Energy recovery control method and device, equipment and storage medium

Abstract

The invention discloses an energy recovery control method, device and equipment and a storage medium, and belongs to the technical field of vehicles. According to the method, a current driving scene is recognized based on multi-source information such as road information, environment perception information and vehicle state information, then scene recovery torque corresponding to the current driving scene is determined, and the scene recovery torque is optimized based on the fault grade and the first recovery torque threshold value of a battery and the fault grade and the second recovery torque threshold value of a motor, so that the recovery torque of the current driving scene is optimized. Therefore, the required recovery torque is obtained. Therefore, according to the method, the driving scene is identified through multi-source information fusion, the optimal recovery torque is dynamically calculated, and meanwhile, the real-time capacity and the fault level of the battery and the motor are also considered, so that the battery overcharge and the motor overload can be avoided, the available recovery capacity can be maximized, predictive, continuous and boundary-maximized energy recovery is realized, and the energy recovery efficiency is improved. And the energy recovery efficiency is obviously improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to an energy recovery control method, device, equipment and storage medium. Background Technology

[0002] In recent years, sales of new energy vehicles have increased significantly, and their market share has also grown. One characteristic of new energy vehicles is their ability to recover energy, which can improve their driving range.

[0003] In related technologies, most vehicles adopt a fixed intensity level energy recovery mode, and when recovering energy, they select one of a variety of fixed intensity level energy recovery modes.

[0004] However, the energy recovery methods in related technologies adopt a fixed intensity level energy recovery mode, which lacks comprehensive consideration of multi-source information such as the road scene ahead and vehicle status, resulting in low energy recovery efficiency. Summary of the Invention

[0005] This application provides an energy recovery control method, apparatus, device, and storage medium, which can improve energy recovery efficiency. The technical solution is as follows: On the one hand, an energy recovery control method is provided, the method comprising: When the intelligent energy recovery function is activated, road information, environmental perception information, vehicle status information, battery fault level and first recovery torque threshold, motor fault level and second recovery torque threshold are acquired. The first recovery torque threshold is used to represent the maximum recovery torque allowed by the battery, and the second recovery torque threshold is used to represent the minimum recovery torque allowed by the motor. Based on the road information, the environmental perception information, and the vehicle status information, the current driving scenario is identified; Determine the scene recovery torque that matches the current driving scenario; Based on the battery's fault level and the first recovery torque threshold, the motor's fault level and the second recovery torque threshold, the recovery torque for the scenario is optimized to obtain the required recovery torque. Based on the required recovery torque, the vehicle is controlled to perform energy recovery.

[0006] In one possible implementation, optimizing the scenario recovery torque based on the battery's fault level and a first recovery torque threshold, the motor's fault level, and a second recovery torque threshold to obtain the required recovery torque includes: Determine the maximum value between the first recovery torque threshold and the second recovery torque threshold; If the recovered torque in the scenario is greater than the maximum value, and the fault level of the battery and the fault level of the motor meet the first preset condition, then the maximum value is determined as the required recovered torque. Optionally, the method further includes: If the scenario recovery torque is greater than the maximum value, and the fault level of the battery and the fault level of the motor do not meet the first preset condition, then the required recovery torque is determined to be 0. If the scene recovery torque is not greater than the maximum value and the scene recovery torque is greater than 0, then the scene recovery torque is determined as the required recovery torque; If the scenario recovery torque is not greater than the maximum value and the scenario recovery torque is less than 0, then the required recovery torque is determined to be 0.

[0007] In another possible implementation, determining the scene recovery torque that matches the current driving scenario includes: When the current driving scenario includes multiple driving scenarios, determine the recovery torque corresponding to each driving scenario; The maximum recovery torque is determined from the recovery torques corresponding to multiple driving scenarios; The maximum recovery torque is determined as the recovery torque for the scenario.

[0008] In another possible implementation, determining the scene recovery torque that matches the current driving scenario includes: When the current driving scenario is a scenario with a vehicle ahead, the distance difference and speed difference are determined. The distance difference is used to represent the difference between the distance between the vehicle and the vehicle ahead in the same lane and the safe distance. The speed difference is used to represent the difference between the vehicle speed and the speed of the vehicle ahead. Based on the distance difference, the distance recovery torque is determined by the following formula (1). (1); in, Indicates the second recovery torque. Indicates the distance difference. This represents the proportionality coefficient. Represents the integral coefficient. Denotes the differential coefficient. , and All are greater than 0; Based on the speed difference, the speed recovery torque is determined by the following formula (2); (2); in, Indicates the third recovery torque. Indicates the speed difference, Indicates the speed difference gain coefficient. Greater than 0; The scene recovery torque is determined based on the distance recovery torque and the speed recovery torque; When the current driving scenario is a traffic light scenario, the state of the traffic light is determined; if the traffic light is green or the traffic light is yellow and turns red within a preset time, the scenario recovery torque is determined to be 0; if the traffic light is red and the remaining red time is greater than 0, the scenario recovery torque is determined based on the real-time deceleration of the vehicle. When the current driving scenario is a slope scenario, the vehicle is determined to be in an uphill or downhill state based on the longitudinal acceleration; when the vehicle is in an uphill state, the recovery torque for the scenario is determined to be 0; when the vehicle is in a downhill state, the acceleration of the vehicle's gravity along the slope direction is determined based on the longitudinal acceleration; and the recovery torque for the scenario is determined based on the acceleration of the vehicle's gravity along the slope direction. When the current driving scenario is a speed-limited scenario, the recovery torque for the scenario is determined based on the distance between the vehicle and the speed limit monitoring point or speed limit sign and the difference between the vehicle speed and the speed limit value. When the current driving scenario is a ramp scenario, the recovery torque for the scenario is determined based on the distance between the vehicle and the ramp and the difference between the vehicle speed and the ramp speed limit. When the current driving scenario is a tunnel scenario, the recovery torque for the scenario is determined based on the distance between the vehicle and the tunnel and the difference between the vehicle speed and the tunnel speed limit. When the current driving scenario is a toll facility scenario, the recovery torque for the scenario is determined based on the distance between the vehicle and the toll facility and the difference between the vehicle speed and the speed limit of the toll facility; When the current driving scenario is a curve scenario, the recovery torque for the scenario is determined based on the difference between the vehicle speed and the preset curve speed.

[0009] In another possible implementation, the method further includes: Receives the energy recovery mode setting signal; When the energy recovery mode corresponding to the energy recovery mode setting signal is intelligent mode, and the vehicle status meets the second preset condition, the intelligent energy recovery function is activated; the second preset condition includes: the vehicle is in forward gear, the vehicle speed is greater than the preset vehicle speed, the accelerator pedal opening is less than the preset opening threshold, and the vehicle chassis stability control signal is inactive.

[0010] In another possible implementation, the vehicle state information includes the vehicle's longitudinal acceleration; the method further includes: If the longitudinal acceleration of the vehicle is less than a first acceleration threshold and the duration is greater than a preset time threshold, and the required recovery torque is not 0, then a brake light ignition signal is sent to the body controller, which is used to ignite the brake lights based on the brake light ignition signal. When the brake lights are illuminated, if the longitudinal acceleration of the vehicle exceeds a second acceleration threshold, a brake light extinguishing signal is sent to the body controller, which then extinguishes the brake lights based on the brake light extinguishing signal.

