Energy recovery method, electronic device, vehicle, storage medium, and program product

Abstract

The application discloses an energy recovery method, an electronic device, a vehicle, a storage medium and a program product, relates to the technical field of energy recovery, and aims to solve the problem of fully utilizing a motor to brake and recover energy and affecting driving experience. The energy recovery method comprises the following steps: acquiring a pedal amplitude of a motor brake pedal; and controlling motor operation according to the pedal amplitude of the motor brake pedal, so as to realize vehicle braking and energy recovery.

Description

Technical Field

[0001] This invention relates to the field of energy recovery technology, and more particularly to energy recovery methods, electronic devices, vehicles, storage media, and software products. Background Technology

[0002] With the development of new energy vehicles, the importance of energy recovery technology has become increasingly prominent. Energy recovery braking technology primarily controls the rotation direction of the motor by adjusting the opening and closing of the accelerator pedal, thereby changing the motor's operating state and achieving braking and energy recovery. However, since both acceleration and braking require pressing the accelerator pedal, it is prone to misoperation and cannot precisely control the pedal's opening and closing, making it difficult for the vehicle to achieve a free-coasting state, resulting in poor driving agility and experience. Furthermore, due to the limited travel of the accelerator pedal, attempting to fully utilize the motor to optimize braking and energy recovery within that limited travel can easily lead to excessively rapid changes in braking and energy recovery intensity, thus affecting the user's driving comfort. Therefore, in practical designs, it is impossible to fully utilize the motor to optimize braking and energy recovery. Summary of the Invention

[0003] The purpose of this invention is to provide energy recovery methods, electronic devices, vehicles, storage media, and program products, aiming to solve the problem of affecting the driving experience when making full use of electric motors for braking and energy recovery.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] In a first aspect, the present invention provides an energy recovery method, comprising: obtaining the depressing amplitude of the motor brake pedal; and controlling the operation of the motor according to the depressing amplitude of the motor brake pedal to achieve vehicle braking and energy recovery.

[0006] The energy recovery method provided in this application can identify the user's intention based on the depressing depth of the motor brake pedal, and then control the motor operation according to the user's intention to achieve vehicle braking and energy recovery, thereby improving the flexibility of the energy recovery method. It is understood that by controlling the vehicle braking intensity and energy recovery intensity based on the depressing depth of the motor brake pedal, this application can effectively extend the vehicle's braking stroke, thereby improving driving agility and driving experience, and can fully utilize the motor for braking and energy recovery.

[0007] In some embodiments, controlling the operation of the motor according to the depressing depth of the motor brake pedal to achieve vehicle braking and energy recovery includes: determining the vehicle braking intensity and energy recovery intensity according to the depressing depth of the motor brake pedal; and controlling the operation of the motor according to the vehicle braking intensity and energy recovery intensity to achieve vehicle braking and energy recovery.

[0008] In some embodiments, the vehicle braking intensity is positively correlated with the depressing depth of the motor brake pedal.

[0009] In some embodiments, the energy recovery intensity is positively correlated with the depressing depth of the motor brake pedal.

[0010] In some embodiments, controlling the operation of the motor according to the vehicle braking intensity and energy recovery intensity to achieve vehicle braking and energy recovery includes: determining the motor speed according to the vehicle braking intensity and energy recovery intensity, wherein the motor speed is positively correlated with the vehicle braking intensity and energy recovery intensity; and controlling the motor to rotate in the opposite direction according to the motor speed to achieve vehicle braking and energy recovery.

[0011] In some embodiments, determining the motor speed based on the vehicle braking intensity and energy recovery intensity includes: determining the current value of the motor coil based on the vehicle braking intensity and energy recovery intensity; wherein the current value of the motor coil is positively correlated with the vehicle braking intensity and energy recovery intensity; determining the motor braking force based on the current value of the motor coil; the motor braking force is positively correlated with the current value of the motor coil; and determining the motor speed based on the motor braking force.

[0012] In some embodiments, the method further includes: obtaining the accelerator pedal depressing depth; and controlling the motor to operate based on the accelerator pedal depressing depth to achieve vehicle acceleration.

[0013] In some embodiments, vehicle braking operations have a higher priority than vehicle acceleration operations.

[0014] In some embodiments, when the depressing depth of both the motor brake pedal and the accelerator pedal is less than a preset threshold, the vehicle is in a free-gliding state.

[0015] In a second aspect, this application provides an electronic device comprising: a processor and a memory; the memory storing processor-executable instructions; when the processor is configured to execute the instructions, causing the electronic device to implement the method of the first aspect described above.

[0016] Thirdly, this application provides a vehicle that includes the electronic equipment described in the second aspect.

