Energy recovery method, device, controller, vehicle and medium of vehicle

Abstract

Embodiments of the present application provide a vehicle energy recovery method, device, controller, vehicle and medium. The method comprises: after determining that a vehicle has a slip event, obtaining a slip frequency of the vehicle within a preset window, the preset window comprising a preset time window or a mileage window; determining a target energy recovery mode of the vehicle in the current driving cycle according to the slip frequency and a preset frequency threshold; and performing energy recovery according to the target energy recovery mode. The method is used to avoid the risk of loss of control caused by high recovery torque on low adhesion road surface, and to improve the energy recovery efficiency on high adhesion road surface, thereby achieving the effect of simultaneous optimization of safety and economy.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a method, apparatus, controller, vehicle, and medium for energy recovery in a vehicle. Background Technology

[0002] Vehicle slippage refers to a dynamic instability phenomenon where insufficient adhesion between the vehicle's tires and the road surface causes a significant deviation between the actual linear velocity of the tires and the theoretical speed of the vehicle or the theoretical rotational speed of the wheels. In hybrid or electric four-wheel-drive vehicles driving in complex road conditions, the efficiency and stability of the recovery system (such as kinetic energy recovery system) directly affect the vehicle's range, driving safety, and energy utilization. For example, in a slippage state, the drive wheels are prone to uneven distribution of recovered torque, which may lead to tire spin, power output interruption, or reduced recovery efficiency.

[0003] In related technologies, switching the vehicle's energy recovery mode through logic triggered by a single threshold results in frequent switching of the vehicle's energy recovery mode, and the vehicle's energy recovery efficiency is low and its stability is poor, which seriously affects the driving experience. Summary of the Invention

[0004] This application provides a method, apparatus, controller, vehicle, and medium for energy recovery of vehicles, which aims to both avoid the risk of loss of control due to high recovery torque on low-adhesion roads and improve the energy recovery efficiency on high-adhesion roads, thereby achieving a synergistic optimization of safety and economy.

[0005] In a first aspect, embodiments of this application provide a vehicle energy recovery method, comprising: after determining that a vehicle has experienced a skidding event, acquiring the frequency of skidding within a preset window, the preset window including a preset time window or a mileage window; determining a target energy recovery mode for the vehicle in the current driving cycle based on the skidding frequency and a preset frequency threshold; and performing energy recovery according to the target energy recovery mode.

[0006] In one possible implementation, the target energy recovery mode of the vehicle in the current driving cycle is determined based on the slip frequency and a preset frequency threshold, including: if the slip frequency is greater than the frequency threshold, the target energy recovery mode is determined to be a four-wheel drive recovery mode; if the slip frequency is less than or equal to the frequency threshold, the target energy recovery mode is determined based on the road surface adhesion coefficient.

[0007] In one possible implementation, the vehicle energy recovery method further includes: if the duration of the current driving cycle of the vehicle does not reach the time window length or the mileage does not reach the mileage window length, then a target energy recovery mode is determined based on the road surface adhesion coefficient.

[0008] In one possible implementation, determining the target energy recovery mode based on the road surface adhesion coefficient includes: obtaining a first road surface adhesion coefficient of the vehicle before the slippage event occurs; obtaining a second road surface adhesion coefficient of the vehicle after the slippage event occurs; and determining the target energy recovery mode of the vehicle based on the first road surface adhesion coefficient and the second road surface adhesion coefficient, wherein the target energy recovery mode includes a front wheel recovery mode or a rear wheel recovery mode.

[0009] In one possible implementation, determining the target energy recovery mode of the vehicle based on a first road surface adhesion coefficient and a second road surface adhesion coefficient includes: calculating the absolute value of the difference between the first road surface adhesion coefficient and the second road surface adhesion coefficient; if the absolute value of the difference is greater than a preset threshold, then determining the target energy recovery mode as a four-wheel drive recovery mode; if the absolute value of the difference is less than or equal to the preset threshold, then determining the target energy recovery mode as a front wheel recovery mode when the second road surface adhesion coefficient is greater than the preset adhesion coefficient threshold, and determining the target energy recovery mode as a rear wheel recovery mode when the second road surface adhesion coefficient is less than or equal to the preset adhesion coefficient threshold.

[0010] In one possible implementation, energy recovery is performed according to a target energy recovery mode, including: if the target energy recovery mode is a four-wheel drive recovery mode, then energy recovery is performed according to the four-wheel drive recovery mode; if the target energy recovery mode is a front wheel recovery mode or a rear wheel recovery mode, then after a target duration, energy recovery is performed by switching to the front wheel recovery mode or the rear wheel recovery mode, where the target duration is determined based on the second road surface adhesion coefficient of the vehicle after the slippage event occurs.

[0011] In one possible implementation, the vehicle energy recovery method further includes: determining a preset window based on a first road surface adhesion coefficient of the vehicle before the slippage event occurs, wherein the magnitude of the first road surface adhesion coefficient is proportional to the length of the preset window.