[0011] On the other hand, an energy recovery control device is provided, the device comprising: The acquisition module is used to acquire road information, environmental perception information, vehicle status information, battery fault level and first recovery torque threshold, motor fault level and second recovery torque threshold when the intelligent energy recovery function is activated. The first recovery torque threshold is used to represent the maximum recovery torque allowed by the battery, and the second recovery torque threshold is used to represent the minimum recovery torque allowed by the motor. The identification module is used to identify the current driving scenario based on the road information, the environmental perception information, and the vehicle status information; The first determining module is used to determine the scene recovery torque that matches the current driving scenario; An optimization module is used to optimize the recovery torque of the scenario based on the fault level of the battery and a first recovery torque threshold, the fault level of the motor and a second recovery torque threshold, to obtain the required recovery torque. The control module is used to control the vehicle to perform energy recovery based on the required recovery torque.

[0012] In one possible implementation, the optimization module is used to determine the maximum value between the first recovery torque threshold and the second recovery torque threshold; if the scenario recovery torque is greater than the maximum value, and the fault level of the battery and the fault level of the motor meet the first preset condition, then the maximum value is determined as the required recovery torque; Optionally, the device further includes: The second determining module is configured to: if the scene recovery torque is greater than the maximum value, and the fault level of the battery and the fault level of the motor do not meet the first preset condition, then determine the required recovery torque as 0; if the scene recovery torque is not greater than the maximum value, and the scene recovery torque is greater than 0, then determine the scene recovery torque as the required recovery torque; if the scene recovery torque is not greater than the maximum value, and the scene recovery torque is less than 0, then determine the required recovery torque as 0.

[0013] In another possible implementation, the first determining module is configured to determine the recovery torque corresponding to each driving scenario when the current driving scenario includes multiple driving scenarios; determine the maximum recovery torque from the recovery torques corresponding to the multiple driving scenarios; and determine the maximum recovery torque as the scenario recovery torque.

[0014] In another possible implementation, the first determining module is used to determine the distance difference and speed difference when the current driving scenario is a scenario with a vehicle ahead. The distance difference is used to represent the difference between the distance between the vehicle and the vehicle ahead in the same lane and the safe distance. The speed difference is used to represent the difference between the vehicle speed and the speed of the vehicle ahead. Based on the distance difference, the distance recovery torque is determined by the following formula (1). (1); in, Indicates the second recovery torque. Indicates the distance difference. This represents the proportionality coefficient. Represents the integral coefficient. Denotes the differential coefficient. , and All are greater than 0; Based on the speed difference, the speed recovery torque is determined by the following formula (2); (2); in, Indicates the third recovery torque. Indicates the speed difference, Indicates the speed difference gain coefficient. Greater than 0; The scene recovery torque is determined based on the distance recovery torque and the speed recovery torque; When the current driving scenario is a traffic light scenario, the state of the traffic light is determined; if the traffic light is green or the traffic light is yellow and turns red within a preset time, the scenario recovery torque is determined to be 0; if the traffic light is red and the remaining red time is greater than 0, the scenario recovery torque is determined based on the real-time deceleration of the vehicle. When the current driving scenario is a slope scenario, the vehicle is determined to be in an uphill or downhill state based on the longitudinal acceleration; when the vehicle is in an uphill state, the recovery torque for the scenario is determined to be 0; when the vehicle is in a downhill state, the acceleration of the vehicle's gravity along the slope direction is determined based on the longitudinal acceleration; and the recovery torque for the scenario is determined based on the acceleration of the vehicle's gravity along the slope direction. When the current driving scenario is a speed-limited scenario, the recovery torque for the scenario is determined based on the distance between the vehicle and the speed limit monitoring point or speed limit sign and the difference between the vehicle speed and the speed limit value. When the current driving scenario is a ramp scenario, the recovery torque for the scenario is determined based on the distance between the vehicle and the ramp and the difference between the vehicle speed and the ramp speed limit. When the current driving scenario is a tunnel scenario, the recovery torque for the scenario is determined based on the distance between the vehicle and the tunnel and the difference between the vehicle speed and the tunnel speed limit. When the current driving scenario is a toll facility scenario, the recovery torque for the scenario is determined based on the distance between the vehicle and the toll facility and the difference between the vehicle speed and the speed limit of the toll facility; When the current driving scenario is a curve scenario, the recovery torque for the scenario is determined based on the difference between the vehicle speed and the preset curve speed.

[0015] In another possible implementation, the device further includes: The receiving module is used to receive the energy recovery mode setting signal; When the energy recovery mode corresponding to the energy recovery mode setting signal is intelligent mode, and the vehicle status meets the second preset condition, the intelligent energy recovery function is activated; the second preset condition includes: the vehicle is in forward gear, the vehicle speed is greater than the preset vehicle speed, the accelerator pedal opening is less than the preset opening threshold, and the vehicle chassis stability control signal is inactive.

[0016] In another possible implementation, the vehicle state information includes the vehicle's longitudinal acceleration; the device further includes: The sending module is configured to send a brake light ignition signal to the body controller if the longitudinal acceleration of the vehicle is less than a first acceleration threshold and the duration is greater than a preset time threshold, and the required recovery torque is not zero. The body controller is configured to ignite the brake lights based on the brake light ignition signal. If the longitudinal acceleration of the vehicle is greater than a second acceleration threshold while the brake lights are ignited, the module sends a brake light extinguishing signal to the body controller. The body controller is configured to extinguish the brake lights based on the brake light extinguishing signal.

[0017] On the other hand, a controller is provided, the controller including a processor and a memory, the memory storing at least one piece of program code, the at least one piece of program code being loaded and executed by the processor to implement the energy recovery control method described in any of the above.

[0018] On the other hand, a computer-readable storage medium is provided, wherein at least one piece of program code is stored therein, the at least one piece of program code being loaded and executed by a processor to implement the energy recovery control method described in any of the preceding claims.

[0019] On the other hand, a computer program product is provided, wherein at least one piece of program code is stored in the computer program product, the at least one piece of program code being loaded and executed by a processor to implement the energy recovery control method described in any of the above claims.

[0020] This application provides an energy recovery control method. This method identifies the current driving scenario based on multi-source information such as road information, environmental perception information, and vehicle status information. It then determines the scene recovery torque corresponding to the current driving scenario and optimizes the scene recovery torque based on the battery fault level and a first recovery torque threshold, the motor fault level and a second recovery torque threshold, thereby obtaining the required recovery torque. Therefore, this method identifies the driving scenario through multi-source information fusion, dynamically calculates the optimal recovery torque, and also considers the real-time capabilities and fault levels of the battery and motor. This avoids battery overcharging and motor overload while maximizing available recovery capacity, achieving predictive, continuous, and boundary-maximizing energy recovery, significantly improving energy recovery efficiency.

[0021] It should be understood that the above general description and the following detailed description are merely exemplary and do not limit this disclosure. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the implementation environment of an energy recovery control method provided in an embodiment of this application; Figure 2 This is a flowchart of an energy recovery control method provided in an embodiment of this application; Figure 3 This is a schematic diagram of the structure of an energy recovery control device provided in an embodiment of this application; Figure 4 This is a structural block diagram of a controller provided in an embodiment of this application. Detailed Implementation

[0023] To make the technical solution and advantages of this application clearer, the embodiments of this application will be described in further detail below.

[0024] The terms "first," "second," "third," and "fourth," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or apparatuses.

[0025] It should be noted that all information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data used for analysis, stored data, displayed data, etc.), and signals involved in this application have been authorized by the user or fully authorized by all parties, and the collection, use, and processing of related data must comply with the relevant laws, regulations, and standards of the relevant countries and regions. For example, road information, environmental perception information, and vehicle status information involved in this application were all obtained with full authorization.

[0026] Figure 1 This is a schematic diagram of the implementation environment of an energy recovery control method provided in an embodiment of this application. See also... Figure 1 The implementation environment includes: Vehicle Control Unit (VCU), Infotainment Head Unit (IHU), Body Domain Module (BDM), Navigation Module, Intelligent Driving Module, Inertial Measurement Unit (IMU), Electronic Stability Program (ESP), Battery Management System (BMS), and Motor Control Unit (MCU). The Motor Control Unit, Infotainment Head Unit, Body Domain Module, Navigation Module, Intelligent Driving Module, Inertial Navigation Module, Electronic Stability Program, and Battery Management System are all electrically connected to the Vehicle Control Unit.

