Control method and device of vehicle, vehicle and medium

Abstract

The present disclosure relates to a control method and device of a vehicle, the vehicle and a medium, and relates to the technical field of vehicle control. The control method comprises: determining a correction parameter according to a ratio between a first rolling resistance of a reference vehicle in a rolling process in a state of closing energy recovery and a second rolling resistance of a target vehicle in a rolling process in a state of closing energy recovery; correcting a first recovery torque of the reference vehicle according to the correction parameter to obtain a second recovery torque; determining a target recovery torque of the target vehicle according to the second recovery torque; and performing energy recovery control on the target vehicle according to the target recovery torque. The technical scheme of the present disclosure can improve the energy utilization rate of the vehicle.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle control technology, and in particular to a vehicle control method, control device, vehicle, and computer-readable storage medium. Background Technology

[0002] Energy recovery control technology, as a key means to improve vehicle energy efficiency and range, is receiving increasing attention from the industry. Vehicles (such as electric vehicles and hybrid vehicles) utilize the reversible operating characteristics of their drive motors to convert some of their kinetic energy into electrical energy during deceleration and feed it back into the battery, thus achieving energy reuse. This process is known as energy recovery.

[0003] Developing efficient and smooth energy recovery control strategies can not only improve vehicle range but also effectively reduce the frequency of mechanical braking system use, decrease wear on friction components, and extend their service life. Therefore, the effective implementation of energy recovery control has significant engineering application value and industrialization implications.

[0004] In related technologies, energy recovery control of vehicles is achieved by setting a fixed recovery torque. Summary of the Invention

[0005] The inventors of this disclosure have discovered the following problem in the above-mentioned related technologies: the energy recovery control effect is poor, resulting in low energy utilization rate of the vehicle.

[0006] To address the aforementioned problems, the present disclosure provides the following solutions.

[0007] According to some embodiments of this disclosure, a vehicle control method is provided, comprising: determining a correction parameter based on a ratio between a first coasting resistance of a reference vehicle during coasting in a state with energy recovery disabled and a second coasting resistance of a target vehicle during coasting in a state with energy recovery disabled; correcting a first recovery torque of the reference vehicle according to the correction parameter to obtain a second recovery torque; determining a target recovery torque of the target vehicle based on the second recovery torque; and performing energy recovery control on the target vehicle based on the target recovery torque.

[0008] In some embodiments, correcting the first recovery torque of the reference vehicle according to the correction parameter to obtain the second recovery torque includes: determining the second recovery torque based on the product of the correction parameter and the first recovery torque.

[0009] In some embodiments, determining the target recovery torque of the target vehicle based on the second recovery torque includes: determining the maximum recovery torque of the target vehicle based on the maximum charging power of the target vehicle; and determining the target recovery torque of the target vehicle based on the first recovery torque, the maximum recovery torque, and the second recovery torque.

[0010] In some embodiments, determining the target recovery torque of the target vehicle based on the first recovery torque, the maximum recovery torque, and the second recovery torque includes: determining the minimum recovery torque among the first recovery torque, the maximum recovery torque, and the second recovery torque as the target recovery torque.

[0011] In some embodiments, the target recovery torque includes multiple recovery torques, each of the multiple recovery torques corresponding to each of multiple speed ranges and each of multiple remaining battery ranges of the target vehicle. The step of controlling energy recovery of the target vehicle based on the target recovery torque includes: determining a target speed range to which the current speed of the target vehicle belongs from the multiple speed ranges, and determining a target remaining battery range to which the current battery level of the target vehicle belongs from the multiple remaining battery ranges; determining a recovery torque corresponding to the target speed range and the target remaining battery range from the multiple recovery torques; and controlling energy recovery of the target vehicle based on the recovery torque corresponding to the target speed range and the target remaining battery range.

[0012] In some embodiments, the energy recovery control of the target vehicle based on the recovery torque corresponding to the target speed range and the target remaining battery range includes: determining the braking torque of the target vehicle based on the recovery torque corresponding to the target speed range and the target remaining battery range, and the transmission ratio of the target vehicle; and controlling the target vehicle based on the deceleration corresponding to the braking torque.

[0013] In some embodiments, the energy recovery control of the target vehicle based on the target recovery torque includes: increasing the first energy recovery power to determine a third energy recovery power when the first energy recovery power corresponding to the target recovery torque is less than the second energy recovery power corresponding to the first recovery torque; adjusting the third energy recovery power according to the speed of the target vehicle and the remaining battery power of the target vehicle; and performing energy recovery control of the target vehicle based on the recovery torque corresponding to the adjusted third energy recovery power.

[0014] In some embodiments, the speed of the target vehicle is positively correlated with the third energy recovery power; when the remaining battery power of the target vehicle is greater than or equal to a threshold, the remaining battery power of the target vehicle is negatively correlated with the third energy recovery power; and when the remaining battery power of the target vehicle is less than the threshold, the remaining battery power of the target vehicle is positively correlated with the third energy recovery power.