[0012] In one possible implementation, the vehicle energy recovery method further includes: determining the average road surface adhesion coefficient within a target mileage before the skidding event occurs, and using the average road surface adhesion coefficient as a first road surface adhesion coefficient; determining the average road surface adhesion coefficient within a target mileage after the skidding event occurs, and using the average road surface adhesion coefficient as a second road surface adhesion coefficient.

[0013] In one possible implementation, energy recovery is performed according to a four-wheel drive recovery mode, including controlling the average distribution of recovered torque to the four wheels of the vehicle.

[0014] Secondly, embodiments of this application provide an energy recovery device for a vehicle, comprising: an acquisition module, configured to acquire the frequency of vehicle slippage within a preset window after determining that a vehicle slippage event has occurred, the preset window including a preset time window or a mileage window; a determination module, configured to determine a target energy recovery mode for the vehicle in the current driving cycle based on the slippage frequency and a preset frequency threshold; and a recovery module, configured to perform energy recovery according to the target energy recovery mode.

[0015] Thirdly, embodiments of this application provide a vehicle controller, including: a memory and a processor; the memory stores computer-executable instructions; the processor executes the computer-executable instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0016] Fourthly, embodiments of this application provide a vehicle including the vehicle controller described in the third aspect above.

[0017] Fifthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0018] In a sixth aspect, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0019] The vehicle energy recovery method, device, controller, vehicle, and medium provided in this application embodiment, by detecting a vehicle slippage event, statistically analyzing the slippage frequency based on a preset time or mileage window and dynamically matching it with a threshold, can accurately quantify the stability of the tire and road surface adhesion state in the current driving cycle. It can also adjust the recovery intensity in real time according to the road surface adhesion conditions. This mechanism of dynamic adjustment based on actual working conditions not only ensures the active safety of the vehicle in high slippage scenarios, but also avoids the efficiency loss of traditional fixed recovery strategies on stable road surfaces, ultimately achieving a dual optimization of the safety and economy of energy recovery. Attached Figure Description

[0020] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0021] Figure 1 A schematic diagram illustrating the energy recovery scenario for the vehicle provided in this application;

[0022] Figure 2 Flowchart of the energy recovery method for vehicles provided in this application Figure 1 ;

[0023] Figure 3 Flowchart of the energy recovery method for vehicles provided in this application Figure 2 ;

[0024] Figure 4 A schematic diagram of the energy recovery device for the vehicle provided in this application;

[0025] Figure 5 This is a schematic diagram of the structure of the vehicle controller provided in this application.

[0026] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0027] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0028] First, let me explain the terms used in this application:

[0029] Four-wheel drive regenerative braking is a technical solution for new energy vehicles that coordinates the front and rear axle motors (or front and rear axle power systems) to participate in braking energy recovery during the energy recovery phase. Its core lies in utilizing the collaborative control capabilities of multiple power sources under a four-wheel drive architecture. When the vehicle decelerates or coasts, the regenerative torque ratio between the front and rear axles is dynamically distributed based on parameters such as vehicle speed, wheel speed, battery status, and driving intention. For example, at low speeds, front axle regeneration is emphasized to reduce rear axle load fluctuations; at high speeds, front and rear axle regeneration is balanced to improve overall efficiency; or differential control is used to compensate for regeneration capacity when one wheel slips. Ultimately, this achieves higher energy recovery efficiency, more stable braking feedback, and better overall vehicle dynamic balance than single-axle regeneration mode, making it particularly suitable for complex road conditions or high-performance four-wheel drive electric vehicles that demand both energy efficiency and handling.

[0030] Front-wheel regenerative braking is a technology in new energy vehicles that primarily relies on the front axle motor (or front axle drive system) to convert braking energy during energy recovery. Its core logic is that during vehicle deceleration or coasting, the front axle motor converts the rotational kinetic energy of the front wheels into electrical energy and stores it in the battery. Simultaneously, the motor's reverse torque generates braking. The rear axle typically relies on mechanical braking or low-intensity regenerative braking as assistance. This mode simplifies system control complexity and reduces energy loss by centrally recovering kinetic energy from the front wheels (since the front wheels typically bear a greater braking load). It is particularly suitable for front-wheel-drive vehicles or scenarios where prioritizing rear axle drive stability is crucial (such as vehicles with high-power motors or complex transmission systems on the rear axle). However, the higher regenerative load on a single axle may increase the risk of front-wheel brake fade due to heat. Therefore, optimizing the regenerative braking intensity curve or coordinating with mechanical braking is necessary to balance efficiency and safety.