[0027] The electrical connection can be a circuit connection or a wireless connection, and there is no specific limitation on the latter. If the connection is a circuit connection, the connection method can be a cable connection, such as a CAN (Controller Area Network) connection. If the connection is a wireless connection, the connection method can be an infrared connection, a wireless LAN, or a WiFi (Wireless Fidelity) network connection. In the embodiments of this application, there is no specific limitation on the latter. The vehicle involved in this application can be an electric vehicle or a hybrid vehicle, and there is no specific limitation on the latter.

[0028] In this embodiment, the body controller sends a power status signal to the vehicle controller. When the vehicle power status is OFF, the body controller sends an OFF signal to the vehicle controller. When the vehicle power status is ON, the body controller sends an ignition signal to the vehicle controller. When the vehicle power status is ACC (Accessory), the body controller sends an Accessory setting signal to the vehicle controller.

[0029] For the body controller, when it receives a brake light ignition signal from the vehicle controller and its power is ON, the body controller illuminates the brake lights. When it receives a brake light extinguishing signal from the vehicle controller and its power is OFF, the body controller extinguishes the brake lights.

[0030] When the infotainment system detects an energy recovery mode setting signal, it sends this signal to the vehicle controller. This signal can be a voice signal or triggered by an energy recovery mode setting option displayed on the central control screen; there are no specific limitations. The energy recovery mode corresponding to this signal includes various options, such as low, medium, high, smart, and off. Based on the signal, the vehicle controller adjusts the energy recovery mode accordingly and sends a feedback signal to the infotainment system. The infotainment system then displays the corresponding mode on the instrument cluster and / or central control screen based on this feedback signal.

[0031] The navigation module can send navigation status to the vehicle controller in real time or periodically. When the navigation status is on, the navigation module can obtain road information in real time or periodically and send the road information to the vehicle controller.

[0032] In some examples, the navigation module sends the vehicle's coordinate longitude signal, longitude marker signal, latitude signal, and latitude marker signal to the vehicle controller in real time or periodically. The vehicle controller determines the vehicle's location information based on the vehicle's coordinate longitude signal, longitude marker signal, latitude signal, and latitude marker signal.

[0033] In some examples, the navigation module sends traffic light status information to the vehicle controller in real time or periodically. The navigation module can also send traffic light longitude signals, traffic light longitude marker signals, traffic light latitude signals, and traffic light latitude marker signals to the vehicle controller. Based on these signals, the vehicle controller determines the traffic light location information. The navigation module can also send traffic light countdown start timestamp signals, current traffic light countdown end timestamp signals, local time hour signals, local time minute signals, and local time second signals to the vehicle controller. Based on these signals, the vehicle controller determines the traffic light countdown and local time information.

[0034] In some examples, the navigation module sends a monitoring point type signal to the vehicle controller in real time or periodically. When the monitoring point type signal indicates that the monitoring point is a speed limit monitoring point, the navigation module sends speed limit monitoring point information to the vehicle controller. The speed limit monitoring point information includes the distance between the vehicle and the speed limit monitoring point, as well as the speed limit value of the speed limit monitoring point. The monitoring point can be a traffic camera (electronic eye).

[0035] In some examples, the navigation module sends a road sign type signal to the vehicle controller in real time or periodically. When the road sign type signal indicates that the road sign is a speed limit sign, the navigation module sends speed limit sign information to the vehicle controller. The speed limit sign information includes the distance between the vehicle and the speed limit sign, as well as the speed limit value of the sign.

[0036] In some examples, the navigation module checks in real time or periodically whether there is a ramp within a first preset distance ahead. When a ramp is found, it sends ramp information to the vehicle controller. The ramp information includes the distance between the vehicle and the ramp, as well as the ramp speed limit.

[0037] The first preset distance can be set and changed as needed, for example, the first preset distance is 2km, 3km, etc.

[0038] In some examples, the navigation module detects in real time or periodically whether a tunnel is located within a second preset distance ahead. When a tunnel is found, it sends tunnel information to the vehicle controller. The tunnel information includes the distance between the vehicle and the tunnel, as well as the tunnel speed limit.

[0039] The second preset distance can be set and changed as needed, for example, the second preset distance is 2km, 3km, etc.

[0040] In some examples, the navigation module checks in real-time or periodically whether a tollbooth is located within a third preset distance ahead. When a tollbooth is found, it sends tollbooth information to the vehicle controller. This information includes the distance between the vehicle and the tollbooth, as well as the tollbooth's speed limit. The tollbooth can be a toll station.

[0041] The third preset distance can be set and changed as needed, for example, the third preset distance is 2km, 3km, etc.

[0042] The intelligent driving module periodically or in real time detects whether there are curves within a fourth preset distance ahead. When a curve is detected, it sends curve information to the vehicle controller. This curve information includes the distance between the vehicle and the curve, as well as the curve radius. Furthermore, the intelligent driving module can also detect whether there are vehicles ahead of the vehicle. When a vehicle is detected, it sends vehicle information to the vehicle controller. This vehicle information includes the speed of the vehicle ahead and the distance between the two vehicles.

[0043] The inertial measurement unit detects the longitudinal acceleration of the vehicle in real time or periodically and sends the longitudinal acceleration of the vehicle to the vehicle controller.

[0044] The vehicle electronic stability module sends vehicle chassis stability control signals to the vehicle controller in real time or periodically. When the intelligent energy recovery function is activated and the vehicle chassis stability control signal is activated, the vehicle controller controls the intelligent energy recovery function to deactivate.

[0045] The vehicle chassis stability control signal includes at least one of the following: vehicle dynamic control signal, traction control signal, CDP (Controller Deceleration Parking) signal, RWU (Rear Wheel Unit) signal, HDC (Hill Descent Control) signal, and DTC (Dynamic Traction Control) signal.

[0046] The battery management system sends the battery fault level and the battery's first recovery torque threshold to the vehicle controller in real time or periodically. The motor controller sends the motor fault level and the motor's second recovery torque threshold to the vehicle controller in real time or periodically.

[0047] In this embodiment, the vehicle controller receives and integrates multi-source information from human-machine interaction, in-vehicle navigation, environmental perception, vehicle dynamics, battery, and motor. When certain conditions are met, it activates the intelligent energy recovery function and identifies various driving scenarios in real time and in parallel based on the multi-source information, including following other vehicles, traffic lights, slopes, speed limits, tunnels, curves, toll booths, and ramps. For each identified driving scenario, it calculates the corresponding required recovery torque. Furthermore, it controls the brake lights based on the deceleration generated by energy recovery and forcibly disengages them when the chassis stability system intervenes. For detailed implementation process, please refer to the method embodiment; it will not be elaborated here.

[0048] Figure 2This is a flowchart of an energy recovery control method provided in an embodiment of this application, executed by the vehicle controller. See also... Figure 2 The method includes: Step 201: With the intelligent energy recovery function activated, the vehicle controller acquires road information, environmental perception information, vehicle status information, battery fault level and first recovery torque threshold, motor fault level and second recovery torque threshold.

[0049] In this step, the vehicle controller can obtain road information through the navigation module, environmental perception information through the intelligent driving module, vehicle status information through the inertial measurement unit, battery fault level and first recovery torque threshold through the battery management system, and motor fault level and second recovery torque threshold through the motor controller.

