Control method, device and computer readable storage medium of vehicle

Abstract

The present disclosure relates to the field of vehicle control, and particularly relates to a control method and device of a vehicle, the vehicle, a computer readable storage medium and a computer program product. The control method comprises: determining a first correction coefficient according to at least one of a state of charge of a battery in the vehicle, a wheel speed, a vehicle speed, and a road slope of a road on which the vehicle is located at a current time; determining a second correction coefficient according to the first correction coefficient and a first reference coefficient of a first energy recovery level, wherein the first energy recovery level is an energy recovery level in which the vehicle is currently located; and determining an energy recovery torque of the vehicle at the current time according to the second correction coefficient and a maximum energy recovery torque of a motor in the vehicle, wherein the energy recovery torque is used for controlling the vehicle.

Description

Technical Field

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

[0002] With the rapid development of the electric vehicle industry, regenerative braking energy recovery technology has become a core technology for improving driving range and optimizing the driving experience. When the vehicle is coasting or braking, the drive motor switches to generator mode, generating reverse braking torque to convert kinetic energy into electrical energy for storage, thus achieving the dual functions of energy recovery and auxiliary braking. Summary of the Invention

[0003] In related technologies, during the energy recovery process, the driver needs to manually switch the energy recovery level according to the operating conditions, which results in low energy recovery efficiency.

[0004] In view of this, the present disclosure provides a vehicle control method that can effectively solve the above problems.

[0005] According to one aspect of this disclosure, a vehicle control method is provided, comprising: determining a first correction coefficient based on at least one of the following: the current state of charge of a battery in the vehicle, wheel speed, vehicle speed, and road gradient of the road where the vehicle is located; determining a second correction coefficient based on the first correction coefficient and a first reference coefficient for a first energy recovery level, wherein the first energy recovery level is the current energy recovery level of the vehicle; and determining the current energy recovery torque of the vehicle based on the second correction coefficient and the maximum energy recovery torque of the motor in the vehicle, wherein the energy recovery torque is used to control the vehicle.

[0006] In some embodiments, determining the first correction coefficient based on at least one of the following: the current state of charge of the battery in the vehicle, wheel speed, vehicle speed, and road gradient of the road where the vehicle is located, includes: determining a first sub-correction coefficient based on the state of charge; determining a second sub-correction coefficient based on the wheel speed and the vehicle speed; determining a third sub-correction coefficient based on the vehicle speed; determining a fourth sub-correction coefficient based on the road gradient; and determining the first correction coefficient based on at least two of the first, second, third, and fourth sub-correction coefficients.

[0007] In some embodiments, determining the first sub-correction coefficient based on the state of charge includes: determining that the first sub-correction coefficient is less than 0 when the state of charge is greater than a first state of charge threshold; determining that the first sub-correction coefficient is equal to 0 when the state of charge is less than a second state of charge threshold, wherein the second state of charge threshold is less than the first state of charge threshold; and determining that the first sub-correction coefficient is equal to the first sub-correction coefficient at the previous time step when the state of charge is less than or equal to the first state of charge threshold and greater than or equal to the second state of charge threshold.

[0008] In some embodiments, determining the second sub-correction coefficient based on the wheel speed and the vehicle speed includes: determining the wheel speed difference between the drive wheel and the follower wheel based on the wheel speed; and determining the second sub-correction coefficient based on the vehicle speed and the wheel speed difference.

[0009] In some embodiments, determining the second sub-correction coefficient based on the vehicle speed and the wheel speed difference includes: determining that the second sub-correction coefficient is less than 0 when the vehicle speed is less than a first vehicle speed threshold and the wheel speed difference is greater than a first wheel speed threshold, or when the vehicle speed is greater than or equal to the first vehicle speed threshold and the wheel speed difference is greater than a second wheel speed threshold, wherein the second wheel speed threshold is positively correlated with the vehicle speed; determining that the second sub-correction coefficient is equal to 0 when the vehicle speed is less than the first vehicle speed threshold and the wheel speed difference is less than a third wheel speed threshold, or when the vehicle speed is greater than or equal to the first vehicle speed threshold and the wheel speed difference is less than a fourth wheel speed threshold, wherein the third wheel speed threshold is less than the first wheel speed threshold, and the fourth wheel speed threshold is positively correlated with the vehicle speed and less than the second wheel speed threshold; and determining that the second sub-correction coefficient is equal to the second sub-correction coefficient at the previous moment when the vehicle speed is less than the first vehicle speed threshold and the wheel speed difference is greater than or equal to the third wheel speed threshold and less than or equal to the first wheel speed threshold, or when the vehicle speed is greater than or equal to the first vehicle speed threshold and the wheel speed difference is greater than or equal to the fourth wheel speed threshold and less than or equal to the second wheel speed threshold.

[0010] In some embodiments, determining the third sub-correction coefficient based on the vehicle speed includes: determining that the third sub-correction coefficient is less than 0 when the vehicle speed is less than a second vehicle speed threshold; determining that the third sub-correction coefficient is equal to 0 when the vehicle speed is greater than a third vehicle speed threshold and less than a fourth vehicle speed threshold, wherein the third vehicle speed threshold is greater than the second vehicle speed threshold and the fourth vehicle speed threshold is greater than the third vehicle speed threshold; determining that the third sub-correction coefficient is greater than 0 when the vehicle speed is greater than a fifth vehicle speed threshold, wherein the fifth vehicle speed threshold is greater than the fourth vehicle speed threshold; and determining that the third sub-correction coefficient is equal to the third sub-correction coefficient at the previous moment when the vehicle speed is greater than or equal to the second vehicle speed threshold and less than or equal to the third vehicle speed threshold, or when the vehicle speed is greater than or equal to the fourth vehicle speed threshold and less than or equal to the fifth vehicle speed threshold.