[0031] Rear-wheel regeneration is a technology in which new energy vehicles primarily rely on the rear axle motor (or rear axle drive system) to convert the kinetic energy of the rear wheels into electrical energy and store it during the energy recovery phase. Its core logic is to generate braking torque through the reverse drag of the rear axle motor, while simultaneously recovering the energy during vehicle deceleration or coasting. The front wheels typically use mechanical braking or low-intensity regeneration assistance. This mode is suitable for rear-wheel drive vehicles or scenarios where the steering flexibility of the front wheels needs to be prioritized (such as when the front wheels are equipped with a complex steering system or are under high load). By centrally recovering the kinetic energy of the rear wheels, the load on the front wheel braking system can be reduced, the risk of heat fade can be reduced, and the energy recovery efficiency can be improved. However, it should be noted that unilateral regeneration of the rear axle may lead to uneven distribution of braking force. It is necessary to use the electronic braking system to dynamically coordinate the braking forces of the front and rear axles to ensure the stability and safety of the vehicle in wet or curved conditions.

[0032] When hybrid or electric four-wheel drive vehicles are driving in complex road conditions (such as slippery roads, icy roads, gravel roads, and other low-friction environments), the operating efficiency and stability of the recovery system (such as the energy recovery system) directly affect the vehicle's driving range, driving safety, and energy utilization. On low-friction surfaces, the vehicle's drive wheels are prone to slippage, leading to uneven distribution of recovery torque, which may cause problems such as tire spin, power output interruption, or reduced recovery efficiency.

[0033] Existing energy recovery systems typically rely on Electronic Stability Control (ESC) to monitor slippage in real time and switch drive modes (such as from two-wheel drive to four-wheel drive) through fixed logic. However, they lack the ability to intelligently analyze the dynamic changes in slippage frequency and adhesion coefficient, resulting in delayed mode switching or over-reliance on a single threshold judgment, making them unable to adapt to complex and ever-changing road conditions.

[0034] Based on the above problems, the vehicle energy recovery scheme provided in this application provides a multi-dimensional judgment logic by real-time monitoring of vehicle slippage status, statistical analysis of slippage frequency within a preset window, and combining the difference in average adhesion coefficient before and after slippage. This logic dynamically determines whether to maintain four-wheel drive mode or switch back to two-wheel drive mode. Compared with existing solutions, this solution solves the problems of lagging energy recovery mode switching, high misjudgment rate, and inability to adapt to complex road conditions in the prior art by introducing slippage frequency statistics within a time window, dynamic analysis of adhesion coefficient, and multi-threshold linkage judgment mechanism, thereby achieving intelligent adaptive control of energy recovery mode.

[0035] The energy recovery scheme for vehicles provided in this application is applicable to the kinetic energy recovery system of hybrid or electric four-wheel drive vehicles under complex road conditions (such as wet, slippery, icy, and gravel roads), and this application does not impose any restrictions on it.

[0036] First, examples illustrate the application scenarios of this application. Please refer to... Figure 1 , Figure 1 This is a schematic diagram illustrating a scenario for the vehicle drive control method provided in an embodiment of this application. Figure 1 As shown, the scenario includes a simplified structural diagram of the vehicle's internal architecture, including the Vehicle Control Unit (VCU) 110 and the Electronic Stability Control (ESC) 120. The VCU 110 and the ESC 120 can communicate via a Controller Area Network (CAN) bus to exchange data.

[0037] In addition, such as Figure 1 As shown, the implementation environment corresponding to this vehicle control scheme includes four independent steering motors, four wheel hub motors, two motor controllers, a front motor controller that controls the two front wheel motors to simultaneously monitor the front motor speed and torque, and send the stall status and stall torque, a rear motor controller that controls the two rear wheel motors to simultaneously monitor the rear motor speed and torque, and send the stall status and stall torque, and a vehicle control unit (VCU) 110 that controls the four steering motors.

[0038] In an exemplary embodiment, the vehicle energy recovery method provided in this application can be executed by a vehicle controller (VCU) 110. Exemplarily, the VCU 110 receives a slippage state and slippage coefficient from an electronic stability control system (ESC) 120. After determining that a vehicle slippage event has occurred, the VCU 110 obtains the slippage frequency of the vehicle within a preset window, where the preset window includes a preset time window or a mileage window. Then, based on the slippage frequency and a preset frequency threshold, the VCU 110 determines the target energy recovery mode for the vehicle in the current driving cycle and performs energy recovery based on the target energy recovery mode to achieve intelligent adaptive control of the energy recovery mode.

[0039] In another embodiment, the vehicle controller (VCU) 110 also controls at least one of the vehicle's left front steering motor, right front steering motor, left rear steering motor, and right rear steering motor to drive the four vehicles of the vehicle to perform energy recovery, based on the target driving mode.

[0040] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0041] Figure 2 A flowchart illustrating the energy recovery method for vehicles provided in this application embodiment. Figure 1 This method can be applied to Figure 1 The implementation environment shown is specifically executed by the vehicle controller (VCU) 110 within that implementation environment. It should be understood that this method can also be applied to other exemplary implementation environments and executed by devices in other implementation environments; this embodiment does not limit the implementation environment to which the method is applicable. Figure 2 As shown, the flow of this vehicle control method includes steps S201 to S203, which are described in detail below:

[0042] Step S201: After determining that a vehicle skidding event has occurred, obtain the frequency of vehicle skidding within a preset window, which may include a preset time window or a preset mileage window.