[0017] Fourthly, this application provides a computer-readable storage medium comprising: computer software instructions; which, when executed in an electronic device, cause the electronic device to implement the method described in the first aspect.

[0018] Fifthly, this application provides a computer program product comprising a computer program; when the computer program is run in an electronic device, it causes the electronic device to implement the method described in the first aspect.

[0019] The beneficial effects of the second to fifth aspects mentioned above are described in the corresponding description of the first aspect and will not be repeated here. Attached Figure Description

[0020] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 A schematic diagram of an energy recovery system provided by existing technology;

[0022] Figure 2 This is a schematic diagram of the composition of an energy recovery system provided in an embodiment of this application;

[0023] Figure 3 A schematic flowchart of an energy recovery method provided in an embodiment of this application;

[0024] Figure 4 A schematic diagram illustrating the depressing amplitude of an electric motor brake pedal according to an embodiment of this application;

[0025] Figure 5 A schematic flowchart of another energy recovery method provided in an embodiment of this application;

[0026] Figure 6 A schematic flowchart illustrating another energy recovery method provided in this application embodiment;

[0027] Figure 7 A schematic flowchart illustrating another energy recovery method provided in this application embodiment;

[0028] Figure 8 This is a product schematic diagram of an energy recovery method provided in an embodiment of this application;

[0029] Figure 9 A schematic flowchart illustrating another energy recovery method provided in this application embodiment;

[0030] Figure 10 A schematic flowchart illustrating another energy recovery method provided in this application embodiment;

[0031] Figure 11 This is a schematic diagram of the composition of an energy recovery device provided in an embodiment of this application;

[0032] Figure 12 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0033] Reference numerals: motor brake pedal 100, control device 200, first detection device 300, motor 400, second detection device 500, ignition pedal 600. Detailed Implementation

[0034] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0035] In the description of this invention, it should be understood that the terms "upper," "lower," "left," "right," "front," "rear," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or relative positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Unless otherwise specified, the above-described orientation can be flexibly set in practical applications, provided that the relative positional relationship shown in the accompanying drawings is satisfied.

[0036] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0037] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "communication" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. They can refer to a direct connection or an indirect connection through an intermediate medium, or a communication between the internal components of two elements. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0038] In embodiments of the invention, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, article, or apparatus that includes that element.

[0039] In embodiments of the present invention, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" or "for example" in embodiments of the present invention should not be construed as being more preferred or advantageous than other embodiments or designs. Rather, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0040] In the description of this specification, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0041] With the development of automobiles to automatic transmissions, users only need to operate two pedals: the brake pedal for deceleration and the accelerator pedal for acceleration. In gasoline-powered vehicles, the accelerator pedal is called the gas pedal, while in new energy vehicles it is called the electric pedal. Using the brake pedal for braking is widely used in gasoline-powered vehicles, and the engine is also used for deceleration when going downhill. However, this method is gradually being phased out in new energy vehicles, mainly because it cannot recover energy, violating modern energy-saving principles.

[0042] In new energy vehicles, braking and energy recovery are achieved by controlling the motor's rotation direction through the opening and closing of the accelerator switch, such as... Figure 1 As shown, a balance point for vehicle acceleration and braking is set. When the accelerator pedal is pressed with greater force and exceeds the balance point, the motor consumes electrical energy to accelerate the vehicle. When the pedal force is less and does not exceed the balance point, the motor turns into a generator, using the vehicle's kinetic energy to generate electricity and store it, thereby achieving vehicle braking and energy recovery. However, the above scheme cannot precisely control the opening and closing degree of the accelerator pedal, making it difficult for the vehicle to achieve a free-glide state. Furthermore, the operation of the accelerator pedal is opposite to that of the brake pedal, which may lead to incorrectly increasing the accelerator force in an emergency, causing unnecessary damage. Due to the limited travel of the accelerator pedal, to ensure the vehicle can still run when the accelerator is not pressed, the motor cannot be fully utilized to optimize the braking and energy recovery effects.

[0043] Based on this, a method for braking and energy recovery via the brake pedal is proposed. The intensity of braking and energy recovery is predefined, and after the accelerator pedal is stopped, the motor automatically switches to generator and operates at the preset intensity. This approach is widely used in new energy vehicles, but during driving, the intensity of braking and energy recovery is difficult to adjust, resulting in poor flexibility and an inability to fully utilize the motor for braking and energy recovery.

[0044] Therefore, existing energy recovery systems are inflexible and cannot fully utilize motors for braking and energy recovery.

[0045] To address the aforementioned technical problems, this application provides an energy recovery method, comprising: acquiring the depressing depth of the motor brake pedal to identify the user's intention, and then controlling the motor operation according to the user's intention to achieve vehicle braking and energy recovery, thereby improving the flexibility of the energy recovery method. Controlling the motor operation based on the depressing depth of the motor brake pedal to achieve vehicle braking and energy recovery can effectively extend the vehicle's braking distance, thereby improving driving agility and driving experience, and can fully utilize the motor for braking and energy recovery.