[0011] In some embodiments, determining the fourth sub-correction coefficient based on the road slope includes: determining that the fourth sub-correction coefficient is less than 0 when the road slope is greater than a first slope threshold, wherein the first slope threshold is greater than 0; determining that the fourth sub-correction coefficient is greater than 0 when the road slope is less than a second slope threshold, wherein the second slope threshold is less than 0; determining that the fourth sub-correction coefficient is equal to 0 when the road slope is greater than a third slope threshold and less than a fourth slope threshold, wherein the third slope threshold is less than 0 and greater than the second slope threshold, and the fourth slope threshold is greater than 0 and less than the first slope threshold; and determining that the fourth sub-correction coefficient is equal to the fourth sub-correction coefficient at the previous moment when the road slope is greater than or equal to the fourth slope threshold and less than or equal to the first slope threshold, or when the road slope is greater than or equal to the second slope threshold and less than or equal to the third slope threshold.

[0012] In some embodiments, the control method further includes: determining that the second correction coefficient is equal to the second reference coefficient when the second correction coefficient is greater than the second reference coefficient of the second energy recovery level, wherein the second energy recovery level is adjacent to and higher than the first energy recovery level; and determining that the second correction coefficient is equal to the third reference coefficient when the second correction coefficient is less than the third reference coefficient of the third energy recovery level, wherein the third energy recovery level is adjacent to and lower than the first energy recovery level.

[0013] According to another aspect of this disclosure, a vehicle control device is provided, comprising: a first determining module configured to determine a first correction coefficient based on at least one of the following: the current state of charge of a battery in the vehicle, wheel speed, vehicle speed, and road gradient of the road where the vehicle is located; a second determining module configured to determine a second correction coefficient based on the first correction coefficient and a first reference coefficient for a first energy recovery level, wherein the first energy recovery level is the current energy recovery level of the vehicle; and a third determining module configured to determine the current energy recovery torque of the vehicle based on the second correction coefficient and the maximum energy recovery torque of the motor in the vehicle, wherein the energy recovery torque is used to control the vehicle.

[0014] According to another aspect of this disclosure, a vehicle control device is provided, comprising: at least one memory; and at least one processor coupled to said at least one memory, said at least one processor being configured to execute a control method as described in any embodiment of this disclosure based on instructions stored in said at least one memory.

[0015] According to another aspect of this disclosure, a vehicle is provided, comprising: a vehicle control device as described in any embodiment of this disclosure; and a motor control device configured to receive an energy recovery torque sent by the vehicle control device and control a motor to perform energy recovery according to the energy recovery torque.

[0016] According to another aspect of this disclosure, a computer-readable storage medium is provided that stores computer instructions thereon, which, when executed by a processor, implement the control method as described in any embodiment of this disclosure.

[0017] According to other aspects of this disclosure, a computer program product is provided that, when run on a computer, causes the computer to implement the control method as described in any embodiment of this disclosure. Attached Figure Description

[0018] The accompanying drawings, which form part of this specification, illustrate embodiments of this disclosure and, together with the specification, serve to explain the principles of this disclosure.

[0019] This disclosure can be more clearly understood with reference to the accompanying drawings and the following detailed description.

[0020] Figure 1 This is a flowchart illustrating a control method according to some embodiments of the present disclosure.

[0021] Figure 2 This is a flowchart illustrating a control method according to other embodiments of the present disclosure.

[0022] Figure 3 This is a block diagram illustrating a control device according to some embodiments of the present disclosure.

[0023] Figure 4 This is a block diagram illustrating a control device according to other embodiments of the present disclosure.

[0024] Figure 5 This is a block diagram illustrating a vehicle according to some embodiments of the present disclosure.

[0025] Figure 6 This is a block diagram illustrating a computer system for implementing some embodiments of the present disclosure.

[0026] It should be understood that the dimensions of the various parts shown in the accompanying drawings are not drawn to actual scale. Furthermore, the same or similar reference numerals denote the same or similar components. Detailed Implementation

[0027] Various embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. The descriptions of the embodiments are merely illustrative and are in no way intended to limit the scope of the disclosure or its application or use. The present disclosure may be implemented in many different forms and is not limited to the embodiments described herein. These embodiments are provided so that this disclosure will be thorough and complete, and will fully express the scope of the disclosure to those skilled in the art. It should be noted that, unless otherwise specifically stated, the relative arrangement of components and steps set forth in these embodiments should be interpreted as merely illustrative and not as limiting.

[0028] The terms “first,” “second,” and similar words used in this disclosure do not indicate any order, quantity, or importance, but are merely used to distinguish different parts. Words such as “including” mean that the element preceding the word covers the element listed after the word, and do not exclude the possibility of covering other elements as well.

[0029] It should also be understood that any component, data or structure mentioned in the embodiments of this disclosure can generally be understood as one or more unless expressly defined or given to the contrary in the context.

[0030] All terms used in this disclosure (including technical or scientific terms) have the same meaning as understood by one of ordinary skill in the art to which this disclosure pertains, unless otherwise specifically defined. It should also be understood that terms defined in a general dictionary, such as a dictionary, should be interpreted as having a meaning consistent with their meaning in the context of the relevant art, and not as having an idealized or highly formalized meaning, unless expressly defined herein.

[0031] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and equipment should be considered part of the specification.

[0032] In traditional vehicle control methods, the driver needs to manually switch the energy recovery level according to the operating conditions during the energy recovery process, which results in low energy recovery efficiency.

[0033] In view of this, this disclosure proposes a vehicle control method that can improve energy recovery efficiency while ensuring driving safety by automatically identifying the current operating conditions and dynamically adjusting the energy recovery intensity.

[0034] First, combined Figure 1 The control methods in this disclosure are described.