[0015] In some embodiments, the control method further includes: determining a first recovery resistance of the reference vehicle based on a first coasting resistance and a third coasting resistance of the reference vehicle during coasting in a state where energy recovery is enabled; determining a first recovery resistance of the reference vehicle based on the difference between the first coasting resistance and the third coasting resistance; and determining a first recovery torque based on the first recovery resistance.

[0016] According to some other embodiments of this disclosure, a vehicle control device is provided, comprising: a first determining module configured to determine a correction parameter based on a difference between a first coasting resistance of a reference vehicle during coasting in a state with energy recovery off and a second coasting resistance of a target vehicle during coasting in a state with energy recovery off; a correction module configured to correct a first recovery torque of the reference vehicle based on the correction parameter to obtain a second recovery torque; a second determining module configured to determine a target recovery torque of the target vehicle based on the second recovery torque; and a control module configured to perform energy recovery control on the target vehicle based on the target recovery torque.

[0017] According to further embodiments of the present disclosure, a vehicle control device is provided, comprising: a memory; and a processor coupled to the memory, the processor being configured to execute the control method of any of the above embodiments based on instructions stored in the memory device.

[0018] According to further embodiments of the present disclosure, a vehicle is provided, including the control device of any of the above embodiments.

[0019] According to further embodiments of the present disclosure, a computer-readable storage medium is provided having computer instructions stored thereon that, when executed by a processor, implement the control method of any of the above embodiments.

[0020] According to further embodiments of this disclosure, a computer program product is also provided, including instructions that, when executed by a processor, cause the processor to perform the control method according to any of the foregoing embodiments.

[0021] In the above embodiments, by incorporating the difference in coasting resistance between the reference vehicle and the target vehicle in the state of non-energy recovery into the determination of the target recovery torque, the energy recovery control effect implemented based on the target recovery torque is closer to the expected control effect, thereby effectively improving the energy utilization rate of the whole vehicle. Attached Figure Description

[0022] The accompanying drawings, which form part of this specification, illustrate embodiments of this disclosure and, together with the specification, serve to explain the principles of this disclosure.

[0023] This disclosure will become clearer with reference to the accompanying drawings and the following detailed description, wherein: Figure 1 A flowchart illustrating a vehicle control method according to some embodiments of the present disclosure is shown; Figure 2 A block diagram of a vehicle control device according to some embodiments of the present disclosure is shown; Figure 3 A block diagram of a vehicle control device according to other embodiments of the present disclosure is shown; Figure 4 A block diagram of a vehicle control device according to some embodiments of the present disclosure is shown. Detailed Implementation

[0024] Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. It should be noted that, unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the present disclosure.

[0025] At the same time, it should be understood that, for ease of description, the dimensions of the various parts shown in the accompanying drawings are not drawn according to actual scale.

[0026] The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit this disclosure or its application or use.

[0027] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and equipment should be considered part of the specification.

[0028] In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values.

[0029] It should be noted that similar labels and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be discussed further in subsequent figures.

[0030] As mentioned earlier, in related technologies, a fixed recovery torque is set to control the energy recovery of a vehicle. For example, the recovery torque of a reference vehicle (e.g., a benchmark vehicle) is directly used to implement uniform energy recovery control for other vehicles of the same model.

[0031] The inventors of this disclosure have discovered that energy recovery control is highly correlated with the actual driving resistance of a vehicle. However, related technologies do not consider the differences in coasting resistance caused by various factors such as vehicle weight, tires, wind resistance, or environmental conditions during actual driving. This makes it difficult to achieve the desired control effect by directly using the recovery torque of a reference vehicle, thereby reducing the overall energy utilization rate of the vehicle.

[0032] In view of this, the present disclosure proposes a vehicle control technology solution that can correct the recovery torque of the reference vehicle based on the difference between the coasting resistance of the reference vehicle and the target vehicle when both are in a state of off energy recovery, so as to determine the target recovery torque for energy control of the target vehicle.

[0033] In this way, by incorporating the difference in coasting resistance between the reference vehicle and the target vehicle when energy recovery is not activated into the determination of the target recovery torque, the energy recovery control effect implemented based on the target recovery torque is closer to the expectation (such as the energy recovery control effect of the reference vehicle), thereby effectively improving the energy utilization rate of the whole vehicle.

[0034] Figure 1 A flowchart illustrating a vehicle control method according to some embodiments of the present disclosure is shown.

[0035] like Figure 1 As shown, in step 110, a correction parameter is determined based on the difference between the first coasting resistance of the reference vehicle during coasting with energy recovery off and the second coasting resistance of the target vehicle during coasting with energy recovery off.

[0036] In some embodiments, the reference vehicle and the target vehicle may be the same vehicle model. For example, the reference vehicle may be a benchmark vehicle, and the target vehicle may be a prototype vehicle. A benchmark vehicle is a vehicle selected as a reference or engineering benchmark during the automotive research and development, testing, or market positioning process.