[0050] The road information includes vehicle location, traffic light information, speed limit monitoring point information, speed limit sign information, ramp information, tunnel information, and toll facility information. Traffic light information includes traffic light location information and traffic light countdown timers. Environmental perception information includes curve information and information about vehicles ahead. Vehicle status information includes the vehicle's longitudinal acceleration. The first regenerative torque threshold represents the maximum regenerative torque allowed by the battery, and the second regenerative torque threshold represents the minimum regenerative torque allowed by the motor (including negative values).

[0051] It should be noted that before this step, the vehicle controller needs to determine whether the intelligent energy recovery function is activated. Only if it is activated will the above information be acquired. The process by which the vehicle controller determines whether the intelligent energy recovery function is activated can be as follows: The vehicle controller receives the energy recovery mode setting signal; when the energy recovery mode corresponding to the energy recovery mode setting signal is the intelligent mode, and the vehicle status meets the second preset condition, the intelligent energy recovery function is activated.

[0052] The second preset condition includes: the vehicle is in forward gear, the vehicle speed is greater than the preset speed, the accelerator pedal opening is less than the preset opening threshold, and the vehicle chassis stability control signal is inactive.

[0053] In this implementation, the infotainment system sends an energy recovery mode setting signal to the vehicle controller, which then determines the energy recovery mode based on this signal. When the energy recovery mode is intelligent, the system checks whether the vehicle status meets the aforementioned second preset condition. If the second preset condition is met, the intelligent energy recovery function is activated.

[0054] Vehicle chassis stability control signals include at least one of the following: vehicle dynamic control signal, traction control signal, CDP signal, RWU signal, HDC signal, and DTC signal. When any of these signals is inactive, it indicates that the vehicle's chassis stability function has not been triggered. In this case, further judgment should be made based on other conditions.

[0055] The preset vehicle speed can be set and changed as needed, without any specific limitation. For example, the preset vehicle speed can be 4 km / h. The preset opening threshold can also be set and changed as needed, without any specific limitation. For example, the preset opening threshold can be 3%.

[0056] In this embodiment, when the intelligent energy recovery function is activated, if the vehicle state does not meet the second preset condition, the vehicle controller controls the intelligent energy recovery function to exit the activated state.

[0057] The vehicle status does not meet the second preset condition, which means that the vehicle is in a non-forward gear, or the vehicle speed is not greater than the preset speed, or the accelerator pedal opening is not less than the preset opening threshold, or the vehicle chassis stability control signal is in an active state.

[0058] Another point to note is that when the energy recovery mode setting signal corresponds to low, medium, high, or off, the intelligent energy recovery function is off. Additionally, when the vehicle is first powered on, the vehicle controller defaults to low energy recovery mode; before the vehicle is powered off, the vehicle controller remembers the current energy recovery mode (low / medium / high / intelligent / off).

[0059] Step 202: The vehicle controller identifies the current driving scenario based on road information, environmental perception information, and vehicle status information.

[0060] In some examples, when the vehicle controller determines, based on environmental perception information, that there is a vehicle ahead of the vehicle in its lane, it determines the current driving scenario as a scenario with a vehicle ahead.

[0061] In some examples, when the vehicle controller determines that there is a traffic light at the intersection ahead based on road information, it determines that the current driving scenario is a traffic light scenario.

[0062] In some examples, when the vehicle controller determines that the longitudinal acceleration is not zero based on the vehicle status information, it determines that the current driving scenario is a slope scenario.

[0063] In some examples, when the vehicle controller determines that there is a speed limit monitoring point or speed limit sign ahead based on road information, it determines that the current driving scenario is a speed limit scenario.

[0064] In some examples, when the vehicle controller determines that there is a ramp ahead based on road information, the current driving scenario is determined to be a ramp scenario.

[0065] In some examples, when the vehicle controller determines that there is a tunnel ahead based on road information, it determines that the current driving scenario is a tunnel scenario.

[0066] In some examples, when the vehicle controller determines that there is a toll facility ahead based on road information, the current driving scenario is determined to be a toll facility scenario.

[0067] In some examples, when the vehicle controller determines that there is a curve ahead based on environmental perception information, it determines that the current driving scenario is a curve scenario.

[0068] The above illustrates a single driving scenario. In practical applications, multiple driving scenarios may occur simultaneously. For example, if a vehicle is traveling on a highway, there is an exit ramp 2km ahead, a speed limit monitoring point 500m before the ramp, and there is a vehicle in front of the vehicle, then the current driving scenario simultaneously includes the ramp scenario, the speed limit scenario, and the vehicle in front scenario. Similarly, if a vehicle is traveling on an urban road, there is a traffic light intersection ahead, a downhill slope before the intersection, and a vehicle in front of the vehicle, then the current driving scenario simultaneously includes the traffic light scenario, the slope scenario, and the vehicle in front scenario.

[0069] Step 203: The vehicle controller determines the scene recovery torque that matches the current driving scenario.

[0070] In some examples, if the current driving scenario is a single driving scenario, the vehicle controller directly determines the scene recovery torque corresponding to the current driving scenario.

[0071] The following section introduces the methods for determining the scene recovery torque corresponding to different driving scenarios.

[0072] When the current driving scenario is a vehicle in front, the vehicle controller determines the distance difference and speed difference; based on the distance difference, the distance recovery torque is determined by the following formula (1); (1); in, Indicates the second recovery torque. Indicates the distance difference. This represents the proportionality coefficient. Represents the integral coefficient. Denotes the differential coefficient. , and All are greater than 0; Based on the speed difference, the speed recovery torque is determined by the following formula (2); (2); in, Indicates the third recovery torque. Indicates the speed difference, Indicates the speed difference gain coefficient. Greater than 0; The scene recovery torque is determined based on the distance recovery torque and the speed recovery torque.

[0073] Among them, the distance difference is used to represent the difference between the distance between the vehicle and the vehicle in front in the same lane and the safe distance, and the speed difference is used to represent the difference between the speed of the vehicle and the speed of the vehicle in front.

[0074] In this implementation, the vehicle controller obtains the vehicle speed in real time or periodically, and determines the safe distance using the following formula (3); (3); in, Indicates a safe distance. Indicates the safe distance at rest. This indicates a time interval, typically 1.5 to 2.5 seconds. This indicates the vehicle's speed.

[0075] According to the above formula (3), it can be seen that: and All of these are preset values. Therefore, the vehicle controller can obtain the safe distance by substituting the vehicle speed into the above formula (3).

[0076] The vehicle controller also acquires the distance between the vehicle and the vehicle in front in real time or periodically, determines the difference between this distance and the safe distance, and obtains the distance difference. Correspondingly, this process can be represented by the following formula (4): (4); in, Indicates the distance difference. This indicates the distance between this vehicle and the vehicle in front.

[0077] The vehicle controller obtains the speed of the vehicle in front in real time or periodically through the intelligent driving module, determines the difference between the speed of the current vehicle and the speed of the vehicle in front, and obtains the speed difference.

[0078] The vehicle controller substitutes the distance difference into the above formula (1) to obtain the distance recovery torque, and substitutes the speed difference into the above formula (2) to obtain the speed recovery torque.

[0079] The process by which the vehicle controller determines the scene recovery torque based on distance recovery torque and speed recovery torque can be expressed by the following formula (5): (5); in, Indicates the scene recovery torque, Indicates taking The maximum value between 0 and 0.

[0080] Therefore, the vehicle controller determines the sum of the distance recovery torque and the speed recovery torque. If this sum is greater than 0, it is determined as the scene recovery torque. If the sum is not greater than 0, the scene recovery torque is determined to be 0.

[0081] When the current driving scenario is a traffic light scenario, the vehicle controller determines the state of the traffic light. If the traffic light is green or yellow and turns red within a preset time, the regenerative torque for the scenario is determined to be 0. If the traffic light is red and the remaining red time is greater than 0, the regenerative torque for the scenario is determined based on the vehicle's real-time deceleration.