[0046] The embodiments provided in this application will now be described in detail with reference to the accompanying drawings.

[0047] The energy recovery method provided in this application can be applied to, for example... Figure 2 The energy recovery system shown. For example... Figure 2 As shown, the energy recovery system includes: a motor brake pedal 100, a control device 200, a first detection device 300, and a motor 400.

[0048] The motor brake pedal 100 is connected to the first detection device 300; or, the first detection device 300 may be installed on the motor brake pedal.

[0049] The first detection device 300 is connected to the control device 200. For example, the first detection device 300 and the control device 200 can be connected by wired or wireless means.

[0050] In some embodiments, the first detection device 300 is used to detect the depressing amplitude of the motor brake pedal 100 and send the depressing amplitude of the motor brake pedal 100 to the control device 200.

[0051] For example, the first detection device 300 may be an angular velocity sensor, a displacement sensor, a pressure sensor, etc.

[0052] For example, the motor brake pedal 100 is used to enable interaction between the vehicle and the user, who can control the vehicle's braking through the motor brake pedal.

[0053] It should be noted that the design of the electric brake pedal 100 is similar to the clutch position and structure of a manual transmission vehicle, and can be pressed by the user's left foot.

[0054] In some embodiments, the control device 200 is used to control the operation of the motor 400 according to the depressing depth of the motor brake pedal 100, so as to achieve vehicle braking and energy recovery.

[0055] For example, the control device 200 can be a processor in a vehicle, such as a vehicle control unit (VCU) or an engine control unit (ECU), etc., and this application embodiment does not limit it.

[0056] In some embodiments, such as Figure 2 As shown, the energy recovery system also includes an accelerator pedal 600 and a second detection device 500.

[0057] The second detection device 500 is connected to the accelerator pedal 600; or the second detection device 500 is installed on the accelerator pedal 600.

[0058] The second detection device 500 is connected to the control device 200. For example, the first detection device 300 and the control device 200 can be connected by wired or wireless means.

[0059] For example, the second detection device 500 is used to detect the throttle pedal 600's depressing amplitude and send the throttle pedal 600's depressing amplitude to the control device 200.

[0060] For example, the second detection device 500 may be an angular velocity sensor, a displacement sensor, a pressure sensor, etc.

[0061] For example, the accelerator pedal 600 is used to enable interaction between the vehicle and the user, who can control the vehicle's acceleration via the accelerator pedal 600.

[0062] It should be noted that the accelerator pedal 600 can be operated by the user's right foot.

[0063] In some embodiments, the control device 200 can also control the motor 400 to run according to the accelerator pedal 600 being pressed, so as to accelerate the vehicle.

[0064] In some embodiments, the energy recovery system further includes a brake pedal and a brake caliper. The brake pedal and brake caliper are connected via mechanical and hydraulic systems.

[0065] For example, the brake pedal is used to enable interaction between the vehicle and the user, who can control the vehicle's braking through the brake pedal.

[0066] It should be noted that the brake pedal can be pressed by the user's right foot.

[0067] For example, a brake caliper is used to push the brake pads and brake disc to generate friction based on the hydraulic pressure transmitted through the brake lines, thereby achieving vehicle braking.

[0068] The hydraulic pressure transmitted through the brake lines reflects the depth at which the brake pedal is depressed. For example, the deeper the brake pedal is depressed, the higher the hydraulic pressure in the brake lines.

[0069] It should be noted that the system architecture described in the embodiments of this application is for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and does not constitute a limitation on the technical solutions provided in the embodiments of this application. As those skilled in the art will know, with the evolution of system architecture, the technical solutions provided in the embodiments of this application are also applicable to similar technical problems.

[0070] See Figure 3 This is a schematic flowchart of an energy recovery method provided in an embodiment of this application. Figure 3 As shown, the energy recovery method provided in this application can be achieved through the above... Figure 2 The energy recovery system shown is implemented by specifically including the following steps S201 to S202:

[0071] S201, Obtain the depressing amplitude of the motor brake pedal.

[0072] For example, the depressing range of the motor brake pedal is determined by the force with which the user depresses the motor brake pedal. For instance, the greater the force with which the user depresses the motor brake pedal, the greater the depressing range of the motor brake pedal; the less the force with which the user depresses the motor brake pedal, the smaller the depressing range of the motor brake pedal.

[0073] For example, the force with which a user presses the motor brake pedal is determined based on the road conditions in front of the vehicle.