[0035] Figure 1 This is a flowchart illustrating a control method according to some embodiments of the present disclosure.

[0036] like Figure 1 As shown, the control method includes: Step S1, determining a first correction coefficient based on at least one of the following: the current state of charge of the battery in the vehicle, wheel speed, vehicle speed, and road gradient of the road where the vehicle is located; Step S3, determining a second correction coefficient based on the first correction coefficient and a first reference coefficient for a first energy recovery level, wherein the first energy recovery level is the current energy recovery level of the vehicle; Step S5, determining the current energy recovery torque of the vehicle based on the second correction coefficient and the maximum energy recovery torque of the motor in the vehicle, wherein the energy recovery torque is used to control the vehicle.

[0037] In step S1, the Vehicle Control Unit (VCU) can obtain the current input signals by analyzing network message information in the Controller Area Network (CAN) bus. Input signals may include the state of charge (SOC) of the battery in the vehicle as reported by the Battery Management System (BMS), the road gradient of the road where the vehicle is located as reported by the Transmission Control Unit (TCU), the wheel speeds and vehicle speeds as reported by the Anti-lock Braking System (ABS), and the maximum energy recovery torque of the motor as reported by the Motor Control Unit (MCU). For example, the BMS can collect battery voltage, current, and temperature, and calculate the SOC. The TCU can read the triaxial acceleration and angular velocity signals output by the vehicle's inertial measurement unit and calculate the road gradient of the road where the vehicle is located. The ABS can collect wheel speed sensor pulse signals and calculate the wheel speeds and vehicle speeds. The MCU can monitor the motor, inverter, and battery limitations in real time and calculate the currently allowed maximum energy recovery torque. After obtaining the above data, multi-dimensional correction coefficients can be calculated to cover four core scenarios: battery safety, road adhesion, vehicle speed requirements, and slope adaptation. The following will combine... Figure 2 Describe in detail how the correction coefficients for different dimensions are calculated.

[0038] Figure 2 This is a flowchart illustrating a control method according to other embodiments of the present disclosure.

[0039] In some embodiments, such as Figure 2 As shown, step S1 includes: step S11, determining a first sub-correction coefficient based on the state of charge; step S12, determining a second sub-correction coefficient based on the wheel speed and the vehicle speed; step S13, determining a third sub-correction coefficient based on the vehicle speed; step S14, determining a fourth sub-correction coefficient based on the road gradient; and step S15, determining the first correction coefficient based on at least two of the first, second, third, and fourth sub-correction coefficients.

[0040] In step S11, during the vehicle energy recovery process, the motor generates reverse torque through regenerative braking to convert the vehicle's kinetic energy into electrical energy and store it inside the power battery. When the battery's state of charge is in an extremely high range, the remaining rechargeable capacity of the battery is very small. If the energy recovery strategy of conventional intensity is continuously implemented, it may cause the battery to overcharge, thereby leading to problems such as battery bulging, thermal runaway, and lifespan degradation. Therefore, the battery's state of charge needs to be considered when calculating the first correction coefficient.

[0041] In some embodiments, when the state of charge (SOC) is greater than a first SOC threshold, the first sub-correction coefficient is determined to be less than 0. The first SOC threshold is, for example, 99%. When the current SOC is greater than this threshold, the battery is considered close to saturation, and therefore, overcharging can be avoided by reducing the energy recovery intensity. In this case, the first sub-correction coefficient can be determined to be a value less than 0, for example, -0.1.

[0042] If the state of charge (SOC) is less than a second SOC threshold, the first sub-correction coefficient is set to 0, where the second SOC threshold is less than the first SOC threshold. The second SOC threshold is, for example, 98%. If the current SOC is less than this threshold, the battery capacity is considered sufficient, and energy recovery can be performed at a normal intensity. In this case, the first sub-correction coefficient can be set to 0 without affecting the current energy recovery intensity.

[0043] Since a single critical threshold may cause the correction coefficient to repeatedly turn on and off, resulting in frequent signal jumps, a hysteresis interval between thresholds can be utilized to stabilize the energy recovery intensity. For example, when the state of charge is less than or equal to the first state of charge threshold and greater than or equal to the second state of charge threshold, the first sub-correction coefficient is determined to be equal to the first sub-correction coefficient at the previous moment. By setting a hysteresis interval, frequent changes in the correction coefficient caused by small fluctuations in the state of charge can be avoided, thus stabilizing the energy recovery intensity.

[0044] It should be understood that the specific values ​​of the first state of charge threshold, the second state of charge threshold, and the first sub-correction coefficient can be set according to actual needs, and this disclosure does not impose any restrictions on them.

[0045] The first sub-correction coefficient is determined by the state of charge of the battery in the vehicle. The energy recovery intensity can be dynamically adjusted according to the current state of charge to prevent the battery from being overcharged, thereby improving energy recovery efficiency while ensuring battery performance and safety.

[0046] In step S12, when the vehicle is on a low-traction surface such as wet, slippery, or icy surfaces, the energy recovery process will apply a reverse drag torque to the drive wheels, which can easily lead to problems such as drive wheel lock-up, slippage, and fishtailing. Therefore, when calculating the first correction coefficient, the road surface adhesion can be determined based on the vehicle speed and wheel speed.

[0047] In some embodiments, step S12 includes: determining the wheel speed difference between the drive wheel and the follower wheel based on the wheel speed; and determining the second sub-correction coefficient based on the vehicle speed and the wheel speed difference.

[0048] For example, the vehicle controller can calculate the wheel speed difference between the drive wheels and the follower wheels in real time. The drive wheel speed is the average of the wheel speeds of the left and right rear wheels of the vehicle, and the follower wheel speed is the average of the wheel speeds of the left and right front wheels. The wheel speed difference between the drive wheels and the follower wheels can be the absolute value of the calculated wheel speed difference.