[0082] In this implementation, the vehicle controller can determine the status of traffic lights via the navigation module, such as green light, red light, light about to turn green, or light about to turn red. If the traffic light is green or yellow and about to turn red, the scene's regenerative torque is set to 0, meaning no energy recovery is performed, and the vehicle continues driving as it is, attempting to pass through the intersection. If the traffic light is red and the remaining time is greater than 0 seconds, the vehicle enters a red light countdown adaptive coasting mode. In this mode, a pre-set first torque lookup table can be configured, recording the mapping relationship between vehicle deceleration, energy recovery level, and regenerative torque.

[0083] In the red light countdown adaptive coasting mode, the vehicle controller obtains the vehicle's real-time deceleration, determines the energy recovery level corresponding to the real-time deceleration based on the first torque lookup table, and then determines the recovery torque corresponding to the energy recovery level, thereby obtaining the scene recovery torque.

[0084] The energy recovery level can be divided into multiple levels, such as weak, weak-medium, medium, strong-medium, and strong, without specific limitations.

[0085] When the current driving scenario is a slope scenario, the vehicle controller determines whether the vehicle is in an uphill or downhill state based on the longitudinal acceleration; when the vehicle is in an uphill state, the scenario recovery torque is determined to be 0; when the vehicle is in a downhill state, the acceleration of the vehicle's gravity along the slope direction is determined based on the longitudinal acceleration; and the scenario recovery torque is determined based on the acceleration of the vehicle's gravity along the slope direction.

[0086] In this implementation, the vehicle controller can acquire the vehicle's longitudinal acceleration in real time or periodically via an inertial measurement unit. If the longitudinal acceleration is greater than 0, the vehicle is determined to be in an uphill state. If the longitudinal acceleration is less than 0, the vehicle is determined to be in a downhill state. For uphill states, the vehicle controller determines the scene recovery torque to be 0.

[0087] For downhill conditions, the vehicle controller can determine the acceleration of the vehicle's gravity along the slope direction using the following formula (6): (6); in, Indicates longitudinal acceleration. The vehicle's acceleration along the slope can be obtained by calculating the rate of change of vehicle speed, i.e. , This is the acceleration of the vehicle's weight along the slope.

[0088] The vehicle controller determines the vehicle's acceleration along the slope direction based on the rate of change of vehicle speed, and then determines... and The difference is obtained. Next, the product of the vehicle's mass *m* and the acceleration due to the vehicle's gravity along the slope is determined to obtain the scene recovery torque, i.e. .

[0089] When the current driving scenario is a speed-limited scenario, the vehicle controller determines the scene recovery torque based on the distance between the vehicle and the speed limit monitoring point or speed limit sign, as well as the difference between the vehicle speed and the speed limit value.

[0090] In this implementation, the vehicle controller can obtain the distance between the vehicle and the speed limit monitoring point or speed limit sign, as well as the speed limit value, through the navigation module, and determine the difference between the vehicle speed and the speed limit value. Then, based on a pre-set second torque lookup table, it determines the scene recovery torque by looking up the table. The second torque lookup table records the mapping relationship between the distance between the vehicle and the speed limit monitoring point or speed limit sign, the difference between the vehicle speed and the speed limit value, and the recovery torque.

[0091] Specifically, the closer the vehicle is to the speed limit monitoring point or speed limit sign, and the higher the vehicle speed is compared to the speed limit, the greater the recovered torque and the greater the energy recovery intensity. Conversely, the farther the vehicle is from the speed limit monitoring point or speed limit sign, and the closer the vehicle speed is to the speed limit, the smaller the recovered torque and the smaller the energy recovery intensity.

[0092] When the current driving scenario is a ramp scenario, the vehicle controller determines the scenario recovery torque based on the distance between the vehicle and the ramp and the difference between the vehicle speed and the ramp speed limit.

[0093] In this implementation, the vehicle controller can obtain the distance between the vehicle and the ramp, as well as the ramp speed limit, through the navigation module. It then determines the difference between the vehicle speed and the ramp speed limit and uses a pre-set third torque lookup table to determine the scene recovery torque. The third torque lookup table records the mapping relationship between the distance between the vehicle and the ramp, the difference between the vehicle speed and the ramp speed limit, and the recovery torque.

[0094] Specifically, the closer the vehicle is to the ramp and the higher the vehicle speed is compared to the ramp speed limit, the greater the recovered torque and the greater the energy recovery intensity. Conversely, the farther the vehicle is from the ramp and the closer the vehicle speed is to the ramp speed limit, the smaller the recovered torque and the smaller the energy recovery intensity.

[0095] When the current driving scenario is a tunnel scenario, the vehicle controller determines the scene recovery torque based on the distance between the vehicle and the tunnel and the difference between the vehicle speed and the tunnel speed limit.

[0096] In this implementation, the vehicle controller can obtain the distance between the vehicle and the tunnel, as well as the tunnel speed limit, through the navigation module. It then determines the difference between the vehicle's speed and the tunnel speed limit, and based on a pre-set fourth torque lookup table, determines the scene's regenerative torque. The fourth torque lookup table records the mapping relationship between the distance between the vehicle and the tunnel, the difference between the vehicle's speed and the tunnel speed limit, and the regenerative torque.

[0097] Specifically, the closer the vehicle is to the tunnel and the higher the vehicle speed is compared to the tunnel's speed limit, the greater the recovered torque and the stronger the energy recovery. Conversely, the farther the vehicle is from the tunnel and the closer the vehicle speed is to the tunnel's speed limit, the smaller the recovered torque and the weaker the energy recovery.

[0098] When the current driving scenario is a toll facility scenario, the vehicle controller determines the scene recovery torque based on the distance between the vehicle and the toll facility and the difference between the vehicle speed and the speed limit of the toll facility.

[0099] In this implementation, the vehicle controller can obtain the distance between the vehicle and the toll collection facility, as well as the speed limit of the toll collection facility, through the navigation module. It then determines the difference between the vehicle's speed and the toll collection facility's speed limit, and finally, based on a pre-set fifth torque lookup table, determines the scene's recovery torque. The fifth torque lookup table records the mapping relationship between the distance between the vehicle and the toll collection facility, the difference between the vehicle's speed and the toll collection facility's speed limit, and the recovery torque.

[0100] The closer the vehicle is to the tollbooth facility and the higher the vehicle's speed is compared to the tollbooth facility's speed limit, the greater the recovered torque and the stronger the energy recovery. Conversely, the farther the vehicle is from the tollbooth facility and the closer the vehicle's speed is to the tollbooth facility's speed limit, the smaller the recovered torque and the weaker the energy recovery.

[0101] When the current driving scenario is a curve, the vehicle controller determines the recovery torque based on the difference between the vehicle speed and the preset curve speed.

[0102] In this implementation, the vehicle controller can obtain the curve radius through the intelligent driving module, and substitute the curve radius into the following formula (7) to obtain the preset cornering speed: (7); in, Indicates the preset cornering speed. This represents the safety factor, typically taken as 0.8 to 0.9. This represents the lateral acceleration value for human comfort obtained through actual vehicle calibration, approximately 0.2g. Indicates the radius of the curve.

[0103] After determining the preset cornering speed, the vehicle controller determines the difference between the vehicle's current speed and the preset cornering speed. Then, based on a pre-set sixth torque lookup table, it determines the scene recovery torque by looking up the table. The sixth torque lookup table records the mapping relationship between the difference between the vehicle's current speed and the preset cornering speed and the recovery torque.