[0043] For example, the high-precision wheel speed sensors built into the Electronic Stability Control (ESC) system installed in the vehicle monitor the rotational speed of each wheel in real time. Simultaneously, combined with yaw rate sensors and steering angle sensors, it acquires information about the vehicle's actual driving status. When the vehicle is driving on a slippery surface or performing operations such as rapid acceleration or sharp turns, if the ESC determines through data analysis that the rotational speed of the drive wheels (assuming the vehicle is front-wheel drive, then the drive wheels are the front wheels) does not match the actual vehicle speed—for example, the front wheels are rotating too fast while the vehicle's forward speed does not increase synchronously, resulting in wheel spin—or if data such as yaw rate indicates that the vehicle is deviating from its intended trajectory and exhibiting a tendency to sideslip, the ESC will determine that the drive wheels are slipping and will send a slip status signal containing information such as the degree of slippage, slip coefficient, and duration of slippage. This slip status signal is then sent to the Vehicle Control Unit (VCU), which in turn determines that a slippage event has occurred.

[0044] After confirming that a vehicle skidding event has occurred, record the current timestamp or vehicle mileage location. Then, obtain the frequency of skidding within a preset window. Specifically, if the preset window is a 5-minute time window, the timer starts from the moment the skidding event occurs, and a timestamp is recorded for each skidding event that occurs within 5 minutes. At the end of 5 minutes, the total number of skidding events within the window is counted (e.g., if 3 skidding events occur, the skidding frequency is 3 times / 5 minutes).

[0045] Similarly, if the preset window is a 10-kilometer mileage window, the vehicle mileage is recorded from the time the slippage event occurs. When the vehicle mileage increases by 10 kilometers, the total number of slippage events within that mileage window is counted (e.g., if 4 slippage events occur, the slippage frequency is 4 times / 10 kilometers). The frequency of vehicle slippage can be quantified by the slippage frequency of the time or mileage window.

[0046] It should be noted that the length of the preset time window or preset mileage window is related to the real-time operating conditions of the vehicle and the road conditions in which the vehicle is located. This application does not impose any restrictions on the specific values.

[0047] Step S202: Determine the target energy recovery mode of the vehicle in this driving cycle based on the slippage frequency and the preset frequency threshold.

[0048] For example, after a vehicle slippage event, the measured slippage frequency within a preset window can be dynamically compared and analyzed with a pre-calibrated frequency threshold. For instance, if the slippage frequency consistently exceeds the high-frequency threshold, it indicates the vehicle is on a low-traction surface (such as ice, snow, wet, or gravel). In this case, the system will automatically prioritize ensuring driving stability and switch the target energy recovery mode to a low-intensity recovery level. This reduces the additional load on the drive wheels by decreasing the motor's reverse torque, preventing loss of vehicle control due to the combined effect of recovery torque and slippage. Conversely, if the slippage frequency is below the low-frequency threshold or no slippage is detected for an extended period, the road surface adhesion is considered good. The system can maintain or upgrade to a high-intensity recovery mode to maximize braking energy recovery efficiency. Simultaneously, a torque distribution algorithm coordinates the front and rear axle recovery ratios to ensure that vehicle dynamic balance is maintained while improving energy efficiency, ultimately achieving adaptive optimization of the energy recovery strategy based on real-time operating conditions.

[0049] Step S203: Perform energy recovery according to the target energy recovery mode.

[0050] For example, after determining the target energy recovery mode, a dynamic torque command can be sent to the motor controller according to the target energy recovery mode. This dynamic torque command includes a requested torque, thereby causing the drive motor to enter the generator state and precisely adjust the magnitude of the anti-drag torque. Specifically, if the target mode is low-intensity recovery, the motor controller will limit the motor output torque to below a safe threshold, while coordinating the hydraulic braking system to provide auxiliary braking force to ensure that the total braking deceleration meets the driver's expectations. In this case, the recovered energy will first meet the needs of the vehicle's low-voltage electrical loads, and only the excess will be stored in the power battery.

[0051] If the target mode is high-intensity recycling, the motor controller will maximize the motor's power generation by optimizing the stator magnetic field phase and rotor speed matching to improve the energy conversion efficiency. At the same time, the power battery management system (BMS) will adjust the charging strategy accordingly, adopting segmented constant current and constant voltage charging modes to avoid overcharging. In addition to supplying the vehicle's power, the remaining recovered energy will be charged into the battery at a higher power.

[0052] Furthermore, in four-wheel drive models, the regenerative torque ratio can be dynamically distributed based on the slippage status of the front and rear axles. For example, when the front axle slips, more regenerative load is transferred to the rear axle, and the difference in regenerative torque between the two wheels is adjusted via an electronic differential lock to prevent fishtailing caused by excessive braking force on one side. Throughout the energy recovery process, the motor temperature, state of charge (SOC), and voltage fluctuations are continuously monitored. When the motor temperature exceeds a safe threshold, the regenerative intensity is automatically reduced. When the SOC approaches its upper limit, the system switches to a maintenance mode, supplying only the vehicle's electrical systems, ensuring that the system operates efficiently while always remaining within a safe operating range.

