
[0106] Step 670: Determine the target energy recovery level based on the intermediate energy recovery level and the slope.
[0107] Step 680: Control the vehicle to perform energy recovery according to the target energy recovery level.
[0108] The specific steps of steps 610-620 and 680 can be found in steps 210-220 and 240, and the steps of steps 660-670 can be found in steps 340-350, which will not be repeated here.
[0109] In this embodiment, a target speed range for the vehicle can be determined first. Based on this target speed range, the vehicle speed level and the corresponding energy recovery level for the driving type can be determined. Finally, based on the vehicle speed level and the energy recovery level for the driving type, an initial energy recovery level can be determined in a third mapping relationship. This ensures the correlation between the initial energy recovery level and the vehicle speed and driving type, guarantees the accuracy of the determined target energy recovery level, and further improves the practicality of the vehicle's energy recovery.
[0110] Figure 8 This is an energy recovery method for a vehicle according to an embodiment of this application, such as... Figure 8As shown, based on fuzzy logic, the vehicle speed, gradient, and energy recovery level can all be fuzzily divided into three sets: Level 1, Level 2, and Level 3. Furthermore, the driving style of the driver can be categorized into Economy, Standard, and Sport based on fuzzy logic.
[0111] First, the initial energy recovery level can be determined by arbitrating the level corresponding to the vehicle speed and the type corresponding to the driving style. Then, the initial energy recovery level is arbitrated with the vehicle's braking habits over a historical period to obtain the coasting energy recovery level based on braking habits.
[0112] Next, the coasting energy recovery level of the vehicle within a certain period of time is determined, and the coasting energy recovery levels of different levels are statistically analyzed. The coasting energy recovery level that appears most frequently is then determined as the reference energy recovery level of the vehicle at the next moment.
[0113] Finally, the target energy recovery level for the vehicle is determined by combining the slope and the reference energy recovery level at the next moment, enabling the vehicle to recover energy based on the final energy recovery level. Specifically, when the slope indication is uphill or flat (i.e., when the slope exceeds or equals the uphill threshold), the target energy recovery level is determined to be low; when the slope indication is downhill or flat (i.e., when the slope exceeds or equals the downhill threshold), the target energy recovery level is determined to be high; and when the slope indication is flat (i.e., when the slope is between the uphill and downhill thresholds), the target energy recovery level is determined to be the reference energy recovery level. By considering multiple factors affecting coasting energy recovery and predicting coasting energy recovery, this method is applicable to various vehicle operating conditions, ensuring the practicality and accuracy of the energy recovery function.
[0114] The above embodiments describe in detail the energy recovery method for vehicles provided in this application. In other embodiments, this application also provides an energy recovery device for vehicles. Figure 9 This is a block diagram of a vehicle energy recovery device according to an embodiment of this application, such as... Figure 9 As shown, the energy recovery device 700 of the vehicle includes: an information acquisition module 710, a braking information determination module 720, a target energy recovery level determination module 730, and a control module 740.
[0115] The information acquisition module 710 is used to acquire historical state information of the vehicle, historical control information of the vehicle, vehicle speed, and slope of the environment in which the vehicle is located when the vehicle is in a coasting deceleration state; the braking information determination module 720 is used to determine the driving type and braking information of the vehicle based on the historical state information and the historical control information, wherein the driving type includes economy, standard, and sport, and the driving energy consumption of the economy, standard, and sport types gradually increases; the target energy recovery level determination module 730 is used to determine the target energy recovery level of the vehicle based on the driving speed, slope, driving type, and braking information, wherein different energy recovery levels correspond to different energy recovery ratios; and the control module 740 is used to control the vehicle to perform energy recovery based on the target energy recovery level.
[0116] In some embodiments, the target energy recovery level determination module 730 includes: an initial energy recovery level determination submodule, configured to determine an initial energy recovery level based on the vehicle speed and the driving type; an intermediate energy recovery level determination submodule, configured to determine an intermediate energy recovery level based on the initial energy recovery level and the braking information; and a target energy recovery level determination submodule, configured to determine the target energy recovery level based on the intermediate energy recovery level and the slope.