[0049] If the vehicle speed is less than a first vehicle speed threshold and the wheel speed difference is greater than the first wheel speed threshold, or if the vehicle speed is greater than or equal to the first vehicle speed threshold and the wheel speed difference is greater than the second wheel speed threshold, the second sub-correction coefficient is determined to be less than 0, wherein the second wheel speed threshold is positively correlated with the vehicle speed.

[0050] The first vehicle speed threshold is, for example, 40 km / h. When the vehicle speed is lower than the first speed threshold, a fixed first wheel speed threshold is used, for example, 2 km / h. When the wheel speed difference is greater than this first wheel speed threshold, it is determined that the drive wheels have a tendency to slip. Therefore, the energy recovery intensity can be reduced to decrease the drag force on the drive wheels and prevent them from locking up. In this case, the second sub-correction coefficient can be determined to be a value less than 0, for example, -0.1.

[0051] When the vehicle speed is greater than or equal to the first speed threshold (i.e., a relatively high speed), slight differences in wheel speed are normal. Therefore, a second wheel speed threshold proportional to the vehicle speed can be dynamically relaxed to avoid falsely inhibiting regeneration and losing range. For example, the second wheel speed threshold could be 5% of the vehicle speed. When the wheel speed difference exceeds this second threshold, it is determined that the drive wheels have a tendency to slip. Therefore, the energy recovery intensity can be reduced to decrease the drag force on the drive wheels and prevent them from locking up. In this case, the second sub-correction coefficient can be set to a value less than 0, such as -0.1.

[0052] When the vehicle speed is less than the first vehicle speed threshold and the wheel speed difference is less than the third wheel speed threshold, or when the vehicle speed is greater than or equal to the first vehicle speed threshold and the wheel speed difference is less than the fourth wheel speed threshold, the second sub-correction coefficient is determined to be equal to 0, wherein the third wheel speed threshold is less than the first wheel speed threshold, and the fourth wheel speed threshold is positively correlated with the vehicle speed and less than the second wheel speed threshold.

[0053] When the vehicle speed is below the first speed threshold (i.e., the speed is low), a fixed third wheel speed threshold is applied, for example, 1.5 km / h. If the wheel speed difference is less than this third wheel speed threshold, the road surface adhesion is considered sufficient, and energy recovery can be performed at the standard intensity. In this case, the second sub-correction coefficient can be set to 0, without affecting the current energy recovery intensity.

[0054] When the vehicle speed is greater than or equal to the first speed threshold (i.e., a relatively high speed), slight differences in wheel speed are normal. Therefore, a fourth wheel speed threshold, proportional to the vehicle speed, can be dynamically relaxed to avoid falsely inhibiting regeneration and losing range. For example, the fourth wheel speed threshold could be 3% of the vehicle speed. When the wheel speed difference is less than this fourth wheel speed threshold, sufficient road adhesion is considered, and energy recovery can be performed at the normal intensity. In this case, the second sub-correction coefficient can be set to 0, without affecting the current energy recovery intensity.

[0055] Since a single critical threshold may cause the correction coefficient to repeatedly turn on and off, resulting in frequent signal jumps, the energy recovery intensity can be stabilized by utilizing the hysteresis interval between thresholds. For example, when the vehicle speed is less than the first vehicle speed threshold and the wheel speed difference is greater than or equal to the third wheel speed threshold and less than or equal to the first wheel speed threshold, or when the vehicle speed is greater than or equal to the first vehicle speed threshold and the wheel speed difference is greater than or equal to the fourth wheel speed threshold and less than or equal to the second wheel speed threshold, the second sub-correction coefficient is determined to be equal to the second sub-correction coefficient at the previous moment. By setting a hysteresis interval, frequent changes in the correction coefficient caused by small fluctuations in wheel speed difference can be avoided, thus stabilizing the energy recovery intensity.

[0056] It should be understood that the specific values ​​of the first vehicle speed threshold, the first wheel speed threshold, the second wheel speed threshold, the third wheel speed threshold, the fourth wheel speed threshold, and the second sub-correction coefficient can be set according to actual needs, and this disclosure does not impose any restrictions on them.

[0057] The second sub-correction coefficient is determined by the vehicle speed and wheel speed. The energy recovery intensity can be dynamically adjusted according to the current road surface adhesion, preventing the drive wheels from locking up and ensuring safety while improving energy recovery efficiency.

[0058] In step S13, the vehicle's kinetic energy varies with different vehicle speeds, resulting in different drag sensations and energy recovery efficiency during the energy recovery process. Therefore, when calculating the first correction coefficient, the vehicle's kinetic energy can be determined based on its speed.

[0059] When the vehicle speed is less than a second speed threshold, the third sub-correction coefficient is determined to be less than 0. The second speed threshold is, for example, 35 km / h. When the vehicle speed is less than this threshold, the vehicle's kinetic energy is considered low, and excessive energy recovery would result in a noticeable drag. Therefore, the drag can be reduced by decreasing the energy recovery intensity. In this case, the third sub-correction coefficient can be determined to be a value less than 0, for example, -0.1.

[0060] When the vehicle speed is greater than a third speed threshold and less than a fourth speed threshold, the third sub-correction coefficient is determined to be equal to 0. The third speed threshold is greater than the second speed threshold, and the fourth speed threshold is greater than the third speed threshold. For example, the third speed threshold is 40 km / h, and the fourth speed threshold is 75 km / h. When the vehicle speed is within this threshold range, the vehicle's kinetic energy is considered moderate, and conventional energy recovery intensity can be used. In this case, the third sub-correction coefficient can be set to 0, without affecting the current energy recovery intensity.