[0074] For example, when an obstacle is detected ahead while the vehicle is in motion, as the distance to the obstacle decreases, the user gradually increases the force applied to the motor brake pedal, and the deflection of the motor brake pedal increases accordingly.

[0075] S202. Control the motor operation according to the depressing depth of the motor brake pedal to achieve vehicle braking and energy recovery.

[0076] For example, vehicle braking refers to the process of a vehicle decelerating or coming to a stop.

[0077] For example, vehicle braking strength refers to the ratio between the maximum braking force generated by the braking system and the total mass of the vehicle when braking, usually expressed as a percentage or braking torque.

[0078] For example, vehicle braking intensity is positively correlated with the depth of the electric brake pedal depressor. For instance, as... Figure 4 As shown, at the initial position of the motor brake pedal, the pedal depressing amplitude is zero, the vehicle braking intensity is zero, the pedal depressing amplitude is shallow, and the vehicle braking intensity is weak; the pedal depressing amplitude is deep, and the vehicle braking intensity is strong.

[0079] In some embodiments, energy recovery refers to the conversion of some of the kinetic energy of a vehicle into electrical energy and storing it in a battery when the vehicle is braking.

[0080] For example, energy recovery intensity is used to indicate the extent to which a vehicle recovers energy during deceleration. Energy recovery intensity reflects the degree to which the vehicle converts the kinetic energy generated during driving into electrical energy and stores it in the battery system.

[0081] For example, the intensity of energy recovery is positively correlated with the depressing depth of the motor brake pedal. For instance, as... Figure 4 As shown, at the initial position of the motor brake pedal, the pedal depressing amplitude is zero, the energy recovery intensity is zero, the pedal depressing amplitude is shallow, and the energy recovery intensity is weak; the pedal depressing amplitude is deep, and the energy recovery intensity is strong.

[0082] It is understood that the energy recovery method provided in this application can identify the user's intention based on the depressing depth of the motor brake pedal, and then control the motor operation according to the user's intention to achieve vehicle braking and energy recovery, thereby improving the flexibility of the energy recovery method. It is understood that this application controls the vehicle braking intensity and energy recovery intensity based on the depressing depth of the motor brake pedal, improving driving flexibility and driving experience, and fully utilizing the motor for braking and energy recovery.

[0083] In some embodiments, the above-mentioned S202 can be specifically implemented as the following steps S2021 to S2022:

[0084] S2021. Determine the vehicle braking intensity and energy recovery intensity based on the depressing depth of the motor brake pedal.

[0085] For example, the braking strength of a vehicle is positively correlated with the depth of the electric brake pedal. For instance, the shallower the electric brake pedal is depressed, the weaker the braking strength; the deeper the electric brake pedal is depressed, the stronger the braking strength.

[0086] For example, the energy recovery intensity is positively correlated with the depressing depth of the motor brake pedal. For instance, the shallower the depressing depth of the motor brake pedal, the weaker the energy recovery intensity; the stronger the depressing depth of the motor brake pedal, the stronger the energy recovery intensity.

[0087] For example, such as Figure 5 As shown, when an obstacle or red light is detected ahead while the vehicle is in motion, the user stops pressing the accelerator pedal (i.e., the accelerator pedal is depressed to zero), and the electric brake pedal is also depressed to zero, allowing the vehicle to coast. When the vehicle is far from the obstacle or red light, the user lightly presses the electric brake pedal, resulting in a shallow press, weak braking and energy recovery, and the vehicle slowly decelerates. When the vehicle is close to the obstacle or red light, the user presses the electric brake pedal more deeply, increasing braking and energy recovery, and the vehicle continues to decelerate. When the vehicle reaches the obstacle or red light, the user presses the electric brake pedal more deeply, increasing braking and energy recovery, and the vehicle stops moving.

[0088] It should be noted that existing technologies use the opening and closing degree of the accelerator pedal to control the rotation direction of the motor, achieving vehicle braking and energy recovery. This requires precise pedal depressing, ensuring the pedal's depressing depth is at the balance point between acceleration and braking. This operation is complex and requires continuous pedal depressing, leading to user fatigue. Furthermore, it directly results in zero pedal depressing depth, causing insufficient braking distance and preventing the vehicle from coasting freely. It also lacks the flexibility to adjust braking intensity based on the distance between the vehicle and obstacles. This application allows users to adjust the motor brake pedal's depressing depth according to the distance between the vehicle and obstacles, achieving flexible control of the vehicle's braking distance and fully utilizing the motor for braking and energy recovery.

[0089] S2022. Control the operation of the motor according to the vehicle braking intensity and energy recovery intensity to achieve vehicle braking and energy recovery.