[0104] Specifically, the higher the vehicle speed is compared to the preset cornering speed, the greater the recovered torque and the stronger the energy recovery intensity. Conversely, the closer the vehicle speed is to the preset cornering speed, the smaller the recovered torque and the weaker the energy recovery intensity.

[0105] It should be noted that if the intelligent energy recovery function is activated but none of the above driving scenarios are triggered, the vehicle controller will deactivate the intelligent energy recovery function and stop energy recovery.

[0106] When the current driving scenario includes multiple driving scenarios, the vehicle controller determines the recovery torque corresponding to each driving scenario; it then determines the maximum recovery torque from the recovery torques corresponding to the multiple driving scenarios; and finally, it sets the maximum recovery torque as the scenario recovery torque.

[0107] The process by which the vehicle controller determines the recovery torque for each driving scenario is the same as the process of determining the recovery torque for a single driving scenario, and will not be repeated here.

[0108] This application is based on intelligent energy recovery with multi-scenario recognition, which upgrades from passive safety deceleration to active prediction and energy efficiency optimization. The control algorithm's goal is no longer a single deceleration, but the optimal driving strategy under the balance of multiple goals such as safety, comfort, energy saving, and efficient passage.

[0109] Step 204: The vehicle controller optimizes the scene recovery torque based on the battery fault level and the first recovery torque threshold, the motor fault level and the second recovery torque threshold to obtain the required recovery torque.

[0110] The vehicle controller determines the maximum value between the first recovery torque threshold and the second recovery torque threshold; if the scenario recovery torque is greater than the maximum value, and the battery fault level and the motor fault level meet the first preset condition, then the maximum value is determined as the required recovery torque.

[0111] The first preset condition is that the battery's fault level is no greater than the first preset fault level, and the motor's fault level is no greater than the second preset fault level.

[0112] In this implementation, when the vehicle controller controls the vehicle to perform energy recovery, it also takes into account the real-time capabilities of the battery and motor. This can prevent the battery from being overcharged or the motor from being damaged. At the same time, it also takes into account the fault status of the battery and motor, which can maximize the available recovery capacity.

[0113] If the scene recovery torque is greater than the maximum value, and the battery fault level and the motor fault level do not meet the first preset condition, then the vehicle controller determines that the required recovery torque is 0.

[0114] The failure level of the battery and the failure level of the motor do not meet the first preset condition, which means that the failure level of the battery is greater than the first preset failure level or the failure level of the motor is greater than the second preset failure level.

[0115] Battery fault levels can be categorized into multiple levels, with higher levels indicating a more severe fault. For example, battery fault levels may include eight levels: 0, 1, 2, 3, 4, 5, 6, and 7. The first preset fault level can be level 3. Similarly, motor fault levels can also be categorized into multiple levels, with higher levels indicating a more severe fault. For example, motor fault levels may include four levels: 0, 1, 2, and 3. The second preset fault level can be level 1. Accordingly, if the scene recovery torque is greater than the maximum value, and the battery fault level is no greater than level 3 and the motor fault level is no greater than level 1, the vehicle controller determines this maximum value as the required recovery torque. If the scene recovery torque is greater than the maximum value, but the battery fault level is greater than level 3 or the motor fault level is greater than level 1, the vehicle controller determines the required recovery torque to be 0.

[0116] In this embodiment of the application, if the scene recovery torque is not greater than the maximum value and the scene recovery torque is greater than 0, the vehicle controller determines the scene recovery torque as the required recovery torque.

[0117] If the scene recovery torque is not greater than the maximum value and the scene recovery torque is less than 0, then the vehicle controller determines that the required recovery torque is 0.

[0118] In this embodiment, when multiple scenarios overlap, the maximum regenerative torque is taken as the scenario's regenerative torque, which maximizes driving safety while improving energy recovery efficiency. Furthermore, arbitration mechanisms are added for the battery's maximum regenerative capacity, the motor's minimum regenerative torque, and motor and battery fault states, achieving a two-tiered arbitration mechanism between the scenario requirement layer and the system capability safety layer, resulting in more rigorous and secure logic.

[0119] Step 205: The vehicle controller controls the vehicle to perform energy recovery based on the demand recovery torque.

[0120] The vehicle controller sends an energy recovery command to the motor controller based on the required recovery torque. The energy recovery command carries the required recovery torque, and the motor controller performs energy recovery based on the required recovery torque.

[0121] In this embodiment, the vehicle controller can also control the brake lights to illuminate or extinguish based on the vehicle's longitudinal acceleration. This can remind following vehicles to maintain a safe distance, achieving active vehicle safety and improving the user experience. Accordingly, the process can be as follows: if the vehicle's longitudinal acceleration is less than a first acceleration threshold, and the duration is greater than a preset time threshold, and the required recovery torque is not zero, the vehicle controller sends a brake light illumination signal to the body controller, which then illuminates the brake lights based on the signal.

[0122] When the brake lights are on, if the vehicle's longitudinal acceleration exceeds the second acceleration threshold, the vehicle controller sends a brake light extinguishing signal to the body controller. The body controller then extinguishes the brake lights based on this signal.

[0123] The first acceleration threshold, the second acceleration threshold, and the preset time threshold can all be set and changed as needed; there are no specific limitations on this. For example, the first acceleration threshold can be -1.2 m / s². 2 The second acceleration threshold is -0.7 m / s². 2 The preset time threshold is 0.2s. Correspondingly, if the vehicle's longitudinal acceleration is less than -1.2m / s²... 2If the braking effect persists for more than 0.2 seconds and the required recovery torque is not zero, the vehicle controller sends a brake light ignition signal to the body controller, causing the body controller to illuminate the brake lights. While the brake lights are illuminated, if the vehicle's longitudinal acceleration is greater than -0.7 m / s², [further action is required]. 2 If the vehicle controller sends a brake light off signal to the body controller, the body controller will turn off the brake lights.

[0124] In summary, this application employs a multi-scenario information fusion control system, including: an infotainment host, navigation module, intelligent driving module, inertial measurement unit, electronic stability control module, body controller, motor controller, and battery management system, to construct a vehicle-wide information fusion system, providing a decision-making basis for intelligent energy recovery. During scenario recognition, it can identify various typical scenarios, including following vehicles, traffic lights, slopes, speed limit monitoring points or signs, ramps, tunnels, toll facilities, and curves, and dynamically calculate the recovery torque based on scenario characteristics to ensure user comfort. When multiple scenarios are triggered simultaneously, the maximum recovery torque is selected as the output to ensure optimal energy recovery efficiency. Furthermore, it monitors the chassis stability function status and the fault levels of the battery and motor in real time, automatically disabling or limiting the recovery torque when specific faults occur or chassis functions are activated to ensure driving safety. Additionally, based on vehicle deceleration and recovery torque status, it automatically controls the braking lights to improve the warning effect for vehicles behind. Moreover, this solution supports power-on operation and has a user level memory function, enhancing ease of use. Therefore, the solution provided in this application can achieve intelligent energy recovery that is adaptive, efficient, safe, and compliant across all scenarios, significantly improving the energy recovery efficiency and driving quality of vehicles, and bringing users a more economical and comfortable driving experience.

[0125] This application provides an energy recovery control method. This method identifies the current driving scenario based on multi-source information such as road information, environmental perception information, and vehicle status information. It then determines the scene recovery torque corresponding to the current driving scenario and optimizes the scene recovery torque based on the battery fault level and a first recovery torque threshold, the motor fault level and a second recovery torque threshold, thereby obtaining the required recovery torque. Therefore, this method identifies the driving scenario through multi-source information fusion, dynamically calculates the optimal recovery torque, and also considers the real-time capabilities and fault levels of the battery and motor. This avoids battery overcharging and motor overload while maximizing available recovery capacity, achieving predictive, continuous, and boundary-maximizing energy recovery, significantly improving energy recovery efficiency.