[0061] When the vehicle speed exceeds a fifth speed threshold, the third sub-correction coefficient is determined to be greater than 0, where the fifth speed threshold is greater than the fourth speed threshold. The fifth speed threshold is, for example, 80 km / h. When the vehicle speed exceeds this threshold, it is determined that the vehicle has sufficient kinetic energy, and increasing the energy recovery intensity will not produce a noticeable drag. Therefore, by increasing the energy recovery intensity, more kinetic energy can be converted into electrical energy and stored in the battery, effectively improving the driving range. In this case, the third sub-correction coefficient can be determined to be a value greater than 0, for example, 0.1.

[0062] Since a single critical threshold may cause the correction coefficient to repeatedly turn on and off, resulting in frequent signal jumps, a hysteresis interval between thresholds can be utilized to stabilize the energy recovery intensity. For example, when the vehicle speed is greater than or equal to the second vehicle speed threshold and less than or equal to the third vehicle speed threshold, or when the vehicle speed is greater than or equal to the fourth vehicle speed threshold and less than or equal to the fifth vehicle speed threshold, the third sub-correction coefficient is determined to be equal to the third sub-correction coefficient at the previous moment. By setting a hysteresis interval, frequent changes in the correction coefficient caused by small fluctuations in vehicle speed can be avoided, thus stabilizing the energy recovery intensity.

[0063] It should be understood that the specific values ​​of the second speed threshold, the third speed threshold, the fourth speed threshold, the fifth speed threshold, and the third sub-correction coefficient can be set according to actual needs, and this disclosure does not impose any restrictions on them.

[0064] By determining the third sub-correction coefficient based on vehicle speed, the energy recovery intensity can be dynamically adjusted according to the current vehicle kinetic energy level, reducing drag and improving the smoothness of the coasting process while improving energy recovery efficiency.

[0065] In step S14, the vehicle's gravity component affects its braking force during uphill and downhill driving. Therefore, the current road slope of the vehicle can also be considered when calculating the first correction coefficient.

[0066] When the road gradient is greater than a first gradient threshold, the fourth sub-correction coefficient is determined to be less than 0, where the first gradient threshold is greater than 0. The first gradient threshold is, for example, 8%. When the road gradient is greater than this threshold, it is determined that the vehicle is in an uphill state, and the vehicle's gravity component has provided sufficient braking force. If the energy recovery intensity is too high, it will cause the vehicle to decelerate too quickly, reducing the driving experience. Therefore, the drag sensation can be reduced by decreasing the energy recovery intensity. In this case, the fourth sub-correction coefficient can be determined to be a value less than 0, for example, -0.1.

[0067] When the road gradient is less than a second gradient threshold, the fourth sub-correction coefficient is determined to be greater than 0, where the second gradient threshold is less than 0. The second gradient threshold is, for example, -8%. When the road gradient is less than this threshold, the vehicle is determined to be on a downhill slope, requiring greater braking force to maintain speed. Therefore, by increasing the energy recovery intensity, more kinetic energy can be converted into electrical energy and stored in the battery, effectively increasing the driving range while maintaining stable speed. In this case, the fourth sub-correction coefficient can be determined to be a value greater than 0, for example, 0.1.

[0068] If the road slope is greater than a third slope threshold but less than a fourth slope threshold, the fourth sub-correction coefficient is determined to be equal to 0. The third slope threshold is less than 0 and greater than the second slope threshold, and the fourth slope threshold is greater than 0 and less than the first slope threshold. For example, the third slope threshold is -6%, and the fourth slope threshold is 6%. When the road slope is within this threshold range, the slope effect can be ignored, and energy recovery can be performed using a conventional recovery intensity. In this case, the fourth sub-correction coefficient can be set to 0, without affecting the current energy recovery intensity.

[0069] Since a single critical threshold may cause the correction coefficient to repeatedly turn on and off, resulting in frequent signal jumps, a hysteresis interval between thresholds can be utilized to stabilize the energy recovery intensity. For example, if the road slope is greater than or equal to the fourth slope threshold and less than or equal to the first slope threshold, or if the road slope is greater than or equal to the second slope threshold and less than or equal to the third slope threshold, the fourth sub-correction coefficient is determined to be equal to the fourth sub-correction coefficient at the previous moment. By setting a hysteresis interval, frequent changes in the correction coefficient caused by small fluctuations in road slope can be avoided, thus stabilizing the energy recovery intensity.

[0070] It should be understood that the specific values ​​of the first slope threshold, the second slope threshold, the third slope threshold, the fourth slope threshold, and the fourth sub-correction coefficient can be set according to actual needs, and this disclosure does not impose any restrictions on them.

[0071] The fourth sub-correction coefficient is determined by the road slope, which can dynamically adjust the energy recovery intensity according to the vehicle's gravity component during the current uphill and downhill process, reduce drag, and stabilize vehicle speed while improving energy recovery efficiency.

[0072] In step S15, to adapt to the complex and ever-changing driving environment, when determining the first correction coefficient, multiple dimensions of correction coefficients can be considered simultaneously. For example, two or three of the first, second, third, and fourth sub-correction coefficients can be considered simultaneously, or all four types of sub-correction coefficients can be considered simultaneously. When considering all four types of sub-correction coefficients simultaneously, the first correction coefficient... The calculation formula is as follows: .

[0073] First sub-correction coefficient This is the second sub-correction coefficient. This is the third sub-correction coefficient. This is the fourth sub-correction coefficient.

[0074] The first correction coefficient is obtained by superimposing correction coefficients from multiple dimensions. This can fully consider the coupling effects of multiple operating conditions and achieve adaptive dynamic adjustment of energy recovery intensity, taking into account energy recovery efficiency, driving safety and ride comfort.

[0075] Back Figure 1 In step S3, a second correction factor can be further calculated based on the calculated first correction factor and the baseline factor of the vehicle's current energy recovery level. The vehicle's current energy recovery level is, for example, the current energy recovery gear the vehicle is in. The second correction factor... The calculation formula is as follows: .

