Energy recovery optimization control method and system suitable for automatic driving parking scene

Abstract

This invention discloses an energy recovery optimization control method and system applicable to autonomous driving parking scenarios. The method includes responding to a parking energy recovery signal, acquiring the vehicle's corresponding parking motion state based on parking environment information and a preset parking path, determining a torque control decision corresponding to the parking motion state, wherein the torque control strategy is to apply torque in a preset direction, and controlling a motor actuator based on the torque control decision to complete parking energy recovery. This invention can maximize energy recovery and optimize drive smoothness in parking scenarios based on the parking motion state.

Description

Technical Field

[0001] This invention relates to the field of vehicle energy recovery technology, and more specifically to an energy recovery optimization control method and system applicable to autonomous parking scenarios. Background Technology

[0002] With the development of autonomous driving technology, functions such as Automated Valet Parking (AVP) and Home-zone Parking Assist (HPA) are gradually becoming commercialized. In parking scenarios, vehicles typically need to perform low-speed, frequent acceleration, deceleration, and stop-and-go operations in narrow passages, on slopes, or in complex parking spaces.

[0003] In existing technologies, vehicle energy recovery systems (regenerative braking) are mostly focused on high-speed cruising or conventional braking conditions. However, in low-speed parking scenarios, the following technical challenges exist: 1. Start-stop jerking and energy waste: Frequent "start-brake-stop" during parking usually uses mechanical friction braking, which causes a lot of kinetic energy to be converted into heat energy and wasted. In addition, the start-stop process can easily cause jerking in the driving experience.

[0004] 2. Actuator response lag: At low speeds (<10km / h), the energy recovery efficiency of the motor is limited by the controller response speed and battery charging characteristics, which can easily lead to a situation where "the motor stops but the energy is not fully recovered".

[0005] 3. Lack of scenario-based adaptation: Traditional energy recovery strategies do not take into account dynamic information such as obstacle distance, parking space curvature, and lane width in parking scenarios, which leads to conflicts between energy recovery and obstacle avoidance safety (such as emergency stopping due to rushing to recover energy). Summary of the Invention

[0006] To address the problems existing in the prior art, this invention provides an energy recovery optimization control method and system suitable for autonomous driving parking scenarios, which can maximize energy recovery and optimize drive smoothness in parking scenarios based on the parking motion state.

[0007] Other features and advantages of this application will become apparent from the following detailed description, or may be learned in part from practice of this application.

[0008] According to a first aspect of this application, an energy recovery optimization control method suitable for autonomous driving parking scenarios is provided, comprising: In response to the parking energy recovery signal, the vehicle's corresponding parking motion state is obtained based on parking environment information and a preset parking path; Determine the torque control decision corresponding to the parking motion state, wherein the torque control strategy is to apply torque in a preset direction; Based on the torque control decision, the motor actuator is controlled to complete parking energy recovery.

[0009] In some embodiments of this application, based on the foregoing scheme, the parking motion state includes a coasting deceleration phase, and the determination of the torque control decision corresponding to the parking motion state includes: If the parking motion state is a coasting deceleration phase, the first reverse regenerative torque is obtained based on the negative linear relationship between battery SOC and regenerative torque, and the torque control decision is to apply the first reverse regenerative torque.

[0010] In some embodiments of this application, based on the foregoing scheme, the parking motion state includes a low-speed creep phase, and the determination of the torque control decision corresponding to the parking motion state further includes: If the parking motion state is a low-speed creep stage, the torque control decision is to apply a positive creep torque before braking demand is detected, and to control the output of a second reverse recovery torque when braking demand is detected.