[0053] It should be noted that in the embodiments provided in this application, after determining that the vehicle has slipped, the energy recovery mode of the vehicle is immediately switched to the four-wheel drive recovery mode. Then, in the four-wheel drive recovery mode, the timing of exiting the four-wheel drive recovery mode is determined based on the slipping frequency and a preset frequency threshold. After exiting the four-wheel drive recovery mode, the system switches to the target energy recovery mode to recover energy.

[0054] In the embodiments provided in this application, by pre-setting a window to count the frequency of slippage and dynamically matching the energy recovery mode, the recovery intensity can be adjusted in real time according to the road surface adhesion conditions. This avoids the risk of loss of control being aggravated by high recovery torque on low-adhesion roads, while improving the energy recovery efficiency on high-adhesion roads, thus achieving synergistic optimization of safety and economy.

[0055] Based on the above embodiments, in an exemplary embodiment provided in this application, the specific implementation process of determining the target energy recovery mode of the vehicle in the current driving cycle based on the slippage frequency and a preset frequency threshold may further include steps S301 and S302, which are described in detail below:

[0056] Step S301: If the slippage frequency is greater than the frequency threshold, then the target energy recovery mode is determined to be the four-wheel drive recovery mode.

[0057] Step S302: If the slippage frequency is less than or equal to the frequency threshold, then the target energy recovery mode is determined based on the road surface adhesion coefficient.

[0058] If the detected slippage frequency exceeds a preset threshold, it indicates that the vehicle is currently on a low-traction surface or experiencing frequent tire slippage. In this case, the system will automatically determine that prioritizing driving stability is necessary, and thus set the target energy recovery mode to four-wheel drive recovery mode. In this four-wheel drive recovery mode, the vehicle control unit (VCU) will synchronously coordinate the recovery torque distribution between the front and rear axle motors. By reducing the front axle motor's drag torque to minimize interference with the steering wheels, it will simultaneously enhance the rear axle motor's recovery strength to provide auxiliary braking. Furthermore, it will utilize the electronic differential lock to dynamically adjust the difference in recovery torque between the left and right wheels to prevent fishtailing or skidding caused by excessive braking force on one side.

[0059] In addition, the four-wheel drive recovery mode is deeply coupled with the hydraulic braking system. When the motor recovery torque approaches the adhesion limit, it automatically intervenes with mechanical braking to ensure that the total braking force is always within the safe range of the tire-road friction circle, ultimately achieving a balance and optimization of stability control and energy recovery efficiency under high slip risk conditions.

[0060] If the detected slippage frequency is less than or equal to a preset frequency threshold, it indicates that the vehicle is currently in a stable driving state with high traction or low slippage risk. In this case, the target energy recovery mode will be further determined by combining the road surface adhesion coefficient estimation results, as follows:

[0061] When the road surface adhesion coefficient is higher than the high adhesion threshold (such as dry asphalt road surface), it can be determined that it can support high-intensity recycling conditions and automatically activate the dual-motor full-power recycling mode. By maximizing the reverse drag torque of the front and rear axle motors, the energy recycling efficiency is improved, while the torque distribution ratio is dynamically adjusted to optimize the vehicle braking balance.

[0062] When the road surface adhesion coefficient is in a medium range (such as a wet road surface), the energy recovery mode is switched to adaptive recovery mode, which adjusts the recovery intensity in real time according to vehicle speed, accelerator pedal opening and state of charge (SOC) to recover as much energy as possible while ensuring braking comfort.

[0063] When the road surface adhesion coefficient is close to the low adhesion boundary (such as a thin snow surface), the vehicle's energy recovery mode can adopt a conservative recovery strategy, appropriately reduce the single-axle recovery torque and increase the hydraulic braking intervention ratio to prevent tire slippage caused by sudden changes in recovery torque. Ultimately, a precise balance between energy recovery efficiency and driving safety is achieved through multi-dimensional parameter fusion decision-making.

[0064] In the embodiments provided in this application, when the slippage frequency exceeds the threshold, the four-wheel drive recovery mode can be activated to prioritize the driving stability of low-traction roads. By dynamically distributing the recovery torque of the front and rear axles, unilateral slippage is avoided. When the slippage frequency does not exceed the threshold, the recovery mode is selected in combination with the road surface adhesion coefficient. This can not only utilize high-traction roads to improve energy recovery efficiency, but also intervene in stability control in advance under critical conditions, ultimately achieving a dynamic balance between safety and economy in all scenarios.

[0065] Based on the above embodiments, in one exemplary embodiment provided in this application, the specific implementation process of the above-mentioned vehicle energy recovery method may further include the following process, which is described in detail below:

[0066] If the duration of the vehicle's current driving cycle does not reach the time window length or the mileage does not reach the mileage window length, the target energy recovery mode is determined based on the road surface adhesion coefficient.