[0090] In some embodiments, the motor speed is determined based on the vehicle braking intensity and energy recovery intensity; the motor is controlled to rotate in the opposite direction according to the motor speed to achieve vehicle braking and energy recovery. Specific implementation methods are described in steps a1-a2 below and will not be repeated here.

[0091] Understandably, by determining the braking intensity and energy recovery intensity of the vehicle through the depressing depth of the electric brake pedal, the full capacity of electric braking and energy recovery can be distributed across the pedal travel (i.e., controlling the braking intensity and energy recovery intensity within the 0 to maximum range). Users can flexibly adjust the braking intensity and energy recovery intensity by changing the depressing depth of the electric brake pedal, thus improving the flexibility of the energy recovery method.

[0092] In some embodiments, step S2022 can be specifically implemented as the following steps a1 to a2:

[0093] a1. Determine the motor speed based on the vehicle's braking intensity and energy recovery intensity.

[0094] For example, the motor speed is used to represent the number of times the motor rotor rotates per minute.

[0095] The motor's rotational speed is positively correlated with the vehicle's braking intensity and energy recovery intensity. For example, as the vehicle's braking intensity and energy recovery intensity increase, the available magnetic field inside the motor gradually increases, and the resulting braking force also continuously increases, driving the motor's rotational speed to increase in the opposite direction.

[0096] In some embodiments, determining the motor speed based on the vehicle braking intensity and energy recovery intensity includes: determining the current value of the motor coil based on the vehicle braking intensity and energy recovery intensity; determining the motor braking force based on the current value of the motor coil; and determining the motor speed based on the motor braking force.

[0097] For example, the current value of the motor coil is positively correlated with the vehicle's braking intensity and energy recovery intensity. For instance, as the vehicle's braking intensity and energy recovery intensity increase, the motor requires a larger current value in the current coil to enhance the motor's braking force.

[0098] For example, the braking force of an electric motor is used to represent the torque provided by the motor to resist vehicle rotation during vehicle braking.

[0099] For example, the braking force of a motor is positively correlated with the current value of the motor coil. For instance, the larger the current value of the motor coil, the greater the braking force of the motor, and the higher the motor speed.

[0100] a2. Control the motor to rotate in the opposite direction according to the motor speed in order to achieve vehicle braking and energy recovery.

[0101] For example, when the motor rotates in reverse, the vehicle's kinetic energy is converted into electrical energy by rotating the motor rotor. The electrical energy generated by the motor rotating in reverse can be stored in the vehicle's battery so as to power the vehicle when it is driven later.

[0102] It is understandable that by controlling the motor's speed to rotate in the opposite direction, vehicle braking and energy recovery can be achieved. During braking, kinetic energy is converted into electrical energy and stored, reducing energy loss, extending the vehicle's range, and improving the convenience of driving.

[0103] In some embodiments, the energy recovery method provided in this application further includes the following steps S203 to S204:

[0104] S203, Obtain the pedal depth.

[0105] For example, the depth of the accelerator pedal is determined by the force with which the user presses the accelerator pedal. For instance, the greater the force with which the user presses the accelerator pedal, the deeper the pedal is pressed, and the less force with which the user presses the accelerator pedal, the shallower the pedal is pressed.

[0106] S204. Control the motor operation according to the degree of accelerator pedal depressing in order to accelerate the vehicle.

[0107] For example, the speed of a vehicle is positively correlated with the depth of the accelerator pedal press. For instance, the greater the depth of the accelerator pedal press, the faster the vehicle travels.

[0108] In some embodiments, vehicle braking operations have a higher priority than vehicle acceleration operations. For example, when the depressor pedal is depressed at a greater than zero depth, the accelerator pedal is temporarily disabled or ignored (i.e., the depressor pedal is depressed at zero depth), and the vehicle is in a braking state.

[0109] For example, such as Figure 6 As shown, the motor brake pedal and the accelerator pedal can be connected by a mechanical device. When the motor brake pedal is depressed at a greater than zero depth, the mechanical device will trigger a locking mechanism, making the accelerator pedal unable to be depressed or ineffective.

[0110] Understandably, the system identifies the user's intention based on the degree to which the accelerator pedal is pressed, and then controls the motor to accelerate the vehicle, thereby improving driving agility and driving experience.

[0111] In some embodiments, an energy recovery method provided in this application further includes: obtaining the braking pedal depressing amplitude, and controlling the operation of the brake caliper based on the braking pedal depressing amplitude to achieve vehicle braking.

[0112] For example, such as Figure 7 As shown, when an emergency braking situation occurs during vehicle operation, the depressing depth of the motor brake pedal and / or the brake pedal is maximized to bring the vehicle to a stop with the shortest travel distance.

[0113] In some embodiments, when the depressing depth of both the motor brake pedal and the accelerator pedal is less than a preset threshold, the vehicle is in a free-gliding state.