[0011] In some embodiments of this application, based on the foregoing scheme, the parking motion state includes a ramp parking phase, and the determination of the torque control decision corresponding to the parking motion state further includes: If the parking motion state is a slope parking stage, the slope parking stage where the vehicle is located is determined based on the vehicle slope sensing data. The slope parking stage includes a parking deceleration approach stage, a parking steady stop on the slope stage, or a slope start release stage. Based on the defined ramp parking phase, obtain the torque control decision corresponding to the ramp parking phase: If the ramp parking phase is a parking deceleration approach phase, then the torque control decision is to apply a third reverse recovery torque; If the ramp parking phase is a stable parking phase, then the torque control decision is to apply a fourth reverse recovery torque; If the ramp parking phase is a ramp start release phase, then the reverse braking torque and the forward driving torque are combined to obtain the output torque.

[0012] In some embodiments of this application, based on the foregoing scheme, if the ramp parking phase is a ramp start release phase, then the fusion of reverse braking torque and forward drive torque to obtain the output torque includes: The initial braking torque is gradually reduced according to the current step percentage to obtain the adjusted braking torque. The adjusted braking torque is then compensated based on the difference between the minimum holding torque for slope anti-slip and the forward drive torque to obtain the reverse braking torque.

[0013] in, Current percentage of steps Adjust the braking torque below. Minimum holding torque for preventing slippage on ramps Current percentage of steps The positive drive torque below; By combining the reverse braking torque and the forward driving torque, the output torque is obtained:

[0014] in, Current percentage of steps The output torque is as follows.

[0015] In some embodiments of this application, based on the foregoing scheme, the method for obtaining the positive drive torque is as follows: The initial drive torque is gradually increased by a set slope to obtain the positive drive torque; or... The positive drive torque is obtained based on the intent prediction strategy, including: The current intent index is obtained by weighted and fused together the pedal opening rate, pedal change rate, and gear status. The calculation formula is as follows:

[0016] in, , and These are the weighting coefficients for pedal opening, pedal change rate, and gear position, respectively. The current brake pedal opening. This represents the maximum brake pedal opening. The current rate of change of the brake pedal. The maximum rate of change of the brake pedal. Normalize the brake pedal opening. By integrating the current intent, slope compensation, and historical style, the positive drive torque is obtained, calculated using the following formula:

[0017] in, The maximum driving torque corresponding to the current pedal position. For style coefficients, Additional torque compensation for aggressive drivers. To pre-identify the slope, This is the slope-torque calibration coefficient.

[0018] In some embodiments of this application, based on the foregoing scheme, the method further includes adaptive adjustment of the current step count percentage: The average starting throttle depth, average starting response speed, and rollback avoidance sensitivity are extracted from historical hill start samples. The average starting throttle depth, average starting response speed, and rollback avoidance sensitivity are weighted and fused to obtain style coefficients. Correction coefficients are obtained based on style coefficients; The percentage of current steps is adjusted based on the correction factor.

[0019] In some embodiments of this application, based on the foregoing scheme, the method for obtaining the current step count percentage is as follows: Based on the current intent index and the maximum lead time, obtain the advance start time; The final startup time is obtained based on the difference between the preset startup time and the early startup time. The total number of steps is obtained by adjusting the single-step duration based on the final start-up time and torque; The percentage of current steps is obtained by comparing the current number of steps with the total number of steps.

[0020] In some embodiments of this application, based on the foregoing scheme, the method for obtaining the reverse recovery torque is as follows: Based on vehicle mass and slope angle, obtain slope resistance; The total resistance is obtained by superimposing the ramp resistance on the rolling resistance and the inertial resistance. Based on the wheel radius, the total resistance is converted into a wheel-end counteracting torque; Based on the transmission efficiency, the torque at the wheel end is offset to obtain the torque at the motor end; The corrected torque is obtained by superimposing the motor end torque with the safety compensation torque; If the corrected torque is between the upper and lower limits of the preset torque, then the reverse recovery torque is the corrected torque; if the torque is greater than the upper limit of the preset torque, then the reverse recovery torque is the upper limit of the preset torque; if the corrected torque is less than the lower limit of the preset torque, then the reverse recovery torque is the lower limit of the preset torque.