[0037] In some embodiments, in response to a reference vehicle / target vehicle conducting a coasting test at a test site, the speed of the reference vehicle / target vehicle can be acquired in real time as the coasting speed. The first coasting resistance / second coasting resistance can be fitted values ​​of the actual coasting resistance of the reference vehicle / target vehicle at each corresponding coasting speed.

[0038] For example, the relationship between gliding speed and gliding resistance can be represented by a gliding resistance fitting equation. The gliding resistance fitting equation can be constructed as follows:

[0039] in, This is the road load constant, expressed in Newtons (N). The first coefficient can be a linear road load, with units of N / (km / h). This is the second coefficient, which can be a quadratic form of road load, with units of N / (km / h). 2 v is the vehicle's coasting speed, measured in km / h. F is the coasting resistance, measured in N.

[0040] For example, the vehicle can be made to coast from a target speed. When the speed drops to 0, the vehicle can be made to coast in the opposite direction at the target speed again until the speed drops to 0 again. This process can be repeated multiple times (one round trip is one set), and real-time coasting data of the vehicle during the coasting process can be obtained simultaneously.

[0041] For example, based on the coasting speed and coasting time, as well as the vehicle's mass, from real-time coasting data, the actual coasting resistance at various coasting speeds can be calculated. Based on the coasting speed and the calculated actual coasting resistance, multiple pairs of fitted values ​​are determined. Based on the aforementioned coasting resistance fitting equation, the fitting relationship between these multiple pairs of fitted values ​​is determined, and the coefficients are solved using least squares regression. , , This is to determine the relationship between gliding speed and gliding resistance.

[0042] For example, the first coasting resistance can be obtained by fitting the correspondence between coasting speed and coasting resistance based on real-time coasting data of the reference vehicle in the state of energy recovery off, and the various coasting speeds of the reference vehicle in the state of energy recovery off.

[0043] The second coasting resistance can be obtained by fitting the relationship between coasting speed and coasting resistance based on real-time coasting data of the target vehicle with energy recovery off, as well as the various coasting speeds of the target vehicle with energy recovery off.

[0044] In step 120, the first recovery torque of the reference vehicle is corrected according to the correction parameters to obtain the second recovery torque.

[0045] In some embodiments, a first recovery resistance of the reference vehicle is determined based on a first coasting resistance and a third coasting resistance of the reference vehicle during coasting when energy recovery is enabled; a first recovery torque is determined based on the difference between the first coasting resistance and the third coasting resistance; and a first recovery torque is determined based on the first recovery resistance.

[0046] For example, the reference vehicle is the benchmark vehicle. The first recovery resistance is:

[0047] in, For reference, the third coasting resistance during the coasting process of a vehicle with energy recovery activated. The first coasting resistance is used as a reference when the vehicle is coasting with energy recovery turned off.

[0048] This allows us to obtain the energy recovery power of the benchmark car at various coasting speeds. Where v is the vehicle's coasting speed (unit: km / h) and F is the force (unit: N).

[0049] This allows us to obtain the motor speed of the benchmark car at various coasting speeds. Where v is the vehicle's coasting speed (unit: km / h), r is the wheel radius (unit: m), and i is the vehicle's gear ratio.

[0050] Depend on ,according to and The first recovery torque of the benchmark car at each coasting speed can be obtained. .

[0051] For example, the third coasting resistance can be obtained by fitting the correspondence between coasting speed and coasting resistance based on real-time coasting data of the reference vehicle under energy recovery enabled, and by fitting the various coasting speeds of the reference vehicle under energy recovery enabled.

[0052] In some embodiments, the first recovery torque of the reference vehicle includes a plurality of recovery torques, each recovery torque corresponding to each of a plurality of speed ranges of the reference vehicle and each of a plurality of remaining charge ranges.

[0053] State of Charge (SOC), also known as the state of charge, refers to the percentage of a battery's current remaining usable charge (or energy) to its full charge capacity (or energy). It is one of the core indicators for measuring a battery's power supply capability.

[0054] Taking a reference vehicle as a benchmark vehicle as an example, Table 1 schematically shows the first recovery torque of the benchmark vehicle according to some embodiments of the present disclosure.

[0055] Table 1

[0056] As shown in Table 1, assuming the reference vehicle's speed range is 0–100 km / h, and the reference vehicle's speed is divided into multiple speed ranges in 5 km / h increments, and the vehicle's State of Charge (SOC) is divided into multiple remaining battery ranges in 20% increments, the first recovery torque includes multiple recovery torques. Each recovery torque corresponds to each speed range and each remaining battery range, forming a lookup table (Map) of the recovery torque for the benchmark vehicle. For example, the recovery torque corresponding to a speed range of 0–5 km / h and a remaining battery range of 0%–20% is... .

[0057] In step 130, the target recovery torque for the target vehicle is determined based on the second recovery torque. For example, the second recovery torque can be determined as the target recovery torque.