[0076] The first correction factor is... This is the baseline coefficient for the current energy recovery level of the vehicle.

[0077] In some embodiments, to avoid abrupt changes in recycling intensity and ensure that the second correction factor does not exceed a reasonable range of adjacent gears, the second correction factor can be constrained, for example, by making the second correction factor greater than the reference factor of the lower gear and less than the reference factor of the higher gear.

[0078] If the calculated second correction coefficient exceeds the aforementioned range, the energy recovery level is not switched; instead, the boundary value of the constraint range is taken. For example, if the second correction coefficient is greater than the second reference coefficient of the second energy recovery level, the second correction coefficient is determined to be equal to the second reference coefficient, wherein the second energy recovery level is adjacent to and higher than the first energy recovery level. That is, when the second correction coefficient is greater than the reference coefficient of the next higher level, the second correction coefficient is made equal to the reference coefficient of that higher level. If the second correction coefficient is less than the third reference coefficient of the third energy recovery level, the second correction coefficient is determined to be equal to the third reference coefficient, wherein the third energy recovery level is adjacent to and lower than the first energy recovery level. That is, when the second correction coefficient is less than the reference coefficient of the next lower level, the second correction coefficient is made equal to the reference coefficient of that lower level.

[0079] By setting a constraint range for the second correction coefficient, it can be ensured that the second correction coefficient does not exceed the reasonable range of adjacent gears, thereby avoiding sudden changes in energy recovery intensity.

[0080] In step S5, the vehicle controller can adjust the calculated second correction coefficient. And the maximum energy recovery torque of the motor in the vehicle, fed back by the motor controller. Calculate the vehicle's current energy recovery torque The calculation formula is as follows: .

[0081] The vehicle controller then sends the calculated energy recovery torque to the motor controller. The motor controller receives the command from the vehicle controller and controls the motor to output the corresponding energy recovery torque to complete the regenerative braking energy recovery.

[0082] By comprehensively considering various operating conditions to determine the correction coefficient, and combining the maximum energy recovery torque of the motor to determine the current energy recovery torque, the energy recovery intensity can be adaptively adjusted, taking into account energy recovery efficiency, driving safety and ride comfort.

[0083] The following is for reference. Figure 3 and Figure 4 The present disclosure describes a control device for executing any of the embodiments of the control method described above. Figure 3 This is a block diagram illustrating a control device according to some embodiments of the present disclosure.

[0084] like Figure 3As shown, the vehicle control device 3 includes: a first determining module 31, configured to determine a first correction coefficient based on at least one of the following: the current state of charge of the battery in the vehicle, wheel speed, vehicle speed, and road gradient of the road where the vehicle is located; a second determining module 32, configured to determine a second correction coefficient based on the first correction coefficient and a first reference coefficient for a first energy recovery level, wherein the first energy recovery level is the current energy recovery level of the vehicle; and a third determining module 33, configured to determine the current energy recovery torque of the vehicle based on the second correction coefficient and the maximum energy recovery torque of the motor in the vehicle, wherein the energy recovery torque is used to control the vehicle.

[0085] The first determining module 31 of the control device 3 can be used, for example, to perform... Figure 1 Step S1. The second determining module 32 of the control device 3 can be used, for example, to perform... Figure 1 Step S3. The third determining module 33 of the control device 3 can be used, for example, to perform... Figure 1 Step S5.

[0086] It should be understood that the control device may also include other modules for performing other steps in the control method of the embodiments of this disclosure.

[0087] The control device of this disclosure can improve energy recovery efficiency while ensuring driving safety.

[0088] Figure 4 This is a block diagram illustrating a control device according to other embodiments of the present disclosure.

[0089] like Figure 4 As shown, the control device 4 includes: at least one memory 41; and at least one processor 42 coupled to the at least one memory 41, the at least one processor 42 being configured to execute the control method as described in any of the foregoing embodiments based on instructions stored in the at least one memory 41.

[0090] Memory 41 is used to store one or more computer-readable instructions. Memory 41 may include any combination of various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory, including but not limited to random access memory, dynamic random access memory, static random access memory, read-only memory, and flash memory. Memory 41 may, for example, store operating systems, application programs, boot loaders, databases, and other programs, as well as various application programs and various data.

[0091] The processor 42 is configured to execute computer-readable instructions to implement the control method described in any of the foregoing embodiments. Specific implementations of each step of the method can be found in the above embodiments, for example... Figure 1 The steps involved are repeated here, so the details will not be repeated.

[0092] The processor 42 can be various processing devices, such as a central processing unit (CPU), a network processor, etc.; it can also be a digital signal processor, an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. The CPU can be based on x86 or ARM architectures, etc.

[0093] The processor 42 and the memory 41 can communicate with each other directly or indirectly. For example, the processor 42 and the memory 41 can communicate via a network. The network can include a wireless network, a wired network, and / or any combination of wireless and wired networks. The processor 42 and the memory 41 can also communicate with each other via a system bus, which is not limited in this disclosure.

[0094] It should be noted that Figure 4 The components of the control device 4 shown are merely exemplary and not limiting; the control device 4 may have other components depending on the actual application requirements. The processor 42 can control other components in the control device 4 to perform desired functions. The control device 4 can be implemented by software, firmware, and / or hardware and can be integrated into a device with the relevant application installed.

[0095] The control device disclosed herein can improve energy recovery efficiency while ensuring driving safety.

[0096] The embodiments of this disclosure also provide a vehicle, which is described below in conjunction with... Figure 5 Provide a detailed description. Figure 5 This is a block diagram illustrating a vehicle according to some embodiments of the present disclosure.