[0126] Figure 3 This is a schematic diagram of the structure of an energy recovery control device provided in an embodiment of this application. See also... Figure 3 The device includes: The acquisition module 301 is used to acquire road information, environmental perception information, vehicle status information, battery fault level and first recovery torque threshold, motor fault level and second recovery torque threshold when the intelligent energy recovery function is activated. The first recovery torque threshold is used to represent the maximum recovery torque allowed by the battery, and the second recovery torque threshold is used to represent the minimum recovery torque allowed by the motor. The recognition module 302 is used to identify the current driving scenario based on road information, environmental perception information and vehicle status information; The first determining module 303 is used to determine the scene recovery torque that matches the current driving scenario; The optimization module 304 is used to optimize the scene recovery torque based on the battery fault level and the first recovery torque threshold, the motor fault level and the second recovery torque threshold, to obtain the required recovery torque. The control module 305 is used to control the vehicle to perform energy recovery based on the demand recovery torque.

[0127] In one possible implementation, the optimization module 304 is used to determine the maximum value of the first recovery torque threshold and the second recovery torque threshold; if the scenario recovery torque is greater than the maximum value, and the battery fault level and the motor fault level meet the first preset condition, then the maximum value is determined as the required recovery torque. Optionally, the device may also include: The second determining module is used to determine the required recovery torque as 0 if the scene recovery torque is greater than the maximum value and the battery fault level and the motor fault level do not meet the first preset condition; if the scene recovery torque is not greater than the maximum value and the scene recovery torque is greater than 0, then the scene recovery torque is determined as the required recovery torque; if the scene recovery torque is not greater than the maximum value and the scene recovery torque is less than 0, then the required recovery torque is determined as 0.

[0128] In another possible implementation, the first determining module 303 is used to determine the recovery torque corresponding to each driving scenario when the current driving scenario includes multiple driving scenarios; determine the maximum recovery torque from the recovery torques corresponding to the multiple driving scenarios; and determine the maximum recovery torque as the scenario recovery torque.

[0129] In another possible implementation, the first determining module 303 is used to determine the distance difference and speed difference when the current driving scenario is a scenario of a vehicle ahead. The distance difference is used to represent the difference between the distance between the vehicle and the vehicle ahead in the same lane and the safe distance. The speed difference is used to represent the difference between the vehicle speed and the vehicle speed ahead. Based on the distance difference, the distance recovery torque is determined by the following formula (1). (1); in, Indicates the second recovery torque. Indicates the distance difference. This represents the proportionality coefficient. Represents the integral coefficient. Denotes the differential coefficient. , and All are greater than 0; Based on the speed difference, the speed recovery torque is determined by the following formula (2); (2); in, Indicates the third recovery torque. Indicates the speed difference, Indicates the speed difference gain coefficient. Greater than 0; The scene recovery torque is determined based on the distance recovery torque and the speed recovery torque; When the current driving scenario is a traffic light scenario, determine the status of the traffic light; if the traffic light is green or yellow and turns red within a preset time, determine the scenario recovery torque to be 0; if the traffic light is red and the remaining red time is greater than 0, determine the scenario recovery torque based on the vehicle's real-time deceleration. When the current driving scenario is a slope scenario, the longitudinal acceleration determines whether the vehicle is going uphill or downhill; when the vehicle is going uphill, the recovery torque is set to 0; when the vehicle is going downhill, the longitudinal acceleration determines the acceleration of the vehicle's gravity along the slope direction; and the recovery torque is determined based on the acceleration of the vehicle's gravity along the slope direction. When the current driving scenario is a speed-limited scenario, the scenario recovery torque is determined based on the distance between the vehicle and the speed limit monitoring point or speed limit sign and the difference between the vehicle speed and the speed limit value; When the current driving scenario is a ramp scenario, the scene recovery torque is determined based on the distance between the vehicle and the ramp and the difference between the vehicle speed and the ramp speed limit. When the current driving scenario is a tunnel scenario, the scenario recovery torque is determined based on the distance between the vehicle and the tunnel and the difference between the vehicle speed and the tunnel speed limit. When the current driving scenario is a toll facility scenario, the scenario recovery torque is determined based on the distance between the vehicle and the toll facility and the difference between the vehicle speed and the speed limit of the toll facility; When the current driving scenario is a curve, the recovery torque is determined based on the difference between the vehicle speed and the preset curve speed.

[0130] In another possible implementation, the device further includes: The receiving module is used to receive the energy recovery mode setting signal; When the energy recovery mode corresponding to the energy recovery mode setting signal is intelligent mode, and the vehicle status meets the second preset condition, the intelligent energy recovery function is activated. The second preset condition includes: the vehicle is in forward gear, the vehicle speed is greater than the preset speed, the accelerator pedal opening is less than the preset opening threshold, and the vehicle chassis stability control signal is inactive.

[0131] In another possible implementation, the vehicle state information includes the vehicle's longitudinal acceleration; the device also includes: The sending module is used to send a brake light ignition signal to the body controller if the vehicle's longitudinal acceleration is less than a first acceleration threshold and the duration is greater than a preset time threshold, and the required recovery torque is not zero. The body controller then ignites the brake lights based on the brake light ignition signal. When the vehicle's longitudinal acceleration is greater than a second acceleration threshold while the brake lights are ignited, the module sends a brake light extinguishing signal to the body controller. The body controller then extinguishes the brake lights based on the brake light extinguishing signal.

[0132] This application provides an energy recovery control device. Based on multi-source information such as road information, environmental perception information, and vehicle status information, the device identifies the current driving scenario, determines the corresponding scene recovery torque, and optimizes the scene recovery torque based on the battery fault level and a first recovery torque threshold, the motor fault level and a second recovery torque threshold, thereby obtaining the required recovery torque. Therefore, this device identifies the driving scenario through multi-source information fusion, dynamically calculates the optimal recovery torque, and also considers the real-time capabilities and fault levels of the battery and motor. This avoids battery overcharging and motor overload while maximizing available recovery capacity, achieving predictive, continuous, and boundary-maximizing energy recovery, significantly improving energy recovery efficiency.

[0133] Figure 4 This is a structural block diagram of a controller according to an embodiment of this application. The controller can be the vehicle controller described above.

[0134] Typically, the controller 400 includes: a main control module 401, a CAN interface 402, a hard-wired input interface 403, and a hard-wired output interface 404. The main control module 401 is connected to the CAN interface 402, the hard-wired input interface 403, and the hard-wired output interface 404, respectively.

[0135] The main control module 401 typically includes a processor and memory. The processor may include one or more processing cores, such as a quad-core processor or an octa-core processor. The processor can be implemented using at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), or PLA (Programmable Logic Array). The processor may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, the processor may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content required to be displayed on the vehicle's screen. In some embodiments, the processor may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning. The memory may include one or more computer-readable storage media, which may be non-transitory. The memory may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, a non-transitory computer-readable storage medium in the memory is used to store at least one computer program, which is executed by a processor to implement the energy recovery control method provided in the method embodiments of this application.

[0136] The CAN interface 402 may include a powertrain CAN interface, a motor CAN interface, and a diagnostic CAN interface. The powertrain CAN interface is used to communicate with the vehicle's powertrain module, the motor CAN interface is used to communicate with the vehicle's motor controller, and the diagnostic CAN interface is used to communicate with diagnostic equipment.

[0137] The hard-wired input interface 403 is used to receive hard-wired control signals. The hard-wired output interface 404 is used to send control commands to the vehicle's electronic control components, causing the vehicle's electronic control components to perform corresponding actions. The vehicle's electronic control components include a power management system, a motor controller, an on-board charger, and a body control system.