[0021] According to a second aspect of this application, an energy recovery optimization control system suitable for autonomous parking scenarios is provided, comprising: In the acquisition phase, in response to the parking energy recovery signal, the vehicle's corresponding parking motion state is acquired based on parking environment information and a preset parking path. In the determination phase, a torque control decision is made corresponding to the parking motion state, and the torque control strategy is to apply torque in a preset direction; During the control phase, the motor actuator is controlled based on the torque control decision to complete parking energy recovery.

[0022] The beneficial effects of this application are as follows: The energy recovery optimization control method and system provided in this application for autonomous driving parking scenarios can convert recoverable kinetic energy into electrical energy during parking, significantly improving vehicle range. It also solves the "stop-and-go" problem during low-speed parking by smoothing torque switching, improving ride comfort. Furthermore, energy recovery is integrated into braking assistance, maximizing energy utilization while ensuring safety. In addition, this application provides dedicated strategies for specific parking scenarios such as slopes and narrow passages, enhancing functional robustness.

[0023] It should be understood that the above general description and the following detailed description are merely exemplary and explanatory, and do not limit this application. Attached Figure Description

[0024] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and are intended to explain the invention, but do not constitute an undue limitation thereof. In the drawings: Figure 1 This is a flowchart of an energy recovery optimization control method applicable to autonomous driving parking scenarios according to the present invention; Figure 2 This is a schematic diagram of an energy recovery optimization control system applicable to autonomous parking scenarios according to the present invention; Figure 3 This is a schematic diagram of an electronic device. Detailed Implementation

[0025] To make the objectives, features, and advantages of this invention more apparent and understandable, the technical solutions of the embodiments of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described below are only some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0026] It should be understood that the terms "comprising" and other similar expressions in the specification, claims, and accompanying drawings of this invention are intended to cover a non-exclusive inclusion, such as a process, method, system, or apparatus that includes a series of steps or units and is not limited to the listed steps or units. Furthermore, "first" and "second" are used to distinguish different objects and are not intended to describe a specific order.

[0027] According to the first aspect of this application, Figure 1 As shown, this embodiment provides an energy recovery optimization control method suitable for autonomous driving parking scenarios, including: Step S1: In response to the parking energy recovery signal, obtain the corresponding parking motion state of the vehicle based on the parking environment information and the preset parking path.

[0028] In some embodiments of this example, the autonomous driving domain controller (ADC) acquires parking environment information through surround-view cameras, ultrasonic radar, and lidar; at the same time, it acquires vehicle status information, including: motor speed, wheel torque, battery SOC (remaining charge), and brake pedal / accelerator pedal signals.

[0029] In some embodiments of this example, the parking motion state of the vehicle is predicted based on parking environment information and a preset parking path (such as straight driving, turning on a curve, parking on a slope, or moving in a narrow passage). The parking motion state is either a coasting deceleration stage, a low-speed crawling stage, or a slope parking stage.

[0030] Specifically, in this embodiment, the parking motion state is a coasting deceleration phase, a low-speed creeping phase, or a ramp parking phase. The coasting deceleration phase occurs when the distance to the target point or obstacle is greater than a first preset threshold, requiring anticipatory deceleration. The emergency braking phase occurs when the distance to the target point or obstacle is less than a second preset threshold, i.e., a sudden target point or obstacle appears, requiring rapid deceleration / stopping. The low-speed creeping phase is for maintaining low-speed following or precisely adjusting the position.

[0031] Step S2: Determine the torque control decision corresponding to the parking motion state, wherein the torque control strategy is to apply torque in a preset direction.

[0032] In some embodiments of this example, if the parking motion state is a coasting deceleration phase, a first reverse recovery torque is obtained based on the negative linear relationship between the battery SOC (State of Charge) and the recovery torque. The torque control decision is to apply the first reverse recovery torque. The higher the battery SOC, the smaller the torque, thus avoiding overcharging.

[0033] In some embodiments of this example, if the parking motion is in a low-speed creeping phase, the torque control decision is to apply a positive creeping torque before braking demand is detected to counteract resistance, and to control the output of a second reverse recovery torque when braking demand is detected. This avoids frequent starts and stops, maintaining energy conservation in the parking posture.