[0097] like Figure 5 As shown, vehicle 5 includes: a vehicle control device 51 as described in any of the preceding embodiments; and a motor control device 52, the motor control device 52 being configured to receive an energy recovery torque sent by the vehicle control device 51, and control the motor to perform energy recovery according to the energy recovery torque.

[0098] The vehicle control device 51 is, for example, a vehicle controller, and the motor control device 52 is, for example, a motor controller. The vehicle control device 51 sends the calculated energy recovery torque to the motor control device 52. The motor control device 52 receives the command sent by the vehicle control device 51 and controls the motor to output the corresponding energy recovery torque to complete the regenerative braking energy recovery.

[0099] The vehicle disclosed in this embodiment can improve energy recovery efficiency while ensuring driving safety.

[0100] Figure 6 This is a block diagram illustrating a computer system for implementing some embodiments of the present disclosure.

[0101] like Figure 6 As shown, computer system 6 can be represented as a general-purpose computing device. Computer system 6 includes memory 61, processor 62, and bus 60 connecting different system components.

[0102] The memory 61 can be various forms of computer-readable storage media, such as system memory, non-volatile storage media, etc. System memory may store, for example, an operating system, application programs, a bootloader, and other programs. System memory may include volatile storage media, such as random access memory (RAM) and / or cache memory. Non-volatile storage media may store, for example, instructions for executing corresponding embodiments of the control method. Non-volatile storage media include, but are not limited to, disk storage, optical storage, flash memory, etc.

[0103] The processor 62 can be implemented using a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete hardware components such as discrete gates or transistors. Accordingly, each module can be implemented by the central processing unit (CPU) executing instructions in memory to perform the corresponding steps, or by dedicated circuitry to execute the corresponding steps.

[0104] Bus 60 can use any of the various bus architectures. For example, bus architectures include, but are not limited to, Industry Standard Architecture (ISA) bus, Micro Channel Architecture (MCA) bus, and Peripheral Component Interconnect (PCI) bus.

[0105] Computer system 6 may also include input / output interface 63, network interface 64, and storage interface 65. These interfaces 63, 64, and 65, as well as memory 61 and processor 62, can be connected via bus 60. Input / output interface 63 provides a connection interface for input / output devices such as monitors, mice, and keyboards. Network interface 64 provides a connection interface for various networked devices. Storage interface 65 provides a connection interface for external storage devices such as floppy disks, USB flash drives, and SD cards.

[0106] According to embodiments of this disclosure, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, some embodiments of this disclosure include a computer program product that, when run on a computer, causes the computer to implement the control method described in any of the foregoing embodiments. The computer program product includes computer instructions carried on a computer-readable medium, the computer instructions containing program code for performing the methods shown in the flowcharts.

[0107] The control method of this disclosure can improve energy recovery efficiency while ensuring driving safety.

[0108] It should be noted that, in the context of this disclosure, a computer-readable medium can be a tangible medium that may contain or store programs for use by or in conjunction with an instruction execution system, apparatus, or device.

[0109] A computer-readable medium may be a computer-readable storage medium, a computer-readable signal medium, or any combination thereof.

[0110] Computer-readable storage media include, but are not limited to, systems, apparatuses, or devices that are electrical, magnetic, optical, electromagnetic, infrared, or semiconductor, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to, electrical connections having one or more wires, portable computer disks, hard disks, random access memory, read-only memory, erasable programmable read-only memory, optical fibers, portable compact disk read-only memory, optical storage devices, magnetic storage devices, or any suitable combination thereof. In this disclosure, a computer-readable storage medium can be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. Computer instructions are stored on the computer-readable storage medium that, when executed by a processor, implement the control method described in any of the foregoing embodiments.

[0111] The control method of this disclosure can improve energy recovery efficiency while ensuring driving safety.

[0112] Various embodiments of this disclosure have now been described in detail. To avoid obscuring the concept of this disclosure, some details known in the art have not been described. Those skilled in the art will fully understand how to implement the technical solutions disclosed herein based on the above description.

[0113] While specific embodiments of this disclosure have been described in detail by way of examples, those skilled in the art should understand that the examples are for illustrative purposes only and not intended to limit the scope of this disclosure. Those skilled in the art should understand that modifications can be made to the above embodiments or equivalent substitutions can be made to some technical features without departing from the scope and spirit of this disclosure. The scope of this disclosure is defined by the appended claims.

Claims

1. A method for controlling a vehicle, comprising: The first correction factor is determined based on at least one of the following: the current state of charge of the battery in the vehicle, the wheel speed, the vehicle speed, and the road gradient of the road where the vehicle is located. A second correction coefficient is determined based on the first correction coefficient and the first reference coefficient of the first energy recovery level, wherein the first energy recovery level is the energy recovery level currently in which the vehicle is located; The current energy recovery torque of the vehicle is determined based on the second correction coefficient and the maximum energy recovery torque of the motor in the vehicle, wherein the energy recovery torque is used to control the vehicle.

2. The control method according to claim 1, wherein, The first correction factor is determined based on at least one of the following: the current state of charge of the vehicle's battery, wheel speed, vehicle speed, and the road gradient of the road where the vehicle is located. Based on the stated state of charge, determine the first sub-correction coefficient; The second sub-correction coefficient is determined based on the wheel speed and the vehicle speed; Based on the vehicle speed, determine the third sub-correction coefficient; Based on the road slope, determine the fourth sub-correction coefficient; The first correction coefficient is determined based on at least two of the first sub-correction coefficient, the second sub-correction coefficient, the third sub-correction coefficient, and the fourth sub-correction coefficient.

3. The control method according to claim 2, wherein, Determining the first sub-correction coefficient based on the stated state of charge includes: If the state of charge is greater than the first state of charge threshold, the first sub-correction coefficient is determined to be less than 0; If the state of charge is less than the second state of charge threshold, the first sub-correction coefficient is determined to be equal to 0, wherein the second state of charge threshold is less than the first state of charge threshold. If the state of charge is less than or equal to the first state of charge threshold and greater than or equal to the second state of charge threshold, the first sub-correction coefficient is determined to be equal to the first sub-correction coefficient at the previous moment.