[0058] In step 140, energy recovery control is performed on the target vehicle based on the target recovery torque.

[0059] In some embodiments, the braking torque of the target vehicle is determined based on the target recovery torque and the gear ratio of the target vehicle, and the target vehicle is controlled according to the deceleration corresponding to the braking torque. For example, the target vehicle decelerates according to the deceleration corresponding to the braking torque (e.g., unit: m / s²) to convert kinetic energy into electrical energy to recharge the battery.

[0060] In the above embodiments, the recovery torque of the reference vehicle can be corrected based on the difference in coasting resistance between the reference vehicle and the target vehicle when both are in a state of off energy recovery, so as to determine the target recovery torque for energy control of the target vehicle.

[0061] In this way, by incorporating the difference in coasting resistance between the reference vehicle and the target vehicle when energy recovery is not activated into the determination of the target recovery torque, the energy recovery control effect implemented based on the target recovery torque is closer to the expected control effect, thereby effectively improving the energy utilization rate of the whole vehicle.

[0062] The vehicle control method proposed in this disclosure will be further illustrated below with reference to some embodiments.

[0063] In some embodiments, in step 110, a correction parameter is determined based on the ratio between the second gliding resistance and the first gliding resistance. For example, the correction parameter R = F2 / F1, where F2 is the second gliding resistance and F1 is the first gliding resistance.

[0064] In the above embodiments, considering that the coasting resistance in the state of energy recovery off includes multiple resistance components such as rolling resistance, air resistance, and mechanical transmission resistance, by introducing the ratio of the coasting resistance of the reference vehicle and the target vehicle in the state of no energy recovery, the first recovery torque of the reference vehicle is dynamically corrected, which can effectively compensate for the deviation in natural deceleration ability caused by differences in vehicle mass, wind resistance, tire rolling characteristics, etc.

[0065] In this way, the target recovery torque for energy recovery control of the target vehicle is determined based on the corrected second recovery torque. Under the same driving operation, the deceleration performance of the target vehicle during the energy recovery process is closer to that of the reference vehicle. This avoids excessive recovery (obvious drag) or insufficient recovery (waste of kinetic energy) caused by resistance differences, thereby improving the energy utilization rate of the whole vehicle while ensuring driving comfort.

[0066] In some embodiments, the second recovery torque is determined based on the product of a correction parameter and a first recovery torque. For example, the second recovery torque T2 = R × T1, where T1 is the first recovery torque and R is the correction parameter.

[0067] Following the example shown in Table 1, taking the target vehicle as a prototype, the first recovery torque in each cell of Table 1 is corrected using correction parameters to obtain the second recovery torque (also known as the corrected recovery torque) corresponding to that cell.

[0068] Table 2 schematically illustrates the second recovery torque of a prototype vehicle according to some embodiments of the present disclosure.

[0069] Table 2

[0070] As shown in Table 2, the second recovery torque includes multiple recovery torques. Each recovery torque corresponds to each speed range and each remaining energy range, forming a recovery torque lookup table (Map) for the prototype vehicle.

[0071] In the above embodiments, the second recovery torque is determined by multiplying the correction parameter and the first recovery torque. When the coasting resistance of the target vehicle is large, the corrected second recovery torque is increased accordingly to compensate for the deceleration of the target vehicle during the energy recovery process and avoid insufficient deceleration. When the coasting resistance of the target vehicle is small, the corrected second recovery torque is decreased accordingly to avoid excessive deceleration and reduce the drag feeling of the target vehicle during the energy recovery process.

[0072] This effectively aligns the total deceleration characteristics of the reference vehicle and the target vehicle under the same driving operation, which helps improve the energy efficiency of the vehicles.

[0073] In some embodiments, the maximum regenerative torque of the target vehicle is determined based on the maximum charging power of the target vehicle. The target regenerative torque is determined based on the first regenerative torque, the second regenerative torque, and the maximum regenerative torque. For example, the minimum value among the first regenerative torque, the second regenerative torque, and the maximum regenerative torque is determined as the target regenerative torque.

[0074] This approach further combines the regenerative torque of the reference vehicle with the maximum regenerative torque of the target vehicle. By ensuring that the energy recovery control effect based on the target regenerative torque more closely matches expectations, and by guaranteeing that the target regenerative torque does not exceed the vehicle's physical limits, the safety of energy recovery control is improved.

[0075] Taking the target vehicle as an example, design the boundary recovery torque of the target vehicle. The design principle is: the energy recovery power of the target vehicle. Not greater than the maximum charging power of the target vehicle. That is, the target recovery torque is no greater than the maximum charging power. Calculated maximum recovery torque .

[0076] For example, using the first recovery torque of the reference vehicle shown in Table 1 as a benchmark, the first recovery torque in each cell of Table 1 is compared with the maximum allowable recovery torque of the target vehicle. The smaller of the two recovery torques is determined as the boundary recovery torque.