[0034] In some embodiments of this example, if the parking motion state is a ramp parking stage, the ramp parking stage where the vehicle is located is determined based on the vehicle ramp sensing data. The ramp parking stage includes a parking deceleration approach stage, a parking steady stop on the ramp stage, or a ramp start release stage. Based on the defined ramp parking phase, obtain the torque control decision corresponding to the ramp parking phase: If the ramp parking phase is a parking deceleration approach phase, then the torque control decision is to apply a third reverse recovery torque; If the ramp parking phase is a stable parking phase, then the torque control decision is to apply a fourth reverse recovery torque; If the ramp parking phase is a ramp start release phase, then the reverse braking torque and the forward driving torque are combined to obtain the output torque.

[0035] This embodiment divides ramp parking into three core stages: the parking deceleration approach stage, the parking steady stop stage, and the ramp start release stage. Differentiated energy recovery control logic is formulated for each stage to achieve intelligent regulation.

[0036] In some embodiments of this example, the methods for obtaining the second reverse recovery torque, the third reverse recovery torque, and the fourth reverse recovery torque are as follows: Based on vehicle mass and slope angle, obtain slope resistance:

[0037] in, For vehicle quality, It is the acceleration due to gravity. The slope angle is the slope angle. When a vehicle goes uphill, the slope resistance is a positive resistance force, and when a vehicle goes downhill, the slope resistance is a boost driving force.

[0038] The total resistance is obtained by superimposing the ramp resistance, rolling resistance, and inertial resistance. The calculation formula is as follows:

[0039] in, For total resistance, This is inertial drag.

[0040] Based on the wheel radius, the total resistance is converted into a wheel-end counteracting torque:

[0041] in, The radius is the wheel radius.

[0042] Based on the transmission efficiency, the torque cancellation process at the wheel end is applied to obtain the torque at the motor end:

[0043] in, For transmission efficiency, A value of -1 indicates that the motor is in reverse.

[0044] The corrected torque is obtained by superimposing the motor end torque with the safety compensation torque to avoid slippage and jerking.

[0045] If the corrected torque is between the upper and lower limits of the preset torque, then the reverse recovery torque is the corrected torque; if the torque is greater than the upper limit of the preset torque, then the reverse recovery torque is the upper limit of the preset torque; if the corrected torque is less than the lower limit of the preset torque, then the reverse recovery torque is the lower limit of the preset torque.

[0046] In some embodiments of this example, if the ramp parking phase is a ramp start release phase, then the process of fusing the reverse braking torque and the forward driving torque to obtain the output torque includes: The initial braking torque is gradually reduced according to the current step count percentage to obtain the adjusted braking torque, calculated using the following formula:

[0047] in, This represents the percentage of current steps taken.

[0048] The difference between the minimum holding torque for slope anti-slip and the forward driving torque is used to compensate for the adjusted braking torque, thereby obtaining the reverse braking torque.

[0049]

[0050] in, Current percentage of steps Adjust the braking torque below. Minimum holding torque for preventing slippage on ramps Current percentage of steps The positive drive torque below; By combining the reverse braking torque and the forward driving torque, the output torque is obtained:

[0051] in, Current percentage of steps The output torque is as follows.

[0052] In this embodiment, to prevent slippage, .

[0053] In some embodiments of this example, the method for obtaining the positive driving torque is as follows: The initial driving torque is gradually increased according to the current step count percentage to obtain the positive driving torque:

[0054] in, This is the initial driving torque.

[0055] In some embodiments of this example, the method for obtaining the positive driving torque is as follows: The positive drive torque is obtained based on the intent prediction strategy, including: The current intent index is obtained by weighted and fused together the pedal opening rate, pedal change rate, and gear status. The calculation formula is as follows:

[0056] in, , and These are the weighting coefficients for pedal opening, pedal change rate, and gear position, respectively. The current brake pedal opening. This represents the maximum brake pedal opening. The current rate of change of the brake pedal. The maximum rate of change of the brake pedal. Normalize the brake pedal opening. By integrating the current intent, slope compensation, and historical style, the positive drive torque is obtained, calculated using the following formula:

[0057] in, The maximum driving torque corresponding to the current pedal position. For style coefficients, Additional torque compensation for aggressive drivers. To pre-identify the slope, This is the slope-torque calibration coefficient.