[0114] For example, the free-gliding state is used to describe the state in which a vehicle continues to move due to inertia without any acceleration or braking operation.

[0115] For example, the preset threshold is the maximum depressing depth of the motor brake pedal and accelerator pedal when the vehicle is in a state of zero acceleration. For instance, when both the depressing depth of the motor brake pedal and the depressing depth of the accelerator pedal are zero, the vehicle is in a free-coasting state.

[0116] Understandably, when the vehicle is in a free-coasting state, the user does not need to frequently press the accelerator pedal or the electric brake pedal, which helps to alleviate user fatigue and improve the user's driving experience.

[0117] In some embodiments, such as Figure 8 As shown, when the user is driving the vehicle, the electric brake pedal, brake pedal, and accelerator pedal are located above the vehicle floor. The user can control the depressing depth of the electric brake pedal, brake pedal, and accelerator pedal. See Table 1 for eight scenarios showing the vehicle's operating status with and without the electric brake pedal, accelerator pedal, and brake pedal being pressed (i.e., whether the depressing depth is greater than zero). It should be noted that the brake pedal and accelerator pedal are pressed with the user's right foot; that is, it is impossible to press both pedals simultaneously.

[0118] Table 1 Vehicle Operating Status

[0119]

[0120]

[0121] It should be noted that in the prior art, the user only operates two pedals (accelerator pedal and accelerator pedal), and the probability of the vehicle being in an acceleration state (accelerator pedal accidentally pressed when the vehicle needs to brake) is 25%. In this application, the probability of the vehicle being in an acceleration state is 12.5%, representing a 50% reduction in the probability of accidental pressing compared to the prior art. In the actual situation of the prior art, when the vehicle needs to brake, the user will definitely choose to press one pedal, meaning the probability of pressing the accelerator pedal is 50%. In this application, when the user's left foot presses the motor brake pedal, the vehicle will definitely not be in an acceleration state, and there will be no situation where the accelerator pedal and brake pedal are pressed simultaneously. Based on this, the actual probability of pressing the accelerator pedal in this application is 16.67%, reducing the probability of the vehicle being in an acceleration state to 33.34% of the prior art.

[0122] The energy recovery method provided in this application embodiment will be illustrated below with specific scenarios.

[0123] For example, see Figure 9 The energy recovery method provided in this application embodiment will be described in the context of a downhill scenario. For example, it may include the following implementation methods:

[0124] c1. The road ahead of the vehicle is detected to be downhill.

[0125] c2. If the road ahead has a gentle slope, obtain the depressing depth of the motor brake pedal.

[0126] For example, the depressing depth of the motor brake pedal is less than a preset threshold.

[0127] For example, the preset threshold is the maximum depressing depth of the motor brake pedal during automatic coasting of the vehicle.

[0128] c3. If the road ahead has a moderate slope, obtain the depressing depth of the motor brake pedal.

[0129] For example, the motor brake pedal is in the middle position when it is pressed.

[0130] c4. If the road ahead has a large slope, obtain the depressing range of the motor brake pedal.

[0131] For example, the motor brake pedal is pressed down quite deeply.

[0132] c5. Control the motor operation according to the depressing depth of the motor brake pedal to achieve vehicle braking and energy recovery.

[0133] It should be noted that, compared to existing technologies, this application uses an electric motor brake pedal for vehicle braking, which maximizes the recovery of energy generated by the vehicle during downhill driving and improves the vehicle's energy recovery capability. In existing technologies, the braking capability of the electric motor is limited by the accelerator pedal travel and cannot be maximized. Furthermore, when the road ahead has a large slope, brake calipers are required for braking, increasing the possibility of brake caliper overheating and thus affecting vehicle safety.

[0134] For example, see Figure 10 The energy recovery method provided in this application embodiment will be described in conjunction with an obstacle scenario. For example, it may include the following implementation methods:

[0135] D1. A slow-moving obstacle was detected on the road ahead of the vehicle.

[0136] D2. Obtain the pedal depth.

[0137] For example, the accelerator pedal is depressed by zero.

[0138] D3. When the vehicle is far from a slowly moving obstacle, obtain the depressing depth of the motor brake pedal.

[0139] For example, the depressing depth of the motor brake pedal is less than a preset threshold.

[0140] For example, the preset threshold is the maximum depressing depth of the motor brake pedal during automatic coasting of the vehicle.

[0141] D4. Control the motor operation according to the depressing depth of the motor brake pedal to achieve vehicle braking and energy recovery.

[0142] D5. As the vehicle approaches a slow-moving obstacle, obtain the depressing depth of the motor brake pedal.

[0143] For example, the pressure applied to the motor brake pedal continuously increases.