[0077] For example, compare the first recovery torque in each cell of Table 1 with the maximum recovery torque allowed for the target vehicle. In a comparison, if the first recovery torque is greater than the maximum recovery torque, the first recovery torque in that cell is replaced with the maximum recovery torque; that is, the maximum recovery torque is determined as the boundary recovery torque. Conversely, if the first recovery torque is less than or equal to the maximum recovery torque, the first recovery torque in that cell remains unchanged; that is, the first recovery torque is determined as the boundary recovery torque. .

[0078] For example, iterating through the first recovered torque in each cell of Table 1, if the first recovered torque in the first cell of Table 1... Greater than the maximum allowable recovery torque of the target vehicle Then the first recovered torque in this cell Replace with maximum recovery torque This process is repeated until the entire mapping table is traversed. Finally, the boundary recovery torque of the target vehicle is designed and shown in Table 3.

[0079] Table 3 schematically illustrates the third recovery torque of a prototype vehicle according to some embodiments of the present disclosure.

[0080] Table 3

[0081] As shown in Tables 2 and 3, the boundary recovery torque in each cell of Table 2 is compared with the corrected recovery torque in the cell at the same position in Table 3. The smaller of the two recovery torques is determined as the target recovery torque, i.e., As shown in Table 4.

[0082] Table 4 shows the target recovery torque of a prototype vehicle according to some embodiments of the present disclosure.

[0083] Table 4

[0084] In some embodiments, as shown in Table 4, the target recovery torque includes multiple recovery torques, each of which corresponds to each of multiple speed ranges of the target vehicle and each of multiple remaining charge ranges.

[0085] In some embodiments, a target speed range to which the current speed of the target vehicle belongs is determined from multiple speed ranges, and a target remaining power range to which the current power of the target vehicle belongs is determined from multiple remaining power ranges; a recovery torque corresponding to the target speed range and the target remaining power range is determined from multiple recovery torques; and energy recovery control of the target vehicle is performed based on the recovery torque corresponding to the target speed range and the target remaining power range.

[0086] For example, a lookup table (Map) for regenerative torque can be constructed based on vehicle speed (0–100 km / h, divided into 5 km / h intervals) and battery remaining charge (SOC, divided into 20% intervals): If the target vehicle's current speed falls within the 0–5 km / h range and the current SOC is in the 20%–40% range, then the regenerative torque corresponding to the target speed range and target SOC range can be selected from the regenerative torque lookup table (Map) as the torque used for energy recovery control.

[0087] In this way, considering that vehicle speed affects recovery power and SOC state affects battery recovery capability (for example, a higher SOC requires limiting charging current to prevent overcharging), by discretizing key state variables such as vehicle speed and SOC, a mapping relationship with recovery torque is established. This allows the optimal recovery torque to be determined under different "vehicle speed-SOC" combinations, maximizing kinetic energy recovery efficiency while improving vehicle range, thereby effectively improving the vehicle's energy utilization rate.

[0088] In some embodiments, the braking torque of the target vehicle is determined based on the recovery torque corresponding to the target speed range and the target remaining battery capacity range, as well as the gear ratio of the target vehicle; the target vehicle is then controlled based on the deceleration corresponding to the braking torque. For example, the target vehicle decelerates according to the deceleration corresponding to the braking torque (e.g., unit: m / s²) to convert kinetic energy into electrical energy to recharge the battery.

[0089] In some embodiments, the target recovery torque can be optimized, and energy recovery control can be performed based on the optimized recovery torque.

[0090] In some embodiments, if the first energy recovery power corresponding to the target recovery torque is less than the second energy recovery power corresponding to the first recovery torque, the first energy recovery power is increased to determine the third energy recovery power. The third energy recovery power is adjusted based on the target vehicle's speed and remaining battery power to obtain an adjusted third energy recovery power. For example, the third energy recovery power and the adjusted third energy recovery power are not greater than the target vehicle's maximum charging power. For example, the third energy recovery power is the smaller of the second energy recovery power and the maximum energy recovery power.

[0091] In some embodiments, energy recovery control of the target vehicle is performed based on the recovery torque corresponding to the adjusted third energy recovery power. For example, the braking torque of the target vehicle is determined based on the recovery torque corresponding to the adjusted third energy recovery power and the gear ratio of the target vehicle; the target vehicle is then controlled based on the deceleration corresponding to the braking torque.

[0092] For example, taking the target recovery torque shown in Table 4 as an example, the first energy recovery power corresponding to the recovery torque in each cell can be determined, and the vehicle speed-energy recovery power curve (VP curve) can be plotted based on the correspondence between the first energy recovery power corresponding to the recovery torque in each cell and each speed range.