[0058] In this embodiment, the style coefficient Determined based on driving style. The closer it is to 1, the more aggressive the driver is (deeper throttle, faster response, lower sensitivity). The closer it is to 0, the smoother the response (shallow throttle, slow response, high sensitivity).

[0059] In some implementations of this embodiment, adaptive adjustment of the current step count percentage is also included: The average starting throttle depth, average starting response speed, and rollback avoidance sensitivity are extracted from historical hill start samples (statistically collected within a predetermined sliding window, where the predetermined sliding window is greater than or equal to 30). These parameters are then weighted and fused to obtain a style coefficient, calculated using the following formula:

[0060] in, , and These are the weighting coefficients for average starting throttle depth, average starting response speed, and sensitivity to rollback avoidance, respectively. This refers to the average initial throttle input. For average start-up response speed, To avoid sensitivity by sliding the car away.

[0061] In one specific embodiment, if The driver is an aggressive type; if The driver is a standard type; if The driver's mode is: Aggressive mode: Accelerates the release of reverse torque recovery and the increase of forward torque, shortening the switching time; Normal mode: Maintains the release of reverse torque recovery or the increase of forward torque; Smooth mode: Slows down the release of reverse torque recovery and the increase of forward torque, extending the switching time.

[0062] Correction coefficients are obtained based on style coefficients. In one specific embodiment, the correction coefficients are... .

[0063] The current step count percentage is adjusted based on the correction factor: .

[0064] In some embodiments of this example, the method for obtaining the current step count percentage is as follows: Based on the current intent index and the maximum lead time, obtain the advance start time:

[0065] in, This represents the current intention index. This is the maximum lead time; The final startup time is obtained based on the difference between the preset startup time and the early startup time.

[0066] in, To preset startup time, This refers to the final startup time; The total number of steps is obtained by adjusting the single-step duration based on the final start-up time and torque adjustment:

[0067] in, This represents the total number of steps. The duration of a single step for torque adjustment; Based on the ratio of the current number of steps to the total number of steps, obtain the percentage of the current number of steps:

[0068] in, This represents the current step number.

[0069] In some embodiments of this example, the formula for calculating the minimum holding torque for ramp anti-slip is as follows:

[0070] in, This is the average base parking torque. This is the slope-torque calibration coefficient. This indicates the slope ahead.

[0071] Step S3: Based on the torque control decision, control the motor actuator to complete parking energy recovery.

[0072] In one specific embodiment, a vehicle is in an underground parking garage passage at a speed of 5 km / h, 15 meters from an obstacle ahead. The planned path indicates a need to decelerate to 0 and park. The driver is not pressing the pedal. According to the energy recovery optimization control method for autonomous driving parking scenarios provided in this embodiment, the vehicle is in a coasting deceleration phase. At this time, the battery SOC is 60% (allowing for efficient recovery). Based on the negative linear relationship between battery SOC and recovered torque, the first reverse recovery torque is obtained as 50 N·m. The system sends a -50 N·m torque command to the motor actuator, and the vehicle decelerates smoothly at a deceleration a1, converting kinetic energy into electrical energy to charge the battery. When the speed drops below 1 km / h, to prevent inability to stop, the system gradually switches the torque to mechanical hydraulic braking, completing precise parking. Compared to traditional strategies, this specific embodiment recovers approximately 15%-20% more braking energy without sudden stopping jerking.