[0067] For example, if the duration of the current driving cycle of the vehicle has not reached the preset time window length or the mileage has not reached the preset mileage window length, it indicates that the slip frequency data in the current statistical period may not be sufficient to fully reflect the continuous characteristics of the road surface adhesion conditions. In this case, the target energy recovery mode can be dynamically determined based on the road surface adhesion coefficient where the vehicle is located in real time. The implementation scheme for dynamically determining the target energy recovery mode based on the road surface adhesion coefficient is the same as the scheme in the above embodiment, and will not be described again in this embodiment.

[0068] In the embodiments provided in this application, when the driving cycle does not meet the statistical window conditions, the energy recovery mode is directly selected based on the real-time road surface adhesion coefficient. This can avoid the risk of misjudging slippage due to insufficient data, and can quickly adapt to different road conditions. It can maximize energy recovery efficiency while ensuring braking stability, and achieve a balance between safety and economy in short-cycle driving scenarios.

[0069] Based on the above embodiments, in one exemplary embodiment provided in this application, the specific implementation process of determining the target energy recovery mode based on the road surface adhesion coefficient may further include steps S401 to S403, which are described in detail below:

[0070] Step S401: Obtain the vehicle's first road surface adhesion coefficient before the skidding event occurs;

[0071] Step S402: Obtain the second road surface adhesion coefficient of the vehicle after the skidding event occurs;

[0072] Step S403: Determine the target energy recovery mode of the vehicle based on the first road surface adhesion coefficient and the second road surface adhesion coefficient. The target energy recovery mode includes the front wheel recovery mode or the rear wheel recovery mode.

[0073] The aforementioned Electronic Stability Control (ESC) system also sends the road adhesion coefficient to the Vehicle Controller (VCU). The ESC system uses its built-in high-precision sensors, such as wheel speed sensors, lateral acceleration sensors, and yaw rate sensors, to collect various dynamic data during vehicle operation in real time. It then uses advanced algorithms to comprehensively analyze and process this data to accurately estimate the road adhesion coefficient of the current road surface where the vehicle is located. This crucial information is then promptly and accurately sent to the VCU so that the VCU can make a more reasonable decision on the vehicle recovery mode based on the road adhesion coefficient.

[0074] Optionally, in some feasible embodiments, the electronic stability control system simultaneously collects data from multiple sensors, including wheel speed sensors, cameras, and radar. Wheel speed sensors are used to calculate the speed difference between the drive wheels and non-drive wheels; this difference varies significantly under different coefficients of friction, and on low-friction surfaces, the drive wheels are prone to slippage, leading to abnormal speeds. Cameras are used to identify road surface types such as ice and snow, and mud; different road surface types correspond to different typical coefficients of friction ranges. Radar is used to measure the contact state between the tires and the road surface; this contact state helps determine the friction between the tires and the road surface, thus obtaining multi-sensor data.

[0075] Then, Kalman filtering or weighted averaging algorithms can be used to fuse multi-sensor data to generate more accurate estimates of the adhesion coefficient. For example, after the camera detects an icy or snowy road surface, the system can automatically adjust the weight of the wheel speed sensor data. This is because, in low-adhesion scenarios like icy or snowy roads, the speed differences measured by the wheel speed sensors may become abnormal due to slippage. Reducing their weight can prevent such abnormal data from interfering with the estimation results, thus adapting to abnormal speed differences in low-adhesion scenarios.

[0076] Furthermore, driving scenario classification models, such as camera-based image recognition, can be used to identify the current road surface type, such as dry asphalt or wet cement. Different road surface types have different adhesion characteristics. The Electronic Stability Control (ESC) system dynamically adjusts the weight allocation of the data fusion algorithm based on the identification results. For example, on wet and slippery roads, the weight of radar measurement data is appropriately increased because the tire-road contact state has a greater impact on the coefficient of adhesion. This adapts to the adhesion characteristics of different road surfaces, thereby more accurately determining the road adhesion coefficient and providing more reliable road adhesion information for vehicle driving control, improving the vehicle's driving safety and stability under various road conditions.

[0077] Therefore, in this embodiment, the first road surface adhesion coefficient of the vehicle before the slippage event and the second road surface adhesion coefficient of the vehicle after the slippage event can be obtained from the Electronic Stability System (ESC). The first and second road surface adhesion coefficients can then be analyzed. If the first road surface adhesion coefficient is relatively high, but the second road surface adhesion coefficient decreases significantly after the slippage event, it indicates that the adhesion conditions of the road surface where the vehicle is currently located have deteriorated. Conversely, if the first road surface adhesion coefficient is low and the second road surface adhesion coefficient increases, it indicates that the road surface adhesion conditions have improved. Therefore, the target energy recovery mode of the vehicle can be determined based on the road adhesion coefficients before and after the slippage event. The target energy recovery mode includes the front wheel recovery mode and the rear wheel recovery mode in the two-wheel drive recovery mode.