[0093] For each speed range, it is determined whether the first energy recovery power corresponding to that speed range is less than the second energy recovery power corresponding to the first recovery torque of that speed range. If the first energy recovery power is less than the second energy recovery power, the first energy recovery power is increased to the smaller of the second energy recovery power and the maximum energy recovery power (i.e., the third energy recovery power). Then, based on the vehicle speed and state of charge, the slope of the energy recovery power as a function of vehicle speed (such as the slope of the VP curve) is adjusted to determine the adjusted third energy recovery power corresponding to each speed range. Finally, energy recovery control of the target vehicle is performed using the recovery torque corresponding to the adjusted third energy recovery power.

[0094] In this way, within each speed range, the regenerative braking power of the target vehicle is prioritized to reach the maximum regenerative braking power level of the reference vehicle in that range, but with the maximum allowable charging power of the target vehicle as the upper limit, thus maximizing the target vehicle's regenerative braking capacity. Based on this, the regenerative braking power is further finely adjusted in conjunction with vehicle speed and state of charge, ensuring that the regenerative braking power closely matches the energy efficiency performance of the reference vehicle while also adapting to the target vehicle's battery state. This effectively improves the vehicle's range while enhancing its regenerative braking capacity, thereby significantly improving the vehicle's energy utilization efficiency.

[0095] In some embodiments, the speed of the target vehicle and the third energy recovery power are positively correlated, for example, the third energy recovery power is adjusted in a positive correlation with the speed of the target vehicle (e.g., the higher the vehicle speed, the greater the recovery power).

[0096] In some embodiments, when the remaining battery power of the target vehicle is greater than or equal to a threshold, the remaining battery power of the target vehicle and the third energy recovery power are inversely correlated. When the remaining battery power of the target vehicle is less than the threshold, the remaining battery power of the target vehicle and the third energy recovery power are positively correlated.

[0097] For example, the threshold is 30%. When the State of Charge (SOC) is greater than or equal to 30%, the third energy recovery power is adjusted inversely based on the remaining battery power of the target vehicle (e.g., the higher the remaining battery power, the lower the recovery power; for example, the energy recovery power at 95% SOC is less than the energy recovery power at 80% SOC). In contrast, when the SOC is less than 30%, the third energy recovery power is adjusted in positively based on the remaining battery power of the target vehicle (e.g., the higher the remaining battery power, the greater the recovery power; for example, the energy recovery power at 20% SOC is greater than the energy recovery power at 15% SOC).

[0098] This allows for more precise adjustments to the recovery power based on vehicle speed and state of charge, maximizing kinetic energy recovery while reducing the risk of battery overcharging. It effectively improves energy recovery efficiency while ensuring driving safety, thereby enhancing the vehicle's energy utilization rate.

[0099] In some embodiments, the target recovery torque can be optimized based on a driver's rating of the target vehicle. For example, in cases of low driving ratings, the target recovery torque can be optimized by increasing the first energy recovery power and / or adjusting the slope of the energy recovery power as a function of vehicle speed, thereby improving the user's driving experience.

[0100] Figure 2 A block diagram of a vehicle control device according to some embodiments of the present disclosure is shown.

[0101] like Figure 2 As shown, the vehicle's first control device 200 includes a first determining module 201, a correction module 202, a second determining module 203, and a control module 204.

[0102] The first determining module 201 is configured to determine correction parameters based on the ratio between a first coasting resistance of the reference vehicle during coasting with energy recovery off and a second coasting resistance of the target vehicle during coasting with energy recovery off.

[0103] The correction module 202 is configured to correct the first recovery torque of the reference vehicle according to the correction parameters to obtain the second recovery torque.

[0104] The second determining module 203 is configured to determine the target recovery torque of the target vehicle based on the second recovery torque.

[0105] The control module 204 is configured to perform energy recovery control on the target vehicle based on the target recovery torque.

[0106] In some embodiments, the correction module 202 is configured to determine the second recovery torque based on the product of the correction parameter and the first recovery torque.

[0107] In some embodiments, the second determining module 203 is configured to determine the maximum recovery torque of the target vehicle based on the maximum charging power of the target vehicle; and to determine the target recovery torque of the target vehicle based on the first recovery torque, the maximum recovery torque, and the second recovery torque.

[0108] In some embodiments, the second determining module 203 is configured to determine the minimum recovery torque among the first recovery torque, the maximum recovery torque, and the second recovery torque as the target recovery torque.

[0109] In some embodiments, the target recovery torque includes a plurality of recovery torques, each of the plurality of recovery torques corresponding to each of a plurality of speed ranges of the target vehicle and each of a plurality of remaining charge ranges.

[0110] The control module 204 is configured to determine the target speed range to which the current speed of the target vehicle belongs from multiple speed ranges, and to determine the target remaining power range to which the current power of the target vehicle belongs from multiple remaining power ranges; to determine the recovery torque corresponding to the target speed range and the target remaining power range from multiple recovery torques; and to perform energy recovery control on the target vehicle according to the recovery torque corresponding to the target speed range and the target remaining power range.

[0111] In some embodiments, the control module 204 is configured to determine the braking torque of the target vehicle based on the recovery torque corresponding to the target speed range and the target remaining battery range, and the transmission ratio of the target vehicle; and to control the target vehicle based on the deceleration corresponding to the braking torque.