[0073] According to the second aspect of this application, such as Figure 2 As shown in the figure, this embodiment provides an energy recovery optimization control system suitable for autonomous driving parking scenarios, including: In the acquisition phase, in response to the parking energy recovery signal, the vehicle's corresponding parking motion state is acquired based on parking environment information and a preset parking path. In the determination phase, a torque control decision is made corresponding to the parking motion state, and the torque control strategy is to apply torque in a preset direction; During the control phase, the motor actuator is controlled based on the torque control decision to complete parking energy recovery.

[0074] Specifically, this embodiment corresponds one-to-one with the above method embodiments. The functions of each module have been described in detail in the corresponding method embodiments, so they will not be repeated here.

[0075] According to a third aspect of this application, this embodiment provides a computer-readable storage medium having a computer program stored thereon, the computer program including executable instructions that, when executed by a processor, implement the method described above.

[0076] The present invention can implement all or part of the processes in the above methods, or it can be accomplished by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when the computer program is executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable file, or some intermediate form. The computer-readable medium can include: any entity or system capable of carrying computer program code, recording media, USB flash drive, portable hard drive, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc.

[0077] According to the fourth aspect of this application, such as Figure 3 As shown, an electronic device is provided, comprising: One or more processors; Memory is used to store executable instructions for the processor, which, when executed by one or more processors, cause one or more processors to implement the methods described above.

[0078] Electronic devices are manifested in the form of general-purpose computing devices. Components of an electronic device may include, but are not limited to: at least one processor, at least one memory, and a bus connecting different system components (including memory and processor).

[0079] The processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor can be a microprocessor or any conventional processor. The processor is the control center of a computer system, connecting all parts of the computer system through various interfaces and lines.

[0080] Memory can be used to store computer programs and / or modules. The processor implements various functions of the computer system by running or executing the computer programs and / or modules stored in the memory, and by accessing data stored in the memory. Memory can mainly include a program storage area and a data storage area. The program storage area can store the operating system and at least one application program required for a function (e.g., sound playback, image playback, etc.); the data storage area can store data created based on the use of the mobile phone (e.g., audio data, video data, etc.). Furthermore, memory can include high-speed random access memory, and can also include non-volatile memory, such as hard disks, RAM, plug-in hard disks, SmartMedia Cards (SMC), Secure Digital (SD) cards, Flash Cards, at least one disk storage device, flash memory device, or other volatile solid-state storage devices.

[0081] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, servers, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage and memory) containing computer-usable program code.

[0082] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), servers, and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A system that specifies functions in one or more boxes.

[0083] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including an instruction set implemented in a process. Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0084] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0085] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0086] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0087] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. An energy recovery optimization control method suitable for an automatic driving parking scenario, characterized in that, include: In response to the parking energy recovery signal, the vehicle's corresponding parking motion state is obtained based on parking environment information and a preset parking path; Determine the torque control decision corresponding to the parking motion state, wherein the torque control strategy is to apply torque in a preset direction; Based on the torque control decision, the motor actuator is controlled to complete parking energy recovery.

2. The method of claim 1, wherein, The parking motion state includes a coasting deceleration phase, and the torque control decision corresponding to the parking motion state includes: If the parking motion state is a coasting deceleration phase, the first reverse regenerative torque is obtained based on the negative linear relationship between battery SOC and regenerative torque, and the torque control decision is to apply the first reverse regenerative torque.

3. The method of claim 1, wherein, The parking motion state includes a low-speed creep phase, and the torque control decision corresponding to the parking motion state further includes: If the parking motion state is a low-speed creep stage, the torque control decision is to apply a positive creep torque before braking demand is detected, and to control the output of a second reverse recovery torque when braking demand is detected.

4. The method of claim 1, wherein, The parking motion state includes the ramp parking phase, and the torque control decision corresponding to the parking motion state further includes: If the parking motion state is a slope parking stage, the slope parking stage where the vehicle is located is determined based on the vehicle slope sensing data. The slope parking stage includes a parking deceleration approach stage, a parking steady stop on the slope stage, or a slope start release stage. Based on the defined ramp parking phase, obtain the torque control decision corresponding to the ramp parking phase: If the ramp parking phase is a parking deceleration approach phase, then the torque control decision is to apply a third reverse recovery torque; If the ramp parking phase is a stable parking phase, then the torque control decision is to apply a fourth reverse recovery torque; If the ramp parking phase is a ramp start release phase, then the reverse braking torque and the forward driving torque are combined to obtain the output torque.