[0144] D6. Control the motor operation according to the depressing depth of the motor brake pedal to achieve vehicle braking and energy recovery.

[0145] D7. When the vehicle speed is less than the speed of the slow-moving obstacle, obtain the pedal depth of the motor brake pedal and accelerator pedal.

[0146] For example, the braking distance of the motor brake pedal is zero, and the braking distance of the accelerator pedal is determined based on the speed of the slowly moving obstacle, so that the speed of the vehicle is equal to the speed of the slowly moving obstacle.

[0147] D8. Control the motor operation according to the depressing depth of the motor brake pedal and accelerator pedal to achieve vehicle braking and energy recovery.

[0148] The foregoing primarily describes the solutions of the embodiments of this disclosure from a methodological perspective. It is understood that, in order to achieve the aforementioned functions, the energy recovery device includes at least one of the hardware structures and software modules corresponding to the execution of each function. Those skilled in the art should readily recognize that, in conjunction with the units and algorithm steps of the various examples described in the embodiments disclosed herein, the embodiments of this disclosure can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed in hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the embodiments of this disclosure.

[0149] This disclosure embodiment can divide the energy recovery device into functional modules according to the above method embodiment. For example, each function can be divided into a separate functional module, or two or more functions can be integrated into one functional module. The integrated module can be implemented in hardware or software. It should be noted that the module division in this disclosure embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods. The following description uses the example of dividing each functional module according to each function.

[0150] For example, Figure 11This is a schematic diagram illustrating the composition of an energy recovery device provided in an embodiment of this application. Figure 11 As shown, the energy recovery device 800 includes a communication module 801 and a processing module 802. The communication module 801 is used to acquire the depressing amplitude of the motor brake pedal; the processing module 802 is used to control the motor operation according to the depressing amplitude of the motor brake pedal to realize vehicle braking and energy recovery.

[0151] In some embodiments, the processing module 802 is specifically used to determine the vehicle braking intensity and energy recovery intensity based on the depressing amplitude of the motor brake pedal; and to control the motor operation based on the vehicle braking intensity and energy recovery intensity to achieve vehicle braking and energy recovery.

[0152] In some embodiments, the vehicle braking intensity is positively correlated with the depressing depth of the motor brake pedal.

[0153] In some embodiments, the energy recovery intensity is positively correlated with the depressing depth of the motor brake pedal.

[0154] In some embodiments, the processing module 802 is specifically used to determine the motor speed based on the vehicle braking intensity and energy recovery intensity, wherein the motor speed is positively correlated with the vehicle braking intensity and energy recovery intensity; and to control the motor to rotate in the opposite direction according to the motor speed, so as to achieve vehicle braking and energy recovery.

[0155] In some embodiments, the processing module 802 is specifically used to determine the current value of the motor coil based on the vehicle braking intensity and energy recovery intensity; wherein the current value of the motor coil is positively correlated with the vehicle braking intensity and energy recovery intensity; determine the braking force of the motor based on the current value of the motor coil; the braking force of the motor is positively correlated with the current value of the motor coil; and determine the speed of the motor based on the braking force of the motor.

[0156] In some embodiments, the communication module 801 is further configured to acquire the accelerator pedal depressing amplitude; the processing module 802 is further configured to control the motor operation according to the accelerator pedal depressing amplitude to achieve vehicle acceleration.

[0157] In some embodiments, vehicle braking operations have a higher priority than vehicle acceleration operations.

[0158] In some embodiments, when the depressing depth of both the motor brake pedal and the accelerator pedal is less than a preset threshold, the vehicle is in a free-gliding state.

[0159] In the case of implementing the functions of the integrated modules described above in hardware, this embodiment of the invention provides a possible structural schematic diagram of the electronic device involved in the above embodiments. For example... Figure 12As shown, the electronic device 900 includes: a processor 902, a communication interface 903, and a bus 904. Optionally, the electronic device 900 may also include a memory 901.

[0160] Processor 902 may implement or execute various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. Processor 902 may be a central processing unit, a general-purpose processor, a digital signal processor, an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It may implement or execute various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. Processor 902 may also be a combination that implements computing functions, such as including one or more microprocessor combinations, a combination of a DSP and a microprocessor, etc.

[0161] The communication interface 903 is used to connect to other devices via a communication network. This communication network can be Ethernet, wireless access network, wireless local area network (WLAN), etc.

[0162] The memory 901 may be a read-only memory (ROM) or other type of static storage device capable of storing static information and instructions, random access memory (RAM) or other type of dynamic storage device capable of storing information and instructions, or electrically erasable programmable read-only memory (EEPROM), disk storage media or other magnetic storage devices, or any other medium capable of carrying or storing desired program code in the form of instructions or data structures and accessible by a computer, but is not limited thereto.