[0112] In some embodiments, the control module 204 is configured to increase the first energy recovery power to determine the third energy recovery power when the first energy recovery power corresponding to the target recovery torque is less than the second energy recovery power corresponding to the first recovery torque; adjust the third energy recovery power according to the speed of the target vehicle and the remaining battery power of the target vehicle; and perform energy recovery control on the target vehicle according to the recovery torque corresponding to the adjusted third energy recovery power.

[0113] In some embodiments, the target vehicle's speed and the third energy recovery power are positively correlated; when the target vehicle's remaining battery power is greater than or equal to a threshold, the target vehicle's remaining battery power and the third energy recovery power are negatively correlated; and when the target vehicle's remaining battery power is less than a threshold, the target vehicle's remaining battery power and the third energy recovery power are positively correlated.

[0114] In some embodiments, the first determining module 201 is further configured to: determine a first recovery resistance of the reference vehicle based on a first coasting resistance and a third coasting resistance of the reference vehicle during coasting in the state of energy recovery; determine a first recovery torque based on the difference between the first coasting resistance and the third coasting resistance; and determine a first recovery torque based on the first recovery resistance.

[0115] Figure 3 A block diagram of a vehicle control device according to other embodiments of the present disclosure is shown.

[0116] like Figure 3 As shown, the second control device 300 of the vehicle in this embodiment includes: a first memory 301 and a first processor 302 coupled to the first memory 301. The first processor 302 is configured to execute the vehicle control method in any embodiment of this disclosure based on instructions stored in the first memory 301.

[0117] The first memory 301 may include, for example, system memory, fixed non-volatile storage media, etc. The system memory stores, for example, an operating system, application programs, a boot loader, a database, and other programs.

[0118] Figure 4 A block diagram of a vehicle control device according to some embodiments of the present disclosure is shown.

[0119] like Figure 4 As shown, the third control device 400 of the vehicle in this embodiment includes: a second memory 401 and a second processor 402 coupled to the second memory 401. The second processor 402 is configured to execute the vehicle control method in any of the foregoing embodiments based on instructions stored in the second memory 401.

[0120] The second memory 401 may include, for example, system memory, fixed non-volatile storage media, etc. The system memory may store, for example, the operating system, application programs, boot loader, and other programs.

[0121] The vehicle's third control device 400 may further include an input / output interface 403, a network interface 404, and a storage interface 405. The input / output interface 403, network interface 404, storage interface 405, second memory 401, and second processor 402 can be connected, for example, via a bus 406. The input / output interface 403 provides a connection interface for input / output devices such as displays, mice, keyboards, touchscreens, microphones, and speakers. The network interface 404 provides a connection interface for various networked devices. The storage interface 405 provides a connection interface for external storage devices such as SD cards and USB flash drives.

[0122] This disclosure also provides a vehicle including a control device (e.g., a first control device 200 / a second control device 300 / a third control device 400) of any of the above embodiments.

[0123] This disclosure also provides a computer-readable storage medium including computer program instructions that, when executed by a processor, implement the control method of any of the above embodiments.

[0124] This disclosure also provides a computer program product, including a computer program that, when executed by a processor, implements the control method of any of the above embodiments.

[0125] Those skilled in the art will understand that embodiments of this disclosure can be provided as methods, systems, or computer program products. Therefore, this disclosure can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this disclosure can take the form of a computer program product embodied on one or more computer-usable non-transitory storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0126] The vehicle control technology solution according to this disclosure has now been described in detail. To avoid obscuring the concept of this disclosure, some details known in the art have not been described. Those skilled in the art can fully understand how to implement the technical solution disclosed herein based on the above description.

[0127] The methods and systems of this disclosure may be implemented in many ways. For example, they may be implemented by software, hardware, firmware, or any combination of software, hardware, and firmware. The above-described order of steps for the methods is for illustrative purposes only, and the steps of the methods of this disclosure are not limited to the specific order described above unless otherwise specifically stated. Furthermore, in some embodiments, this disclosure may also be implemented as a program recorded on a recording medium, the program including machine-readable instructions for implementing the methods according to this disclosure. Thus, this disclosure also covers recording media storing programs for performing the methods according to this disclosure.

[0128] While specific embodiments of this disclosure have been described in detail by way of example, those skilled in the art should understand that the examples are for illustrative purposes only and not intended to limit the scope of this disclosure. Those skilled in the art should understand that modifications can be made to the above embodiments without departing from the scope and spirit of this disclosure. The scope of this disclosure is defined by the appended claims.