5. The method of claim 4, wherein, If the hill-start parking phase is a hill-start release phase, then the process of integrating the reverse braking torque and the forward driving torque to obtain the output torque includes: The initial braking torque is gradually reduced according to the current step percentage to obtain the adjusted braking torque. The adjusted braking torque is then compensated based on the difference between the minimum holding torque for slope anti-slip and the forward drive torque to obtain the reverse braking torque. wherein, is the current step ratio is the adjusted braking torque at the current step ratio is the hill hold minimum holding torque is the current step ratio is the positive drive torque at the current step ratio By combining the reverse braking torque and the forward driving torque, the output torque is obtained: wherein, is the current step ratio output torque under the current step ratio.

6. The method according to claim 5, characterized in that, The method for obtaining the positive driving torque is as follows: The initial driving torque is gradually increased by a set slope to obtain the positive driving torque; or, The positive drive torque is obtained based on the intent prediction strategy, including: The current intent index is obtained by weighted and fused together the pedal opening rate, pedal change rate, and gear status. The calculation formula is as follows: in, , and These are the weighting coefficients for pedal opening, pedal change rate, and gear position, respectively. The current brake pedal opening. This represents the maximum brake pedal opening. The current rate of change of the brake pedal. The maximum rate of change of the brake pedal. Normalize the brake pedal opening. By integrating the current intent, slope compensation, and historical style, the positive drive torque is obtained, calculated using the following formula: in, The maximum driving torque corresponding to the current pedal position. For style coefficients, Additional torque compensation for aggressive drivers. To pre-identify the slope, This is the slope-torque calibration coefficient.

7. The method according to claim 5, characterized in that, It also includes adaptive adjustment of the current step count percentage: The average starting throttle depth, average starting response speed, and rollback avoidance sensitivity are extracted from historical hill start samples. The average starting throttle depth, average starting response speed, and rollback avoidance sensitivity are weighted and fused to obtain style coefficients. Correction coefficients are obtained based on style coefficients; The percentage of current steps is adjusted based on the correction factor.

8. The method according to claim 7, characterized in that, The method for obtaining the current step count percentage is as follows: Based on the current intent index and the maximum lead time, obtain the advance start time; The final startup time is obtained based on the difference between the preset startup time and the early startup time. The total number of steps is obtained by adjusting the single-step duration based on the final start-up time and torque; The percentage of current steps is obtained by comparing the current number of steps with the total number of steps.

9. The method according to any one of claims 3 or 4, characterized in that, The method for obtaining the reverse recovery torque is as follows: Based on vehicle mass and slope angle, obtain slope resistance; The total resistance is obtained by superimposing the ramp resistance on the rolling resistance and the inertial resistance. Based on the wheel radius, the total resistance is converted into a wheel-end counteracting torque; Based on the transmission efficiency, the torque at the wheel end is offset to obtain the torque at the motor end; The corrected torque is obtained by superimposing the motor end torque with the safety compensation torque; If the corrected torque is between the upper and lower limits of the preset torque, then the reverse recovery torque is the corrected torque; if the torque is greater than the upper limit of the preset torque, then the reverse recovery torque is the upper limit of the preset torque; if the corrected torque is less than the lower limit of the preset torque, then the reverse recovery torque is the lower limit of the preset torque.

10. An energy recovery optimization control system suitable for autonomous parking scenarios, characterized in that, include: In the acquisition phase, in response to the parking energy recovery signal, the vehicle's corresponding parking motion state is acquired based on parking environment information and a preset parking path. In the determination phase, a torque control decision is made corresponding to the parking motion state, and the torque control strategy is to apply torque in a preset direction; During the control phase, the motor actuator is controlled based on the torque control decision to complete parking energy recovery.

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