[0078] In the embodiments provided in this application, by comparing the road surface adhesion coefficient before and after the slippage event, the sudden change in road surface can be accurately identified. When the adhesion coefficient decreases, the rear wheel recovery mode is preferentially used to reduce the interference of the front wheel braking force on steering and improve the stability of the low adhesion road surface. When the adhesion coefficient is stable or increases, the front wheel recovery mode is switched to optimize the energy recovery efficiency, thereby achieving a dynamic balance between safety and economy.

[0079] Based on the above embodiments, in one exemplary embodiment provided in this application, the specific implementation process of determining the target energy recovery mode of the vehicle based on the first road surface adhesion coefficient and the second road surface adhesion coefficient may further include steps S501 to S503, which are described in detail below:

[0080] Step S501: Calculate the absolute value of the difference between the first road surface adhesion coefficient and the second road surface adhesion coefficient;

[0081] Step S502: If the absolute value of the difference is greater than the preset threshold, then the target energy recovery mode is determined to be the four-wheel drive recovery mode.

[0082] For example, the absolute value of the difference between the first road surface adhesion coefficient before the slippage event and the second road surface adhesion coefficient after the slippage event can be calculated to accurately quantify the degree of abrupt change in road surface adhesion conditions. When the absolute value of this difference exceeds a preset threshold, it indicates that the vehicle has suddenly entered a low-adhesion road surface (such as ice, snow, or waterlogged road surface) from a high-adhesion road surface (such as dry asphalt). At this time, the target energy recovery mode can be automatically switched to the four-wheel drive recovery mode, and the recovery torque of the front and rear axle motors can be adjusted at the same time. This avoids the risk of tire slippage caused by high recovery torque on a single axle, and improves the directional stability of the vehicle under abrupt road surface conditions by using the coordinated distribution of four-wheel braking force, ensuring that the energy recovery process is deeply coupled with dynamic driving safety.

[0083] Step S503: If the absolute value of the difference is less than or equal to a preset threshold, then when the second road surface adhesion coefficient is greater than the preset adhesion coefficient threshold, the target energy recovery mode is determined to be the front wheel recovery mode; if the second road surface adhesion coefficient is less than or equal to the preset adhesion coefficient threshold, then the target energy recovery mode is determined to be the rear wheel recovery mode.

[0084] For example, when the absolute value of the difference between the road surface adhesion coefficients before and after a vehicle skidding event does not exceed a preset threshold, it indicates that the road surface adhesion conditions have not undergone a significant change. In this case, further refined decision-making can be made based on the second road surface adhesion coefficient after the skidding event, as follows:

[0085] If the second road surface adhesion coefficient is higher than the preset high adhesion threshold, it means that the current road surface can still provide sufficient friction. The front wheel recovery mode will be activated to maximize energy recovery efficiency. The high torque reverse drag of the front axle motor will be used to achieve electrical energy conversion. At the same time, the higher proportion of front wheel braking force will be used to optimize the balance between braking energy recovery and vehicle deceleration.

[0086] If the second road surface adhesion coefficient is lower than or equal to the preset threshold, it is determined that the current road surface adhesion is low, and the system automatically switches to the rear wheel recovery mode to reduce the interference of the front wheel braking force on steering control. This avoids understeering or tire slippage caused by excessive front wheel recovery torque. At the same time, the system maintains basic energy recovery performance through the rear axle motor, ensuring both driving stability and appropriate energy recovery on low-traction surfaces.

[0087] In the embodiments provided in this application, by calculating the absolute value of the difference in road surface adhesion coefficient before and after slippage, abrupt changes in road surface adhesion coefficient can be quickly identified. When the difference is large, the four-wheel drive recovery mode is activated to ensure stability in all road conditions. When the difference is small, the front wheel or rear wheel recovery mode is selected according to the current adhesion coefficient. This not only improves the energy recovery efficiency of high-adhesion road surfaces, but also ensures the steering controllability of low-adhesion road surfaces, achieving a dynamic balance between safety and energy saving.

[0088] Based on the above embodiments, in one exemplary embodiment provided in this application, the specific implementation process of energy recovery according to the target energy recovery mode may further include steps S601 and S602, which are described in detail below:

[0089] Step S601: If the target energy recovery mode is four-wheel drive recovery mode, then energy recovery is performed according to the four-wheel drive recovery mode.

[0090] Step S602: If the target energy recovery mode is the front wheel recovery mode or the rear wheel recovery mode, then after the target duration, switch to the front wheel recovery mode or the rear wheel recovery mode to recover energy. The target duration is determined based on the second road surface adhesion coefficient of the vehicle after the slippage event occurs.