Claims

1. A method for controlling a vehicle, comprising: The correction parameters are determined based on the ratio between the first coasting resistance of the reference vehicle during coasting with energy recovery disabled and the second coasting resistance of the target vehicle during coasting with energy recovery disabled. The first recovery torque of the reference vehicle is corrected according to the correction parameters to obtain the second recovery torque; The target recovery torque of the target vehicle is determined based on the second recovery torque; Based on the target recovery torque, energy recovery control is performed on the target vehicle. The step of controlling the energy recovery of the target vehicle based on the target recovery torque includes: If the first energy recovery power corresponding to the target recovery torque is less than the second energy recovery power corresponding to the first recovery torque, the first energy recovery power is increased to determine the third energy recovery power. The third energy recovery power is adjusted based on the speed of the target vehicle and the remaining battery power of the target vehicle; Based on the recovery torque corresponding to the adjusted third energy recovery power, energy recovery control is performed on the target vehicle. The speed of the target vehicle is positively correlated with the third energy recovery power. When the remaining battery power of the target vehicle is greater than or equal to the threshold, the remaining battery power of the target vehicle and the third energy recovery power are inversely correlated; when the remaining battery power of the target vehicle is less than the threshold, the remaining battery power of the target vehicle and the third energy recovery power are positively correlated.

2. The control method according to claim 1, wherein, The step of correcting the first recovery torque of the reference vehicle according to the correction parameter to obtain the second recovery torque includes: The second recovery torque is determined based on the product of the correction parameter and the first recovery torque.

3. The control method according to claim 1, wherein, Determining the target recovery torque of the target vehicle based on the second recovery torque includes: The maximum regenerative torque of the target vehicle is determined based on the maximum charging power of the target vehicle. The target recovery torque of the target vehicle is determined based on the first recovery torque, the maximum recovery torque, and the second recovery torque.

4. The control method according to claim 3, wherein, Determining the target recovery torque of the target vehicle based on the first recovery torque, the maximum recovery torque, and the second recovery torque includes: The minimum recovery torque among the first recovery torque, the maximum recovery torque, and the second recovery torque is determined as the target recovery torque.

5. The control method according to claim 1, wherein, The target recovery torque includes multiple recovery torques, each of which corresponds to each of the multiple speed ranges of the target vehicle and each of the multiple remaining battery capacity ranges. The step of controlling the energy recovery of the target vehicle based on the target recovery torque includes: The target speed range to which the current speed of the target vehicle belongs is determined from the plurality of speed ranges, and the target remaining battery range to which the current battery level of the target vehicle belongs is determined from the plurality of remaining battery ranges; Determine the recovery torque corresponding to the target speed range and the target remaining power range from the plurality of recovery torques; Energy recovery control is performed on the target vehicle based on the recovery torque corresponding to the target speed range and the target remaining battery range.

6. The control method according to claim 5, wherein, The step of controlling the energy recovery of the target vehicle based on the recovery torque corresponding to the target speed range and the target remaining battery range includes: The braking torque of the target vehicle is determined based on the recovery torque corresponding to the target speed range and the target remaining battery range, as well as the transmission ratio of the target vehicle. The target vehicle is controlled based on the deceleration corresponding to the braking torque.

7. The control method according to any one of claims 1-6, further comprising: Based on the first coasting resistance and the third coasting resistance of the reference vehicle during coasting with energy recovery enabled; The first recovery resistance of the reference vehicle is determined based on the difference between the first coasting resistance and the third coasting resistance; The first recovery torque is determined based on the first recovery resistance.

8. A vehicle control device, comprising: The first determining module is configured to determine correction parameters based on the ratio between a first coasting resistance of a reference vehicle during coasting with energy recovery off and a second coasting resistance of a target vehicle during coasting with energy recovery off. The correction module is configured to correct the first recovery torque of the reference vehicle according to the correction parameters to obtain a second recovery torque; The second determining module is configured to determine the target recovery torque of the target vehicle based on the second recovery torque; The control module is configured to perform energy recovery control on the target vehicle based on the target recovery torque. The control module is configured to: increase the first energy recovery power to determine a third energy recovery power when the first energy recovery power corresponding to the target recovery torque is less than the second energy recovery power corresponding to the first recovery torque; adjust the third energy recovery power based on the target vehicle's speed and remaining battery power; and perform energy recovery control on the target vehicle based on the recovery torque corresponding to the adjusted third energy recovery power. Specifically, the speed of the target vehicle is positively correlated with the third energy recovery power; when the remaining battery power of the target vehicle is greater than or equal to a threshold, the remaining battery power of the target vehicle is negatively correlated with the third energy recovery power; and when the remaining battery power of the target vehicle is less than the threshold, the remaining battery power of the target vehicle is positively correlated with the third energy recovery power.

9. A vehicle control device, comprising: Memory; and A processor coupled to the memory, the processor being configured to execute the control method of any one of claims 1-7 based on instructions stored in the memory.

10. A vehicle comprising: The control device as described in claim 8 or 9.

11. A computer-readable storage medium having stored thereon computer instructions that, when executed by a processor, implement the control method according to any one of claims 1-7.

12. A computer program product comprising instructions that, when executed by a processor, cause the processor to perform the control method according to any one of claims 1-7.

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