[0138] The main control module 401 can communicate with the vehicle's powertrain module, motor controller, and diagnostic equipment via the CAN interface 402, and generate control commands based on the hard-wired control signals received by the hard-wired input interface 403, so as to send the control commands to the vehicle's electronic control components via the hard-wired output interface 404.

[0139] Those skilled in the art will understand that Figure 4 The structure shown does not constitute a limitation on controller 400 and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0140] In an exemplary embodiment, a computer-readable storage medium is also provided, which stores at least one piece of program code that is loaded and executed by a processor to implement the energy recovery control method described above.

[0141] In an exemplary embodiment, a computer program product is also provided, which stores at least one piece of program code, which is loaded and executed by a processor to implement the energy recovery control method described above.

[0142] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0143] The above description is only for the purpose of enabling those skilled in the art to understand the technical solution of this application, and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. An energy recovery control method, characterized in that, The method includes: When the intelligent energy recovery function is activated, road information, environmental perception information, vehicle status information, battery fault level and first recovery torque threshold, motor fault level and second recovery torque threshold are acquired. The first recovery torque threshold is used to represent the maximum recovery torque allowed by the battery, and the second recovery torque threshold is used to represent the minimum recovery torque allowed by the motor. Based on the road information, the environmental perception information, and the vehicle status information, the current driving scenario is identified; Determine the scene recovery torque that matches the current driving scenario; Based on the battery's fault level and the first recovery torque threshold, the motor's fault level and the second recovery torque threshold, the recovery torque for the scenario is optimized to obtain the required recovery torque. Based on the required recovery torque, the vehicle is controlled to perform energy recovery.

2. The method according to claim 1, characterized in that, The recovery torque for the scenario is optimized based on the battery's fault level and a first recovery torque threshold, the motor's fault level and a second recovery torque threshold, to obtain the required recovery torque, including: Determine the maximum value between the first recovery torque threshold and the second recovery torque threshold; If the recovered torque in the scenario is greater than the maximum value, and the fault level of the battery and the fault level of the motor meet the first preset condition, then the maximum value is determined as the required recovered torque. Optionally, the method further includes: If the scenario recovery torque is greater than the maximum value, and the fault level of the battery and the fault level of the motor do not meet the first preset condition, then the required recovery torque is determined to be 0. If the scene recovery torque is not greater than the maximum value and the scene recovery torque is greater than 0, then the scene recovery torque is determined as the required recovery torque; If the scenario recovery torque is not greater than the maximum value and the scenario recovery torque is less than 0, then the required recovery torque is determined to be 0.

3. The method according to claim 1, characterized in that, The determination of the scene recovery torque matching the current driving scenario includes: When the current driving scenario includes multiple driving scenarios, determine the recovery torque corresponding to each driving scenario; The maximum recovery torque is determined from the recovery torques corresponding to multiple driving scenarios; The maximum recovery torque is determined as the recovery torque for the scenario.

4. The method according to claim 1, characterized in that, The determination of the scene recovery torque matching the current driving scenario includes: When the current driving scenario is a scenario with a vehicle ahead, the distance difference and speed difference are determined. The distance difference is used to represent the difference between the distance between the vehicle and the vehicle ahead in the same lane and the safe distance. The speed difference is used to represent the difference between the vehicle speed and the speed of the vehicle ahead. Based on the distance difference, the distance recovery torque is determined by the following formula (1). （1）； in, Indicates the second recovery torque. Indicates the distance difference. This represents the proportionality coefficient. Represents the integral coefficient. Denotes the differential coefficient. , and All are greater than 0; Based on the speed difference, the speed recovery torque is determined by the following formula (2); （2）； in, Indicates the third recovery torque. Indicates the speed difference, Indicates the speed difference gain coefficient. Greater than 0; The scene recovery torque is determined based on the distance recovery torque and the speed recovery torque; When the current driving scenario is a traffic light scenario, the state of the traffic light is determined; if the traffic light is green or the traffic light is yellow and turns red within a preset time, the scenario recovery torque is determined to be 0; if the traffic light is red and the remaining red time is greater than 0, the scenario recovery torque is determined based on the real-time deceleration of the vehicle. When the current driving scenario is a slope scenario, the vehicle is determined to be in an uphill or downhill state based on the longitudinal acceleration; when the vehicle is in an uphill state, the recovery torque for the scenario is determined to be 0; when the vehicle is in a downhill state, the acceleration of the vehicle's gravity along the slope direction is determined based on the longitudinal acceleration; and the recovery torque for the scenario is determined based on the acceleration of the vehicle's gravity along the slope direction. When the current driving scenario is a speed-limited scenario, the recovery torque for the scenario is determined based on the distance between the vehicle and the speed limit monitoring point or speed limit sign and the difference between the vehicle speed and the speed limit value. When the current driving scenario is a ramp scenario, the recovery torque for the scenario is determined based on the distance between the vehicle and the ramp and the difference between the vehicle speed and the ramp speed limit. When the current driving scenario is a tunnel scenario, the recovery torque for the scenario is determined based on the distance between the vehicle and the tunnel and the difference between the vehicle speed and the tunnel speed limit. When the current driving scenario is a toll facility scenario, the recovery torque for the scenario is determined based on the distance between the vehicle and the toll facility and the difference between the vehicle speed and the speed limit of the toll facility; When the current driving scenario is a curve scenario, the recovery torque for the scenario is determined based on the difference between the vehicle speed and the preset curve speed.

5. The method according to claim 1, characterized in that, The method further includes: Receives the energy recovery mode setting signal; When the energy recovery mode corresponding to the energy recovery mode setting signal is intelligent mode, and the vehicle status meets the second preset condition, the intelligent energy recovery function is activated; the second preset condition includes: the vehicle is in forward gear, the vehicle speed is greater than the preset vehicle speed, the accelerator pedal opening is less than the preset opening threshold, and the vehicle chassis stability control signal is inactive.

6. The method according to claim 1, characterized in that, The vehicle status information includes the vehicle's longitudinal acceleration; the method further includes: If the longitudinal acceleration of the vehicle is less than a first acceleration threshold and the duration is greater than a preset time threshold, and the required recovery torque is not 0, then a brake light ignition signal is sent to the body controller, which is used to ignite the brake lights based on the brake light ignition signal. When the brake lights are illuminated, if the longitudinal acceleration of the vehicle exceeds a second acceleration threshold, a brake light extinguishing signal is sent to the body controller, which then extinguishes the brake lights based on the brake light extinguishing signal.

7. An energy recovery control device, characterized in that, The device includes: The acquisition module is used to acquire road information, environmental perception information, vehicle status information, battery fault level and first recovery torque threshold, motor fault level and second recovery torque threshold when the intelligent energy recovery function is activated. The first recovery torque threshold is used to represent the maximum recovery torque allowed by the battery, and the second recovery torque threshold is used to represent the minimum recovery torque allowed by the motor. The identification module is used to identify the current driving scenario based on the road information, the environmental perception information, and the vehicle status information; The first determining module is used to determine the scene recovery torque that matches the current driving scenario; An optimization module is used to optimize the recovery torque of the scenario based on the fault level of the battery and a first recovery torque threshold, the fault level of the motor and a second recovery torque threshold, to obtain the required recovery torque. The control module is used to control the vehicle to perform energy recovery based on the required recovery torque.

8. A controller, characterized in that, The controller includes a processor and a memory, the memory storing at least one line of program code, which is loaded and executed by the processor to implement the energy recovery control method as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores at least one piece of program code, which is loaded and executed by a processor to implement the energy recovery control method as described in any one of claims 1 to 6.

10. A computer program product, characterized in that, The computer program product stores at least one piece of program code, which is loaded and executed by a processor to implement the energy recovery control method as described in any one of claims 1 to 6.

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