[0117] In some embodiments, the intermediate energy recovery level determination submodule includes: a braking number determination unit, configured to determine the number of times the vehicle brakes within a first preset time period based on the braking information; a braking energy recovery level determination unit, configured to determine the braking energy recovery level of the vehicle based on the number of braking numbers; and an intermediate energy recovery level determination unit, configured to determine the intermediate energy recovery level in an initial mapping relationship based on the braking energy recovery level and the initial energy recovery level, wherein the initial mapping relationship indicates the correspondence between the braking energy recovery level, the initial energy recovery level, and the intermediate energy recovery level.
[0118] In some embodiments, the target energy recovery level determination submodule includes: a reference energy recovery level determination unit, configured to determine a plurality of intermediate energy recovery levels within a second preset time period, and determine a reference energy recovery level among the plurality of intermediate energy recovery levels; and a target energy recovery level determination unit, configured to determine the target energy recovery level based on the slope and the reference energy recovery level.
[0119] In some embodiments, the target energy recovery level determination unit includes: a first determination subunit, configured to determine the target energy recovery level as a first energy recovery level if the slope indicates that the vehicle is in a first slope condition; a second determination subunit, configured to determine the target energy recovery level as a second energy recovery level if the slope indicates that the vehicle is in a second slope condition, wherein the slope of the first slope condition is greater than the slope of the second slope condition, and the first energy recovery level is lower than the second energy recovery level; and a third determination subunit, configured to determine the reference energy recovery level as the target energy recovery level if the slope indicates that the vehicle is in a third slope condition, wherein the slope of the third slope condition is between the slope of the second slope condition and the slope of the first slope condition.
[0120] In some embodiments, the initial energy recovery level determination submodule includes: a vehicle speed level determination unit, configured to determine a target speed range for the driving speed and determine the vehicle speed level based on the target speed range; a type energy recovery level determination unit, configured to determine the type energy recovery level corresponding to the driving type; and an initial energy recovery level determination unit, configured to determine the initial energy recovery level in a third mapping relationship based on the vehicle speed level and the type energy recovery level.
[0121] In some embodiments, the target energy recovery level includes a first energy recovery level, a second energy recovery level, and a third energy recovery level, wherein the energy recovery ratio of the vehicle increases sequentially at the first energy recovery level, the third energy recovery level, and the second energy recovery level.
[0122] According to one aspect of the embodiments of this application, an electronic device is also provided, such as... Figure 10 As shown, the electronic device 800 also includes a processor 810 and one or more memories 820. The one or more memories 820 are used to store program instructions executed by the processor 810. When the processor 810 executes the program instructions, it implements the above-described energy recovery method for the vehicle.
[0123] Furthermore, the processor 810 may include one or more processing cores. The processor 810 runs or executes instructions, programs, code sets, or instruction sets stored in the memory 820, and retrieves data stored in the memory 820. Optionally, the processor 810 may be implemented using at least one hardware form selected from Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), and Programmable Logic Array (PLA). The processor 810 may integrate one or a combination of several of the following: a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), and a modem. The CPU primarily handles the operating system, user interface, and applications; the GPU is responsible for rendering and drawing the displayed content; and the modem handles wireless communication. It is understood that the modem may also not be integrated into the processor and may be implemented using a separate communication chip.
[0124] According to one aspect of this application, a computer-readable storage medium is also provided, which may be included in the cloud server described in the above embodiments; or it may exist independently and not assembled into the cloud server. The aforementioned computer-readable storage medium carries computer-readable instructions that, when executed by a processor, implement the methods in any of the above embodiments.
[0125] It should be noted that the computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. Computer-readable storage media can be, for example, but not limited to: electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections with one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this application, a 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, apparatus, or device. In this application, a computer-readable signal medium can include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such transmitted data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. The computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.
[0126] The units described in the embodiments of this application can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.
[0127] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the embodiments disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein.
[0128] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.