[0163] In one possible implementation, the memory 901 can exist independently of the processor 902. The memory 901 can be connected to the processor 902 via a bus 904 and is used to store instructions or program code. When the processor 902 calls and executes the instructions or program code stored in the memory 901, it can implement the energy recovery method provided in this embodiment of the invention.

[0164] In another possible implementation, the memory 901 can also be integrated with the processor 902.

[0165] The 904 bus can be an extended industry standard architecture (EISA) bus, etc. The 904 bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 12 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0166] Through the above description of the implementation methods, those skilled in the art can clearly understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the service calling device can be divided into different functional modules to complete all or part of the functions described above.

[0167] This application also provides a computer-readable storage medium. All or part of the processes in the above method embodiments can be executed by computer instructions instructing related hardware. The program can be stored in the aforementioned computer-readable storage medium, and when executed, it can include the processes of the above method embodiments. The computer-readable storage medium can be any of the foregoing embodiments or memory. The aforementioned computer-readable storage medium can also be an external storage device of the aforementioned service invocation device, such as a pluggable hard drive, smart media card (SMC), secure digital (SD) card, flash card, etc., equipped on the aforementioned service invocation device. Further, the aforementioned computer-readable storage medium can include both internal storage units of the aforementioned service invocation device and external storage devices. The aforementioned computer-readable storage medium is used to store the aforementioned computer program and other programs and data required by the aforementioned service invocation device. The aforementioned computer-readable storage medium can also be used to temporarily store data that has been output or will be output.

[0168] This application also provides a computer program product comprising a computer program that, when run on a computer, causes the computer to perform any of the energy recovery methods provided in the above embodiments.

[0169] The above are merely specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. An energy recovery method, characterized in that, The method includes: Obtain the depressing depth of the motor brake pedal; The motor is controlled to operate based on the degree of depressing of the motor brake pedal, so as to achieve vehicle braking and energy recovery.

2. The method according to claim 1, characterized in that, The step of controlling the motor operation based on the depressing depth of the motor brake pedal to achieve vehicle braking and energy recovery includes: The vehicle braking intensity and energy recovery intensity are determined based on the depressing depth of the motor brake pedal. The motor is controlled to operate based on the vehicle braking intensity and the energy recovery intensity to achieve vehicle braking and energy recovery.

3. The method according to claim 1 or 2, characterized in that, The vehicle's braking strength is positively correlated with the depressing depth of the motor brake pedal.

4. The method according to claim 1 or 2, characterized in that, The energy recovery intensity is positively correlated with the depressing amplitude of the motor brake pedal.

5. The method according to claim 2, characterized in that, The step of controlling the motor operation based on the vehicle braking intensity and the energy recovery intensity to achieve vehicle braking and energy recovery includes: The rotational speed of the motor is determined based on the vehicle braking intensity and the energy recovery intensity, and the rotational speed of the motor is positively correlated with the vehicle braking intensity and the energy recovery intensity. The motor is controlled to rotate in the opposite direction according to its rotational speed to achieve vehicle braking and energy recovery.

6. The method according to claim 5, characterized in that, Determining the motor speed based on the vehicle braking intensity and the energy recovery intensity includes: The current value of the motor coil is determined based on the vehicle braking intensity and the energy recovery intensity; wherein the current value of the motor coil is positively correlated with the vehicle braking intensity and the energy recovery intensity. The braking force of the motor is determined based on the current value of the motor coil; the braking force of the motor is positively correlated with the current value of the motor coil. The rotational speed of the motor is determined based on the braking force of the motor.

7. The method according to claim 1, characterized in that, The method further includes: Get the degree of depressing of the accelerator pedal; The motor is controlled to accelerate the vehicle based on the degree to which the accelerator pedal is depressed.

8. The method according to claim 7, characterized in that, The priority of vehicle braking operations is higher than the priority of vehicle acceleration operations.

9. The method according to claim 7, characterized in that, When the depressing depth of both the motor brake pedal and the accelerator pedal is less than a preset threshold, the vehicle is in a free-gliding state.

10. An electronic device, characterized in that, It includes a processor and a memory, the processor being coupled to the memory; the memory is used to store computer instructions, which are loaded and executed by the processor to enable the computer device to implement the energy recovery method as described in any one of claims 1 to 9.

11. A vehicle, characterized in that, Including the electronic device as described in claim 10.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes computer-executable instructions that, when executed on a computer, cause the computer to perform the energy recovery method according to any one of claims 1 to 9.

13. A computer program product, characterized in that, The computer program product includes a computer program that, when run on an electronic device, causes the electronic device to perform the energy recovery method as described in any one of claims 1 to 9.

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