4. The control method according to claim 2, wherein, The second sub-correction coefficient is determined based on the wheel speed and the vehicle speed, including: Based on the wheel speeds, determine the speed difference between the drive wheel and the follower wheel; The second sub-correction coefficient is determined based on the vehicle speed and the wheel speed difference.

5. The control method according to claim 4, wherein, The second sub-correction coefficient is determined based on the vehicle speed and the wheel speed difference, including: If the vehicle speed is less than a first vehicle speed threshold and the wheel speed difference is greater than the first wheel speed threshold, or if the vehicle speed is greater than or equal to the first vehicle speed threshold and the wheel speed difference is greater than the second wheel speed threshold, the second sub-correction coefficient is determined to be less than 0, wherein the second wheel speed threshold is positively correlated with the vehicle speed. In the case where the vehicle speed is less than the first vehicle speed threshold and the wheel speed difference is less than the third wheel speed threshold, or the vehicle speed is greater than or equal to the first vehicle speed threshold and the wheel speed difference is less than the fourth wheel speed threshold, the second sub-correction coefficient is determined to be equal to 0, wherein the third wheel speed threshold is less than the first wheel speed threshold, and the fourth wheel speed threshold is positively correlated with the vehicle speed and less than the second wheel speed threshold; If the vehicle speed is less than the first vehicle speed threshold and the wheel speed difference is greater than or equal to the third wheel speed threshold and less than or equal to the first wheel speed threshold, or if the vehicle speed is greater than or equal to the first vehicle speed threshold and the wheel speed difference is greater than or equal to the fourth wheel speed threshold and less than or equal to the second wheel speed threshold, then the second sub-correction coefficient is determined to be equal to the second sub-correction coefficient at the previous moment.

6. The control method according to claim 2, wherein, Based on the vehicle speed, the third sub-correction coefficient is determined as follows: If the vehicle speed is less than the second vehicle speed threshold, the third sub-correction coefficient is determined to be less than 0; If the vehicle speed is greater than the third vehicle speed threshold and less than the fourth vehicle speed threshold, the third sub-correction coefficient is determined to be equal to 0, wherein the third vehicle speed threshold is greater than the second vehicle speed threshold and the fourth vehicle speed threshold is greater than the third vehicle speed threshold. If the vehicle speed is greater than the fifth vehicle speed threshold, the third sub-correction coefficient is determined to be greater than 0, wherein the fifth vehicle speed threshold is greater than the fourth vehicle speed threshold. If the vehicle speed is greater than or equal to the second vehicle speed threshold and less than or equal to the third vehicle speed threshold, or if the vehicle speed is greater than or equal to the fourth vehicle speed threshold and less than or equal to the fifth vehicle speed threshold, the third sub-correction coefficient is determined to be equal to the third sub-correction coefficient at the previous moment.

7. The control method according to claim 2, wherein, Based on the road slope, the fourth sub-correction factor is determined as follows: If the road slope is greater than the first slope threshold, the fourth sub-correction coefficient is determined to be less than 0, wherein the first slope threshold is greater than 0. If the road slope is less than the second slope threshold, the fourth sub-correction coefficient is determined to be greater than 0, wherein the second slope threshold is less than 0; If the road slope is greater than the third slope threshold and less than the fourth slope threshold, the fourth sub-correction coefficient is determined to be equal to 0, wherein the third slope threshold is less than 0 and greater than the second slope threshold, and the fourth slope threshold is greater than 0 and less than the first slope threshold. If the road slope is greater than or equal to the fourth slope threshold and less than or equal to the first slope threshold, or if the road slope is greater than or equal to the second slope threshold and less than or equal to the third slope threshold, the fourth sub-correction coefficient is determined to be equal to the fourth sub-correction coefficient at the previous moment.

8. The control method according to claim 1, further comprising: If the second correction factor is greater than the second reference factor of the second energy recovery level, the second correction factor is determined to be equal to the second reference factor, wherein the second energy recovery level is adjacent to and higher than the first energy recovery level; If the second correction factor is less than the third reference factor of the third energy recovery level, the second correction factor is determined to be equal to the third reference factor, wherein the third energy recovery level is adjacent to the first energy recovery level and is lower than the first energy recovery level.

9. A vehicle control device, comprising: The first determining module is configured to determine a first correction coefficient based on at least one of the following: the state of charge of the battery in the vehicle at the current moment, the wheel speed, the vehicle speed, and the road gradient of the road where the vehicle is located. The second determining module is configured to determine a second correction coefficient based on the first correction coefficient and a first reference coefficient of the first energy recovery level, wherein the first energy recovery level is the energy recovery level currently in which the vehicle is located; The third determining module is configured to determine the current energy recovery torque of the vehicle based on the second correction coefficient and the maximum energy recovery torque of the motor in the vehicle, wherein the energy recovery torque is used to control the vehicle.

10. A vehicle control device, comprising: At least one memory; as well as At least one processor coupled to the at least one memory, the at least one processor being configured to execute the control method as described in any one of claims 1 to 8 based on instructions stored in the at least one memory.

11. A vehicle comprising: The vehicle control device as described in claim 9 or 10; as well as A motor control device is configured to receive energy recovery torque sent by the vehicle's control device and control the motor to perform energy recovery according to the energy recovery torque.

12. A computer-readable storage medium having stored thereon computer instructions that, when executed by a processor, implement the control method as described in any one of claims 1 to 8.

13. A computer program product, when run on a computer, causes the computer to implement the control method as described in any one of claims 1 to 8.

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