Claims
1. A method of energy recovery for a vehicle, characterized by, The method comprises: When the vehicle is in a coasting deceleration state, obtaining historical state information of the vehicle, historical control information of the vehicle, a driving speed of the vehicle, and a slope of an environment in which the vehicle is located; According to the historical state information and the historical control information, determining a driving type of the vehicle and brake information of the vehicle, wherein the driving type comprises an economy type, a standard type, and a sports type, and driving energy consumption of the economy type, the standard type, and the sports type gradually increases; According to the driving speed, the slope, the driving type, and the brake information, determining a target energy recovery level of the vehicle, wherein different energy recovery levels correspond to different proportions of energy recovery; According to the target energy recovery level, controlling the vehicle to perform energy recovery.
2. The method of claim 1, wherein, The determination of the target energy recovery level of the vehicle according to the driving speed, the slope, the driving type, and the brake information comprises: According to the driving speed and the driving type, determining an initial energy recovery level; According to the initial energy recovery level and the brake information, determining an intermediate energy recovery level; According to the intermediate energy recovery level and the slope, determining the target energy recovery level.
3. The method of claim 2, wherein, The determination of the intermediate energy recovery level according to the initial energy recovery level and the brake information comprises: According to the brake information, determining a number of times of braking of the vehicle within a first preset time length; According to the number of times of braking, determining a braking energy recovery level of the vehicle; According to the braking energy recovery level and the initial energy recovery level, determining the intermediate energy recovery level in an initial mapping relationship, wherein the initial mapping relationship indicates a corresponding relationship among the braking energy recovery level, the initial energy recovery level, and the intermediate energy recovery level.
4. The method of claim 3, wherein, The determination of the target energy recovery level according to the intermediate energy recovery level and the slope comprises: Determining a plurality of intermediate energy recovery levels within a second preset time length, and determining a reference energy recovery level from the plurality of intermediate energy recovery levels; According to the slope and the reference energy recovery level, determining the target energy recovery level.
5. The method of claim 4, wherein, The determination of the target energy recovery level according to the slope and the reference energy recovery level comprises: If the slope indicates that the vehicle is in a first slope working condition, determining the target energy recovery level as a first energy recovery level; If the slope indicates that the vehicle is in a second slope working condition, determining the target energy recovery level as a second energy recovery level, wherein a slope of the first slope working condition is greater than a slope of the second slope working condition, and the first energy recovery level is lower than the second energy recovery level; If the slope indicates that the vehicle is in a third slope working condition, determining the reference energy recovery level as the target energy recovery level, wherein a slope of the third slope working condition is between the slope of the second slope working condition and the slope of the first slope working condition.
6. The method of claim 2, wherein, The determination of the initial energy recovery level according to the driving speed and the driving type comprises: determining a target speed range of the driving speed, and determining a speed level of the vehicle according to the target speed range; determining a type energy recovery level corresponding to the driving type; determining the initial energy recovery level in a third mapping relationship according to the speed level and the type energy recovery level.
7. The method according to any one of claims 1 to 6, characterized in that, The target energy recovery level includes a first energy recovery level, a second energy recovery level and a third energy recovery level, wherein the energy recovery ratio of the vehicle in the first energy recovery level, the third energy recovery level and the second energy recovery level increases in turn.
8. An energy recovery device for a vehicle, characterized by The device comprises: an information acquisition module, configured to acquire historical state information of the vehicle, historical control information of the vehicle, driving speed of the vehicle and slope of an environment where the vehicle is located when the vehicle is in a coasting deceleration state; a brake information determination module, configured to determine driving type of the vehicle and brake information of the vehicle according to the historical state information and the historical control information, wherein the driving type includes economy type, standard type and sport type, and driving energy consumption of the economy type, the standard type and the sport type gradually increases; a target energy recovery level determination module, configured to determine a target energy recovery level of the vehicle according to the driving speed, the slope, the driving type and the brake information, wherein the proportion of energy recovery corresponding to different energy recovery levels is different; a control module, configured to control the vehicle to perform energy recovery according to the target energy recovery level.
9. An electronic device, comprising: The electronic device comprises: a processor; a memory, wherein the memory stores computer readable instructions, and the computer readable instructions are executed by the processor to implement the method in any one of claims 1 to 7.
10. A computer readable storage medium, characterized in that, The computer readable storage medium stores program code, and the program code can be called and executed by the processor to implement the method in any one of claims 1 to 7.