[0091] If the target energy recovery mode is determined to be four-wheel drive recovery mode, the dual motors on the front and rear axles are immediately activated to work together. The central control unit adjusts the regenerative braking torque of the four wheels in real time to ensure that the regenerative torque of the front and rear wheels is evenly distributed according to the preset ratio. At the same time, the total recovery intensity is dynamically adjusted in combination with the maximum charging power allowed by the battery. Under the premise of ensuring braking stability and directional control, the friction between the four wheels and the ground is maximized to achieve efficient energy recovery. Overcharging or mechanical overload is prevented by real-time monitoring of parameters such as motor speed and battery temperature. Finally, a safe and controllable energy recovery process in four-wheel drive mode is completed.

[0092] If the target energy recovery mode is determined to be either front-wheel or rear-wheel recovery mode, the target duration is dynamically calculated based on the second road surface adhesion coefficient monitored in real time after the slippage event. When the adhesion coefficient is high, the target duration is shortened to quickly switch to single-axle recovery mode and improve energy conversion efficiency. When the adhesion coefficient is low, the target duration is extended to ensure that the vehicle switches modes only after the potential slippage risk is completely eliminated. After the calculated target duration is reached, the regenerative braking torque distribution ratio of the front or rear axle is precisely adjusted by the motor controller. At the same time, the charging power limit is adjusted in real time by the battery management system. Under the premise of ensuring braking stability and tire grip, a smooth transition and efficient energy recovery from front-wheel drive / rear-wheel drive mode to the target single-axle recovery mode is finally completed.

[0093] It should be noted that, in the embodiments provided in this application, when a vehicle slippage event is determined, the vehicle's energy recovery mode is immediately switched to four-wheel drive recovery mode. Furthermore, if the target energy recovery mode is determined to be four-wheel drive recovery mode, it is maintained in four-wheel drive recovery mode for the current driving cycle. If the target energy recovery mode is determined to be front wheel recovery mode or rear wheel recovery mode, the vehicle's energy recovery mode is switched from four-wheel drive recovery mode to front wheel recovery mode or rear wheel recovery mode after the target duration.

[0094] If the target energy mode for the vehicle is determined to be either front-wheel or rear-wheel regeneration, it means that the current road conditions, after assessment, indicate that a two-wheel-drive regeneration mode is sufficient for safe and stable driving. However, considering that the vehicle has just experienced a skidding event, even if the road surface adhesion conditions have improved, its stability may still be relatively fragile. Immediately switching from other modes to front-wheel or rear-wheel regeneration may trigger dangerous situations such as skidding again due to sudden changes in power or uneven distribution. Therefore, it is safer to switch after the target duration.

[0095] In the embodiments provided in this application, the four-wheel drive recovery mode achieves coordinated braking of four wheels to ensure safety under complex road conditions. At the same time, a dynamic target duration based on the second road surface adhesion coefficient is introduced for the front / rear wheel recovery modes. This avoids the risk of slippage caused by premature switching on low-adhesion roads and prevents the recovery efficiency from being affected by delayed switching on high-adhesion roads, thus achieving a precise balance between safety and energy efficiency.

[0096] Based on the above embodiments, in one exemplary embodiment provided in this application, the specific implementation process of the above-mentioned vehicle energy recovery method may further include the following process, which is described in detail below:

[0097] Based on the vehicle's first road surface adhesion coefficient before the skidding event, a preset window is determined. The size of the first road surface adhesion coefficient is directly proportional to the length of the preset window.

[0098] For example, the vehicle's first road surface adhesion coefficient before the skidding event can be used as a reference. Since the first road surface adhesion coefficient can directly reflect the actual adhesion condition of the road surface where the vehicle is located before the skidding event, when the first road surface adhesion coefficient is large, it means that the road surface adhesion conditions are good, and the possibility of the vehicle experiencing continuous skidding or complex skidding in subsequent driving is relatively low. At this time, the preset window can be set to be longer so as to comprehensively monitor and evaluate the vehicle status within a relatively large time or driving distance range.

[0099] Conversely, when the first road surface adhesion coefficient is small, it indicates that the road surface adhesion conditions are poor, and the risk of the vehicle slipping again or experiencing abnormal driving due to road surface problems is high. Therefore, the preset window needs to be set shorter to capture changes in vehicle status more timely and accurately by shortening the monitoring range. Thus, the size of the first road surface adhesion coefficient is directly proportional to the length of the preset window.

[0100] Optionally, in some feasible embodiments, the length of the preset window can be automatically adjusted according to the current driving scenario. For example, onboard sensors such as the Global Positioning System (GPS) can accurately acquire the vehicle's geographical location information, while cameras can capture real-time images of the road environment around the vehicle. This data can be used to accurately identify the current driving scenario. Urban roads typically have high traffic volume and numerous intersections, while rural roads may have uneven road conditions and many curves; highways are characterized by high speeds and clearly defined lanes. Furthermore, the distribution characteristics of historical skid events can be combined, i.e., statistical analysis of past skid events occurring on different road sections and at different times, to understand which road sections have a high frequency of skid events and which time periods have a high risk of skid. Based on this information, the length of the sliding window can be dynamically adjusted. In complex road conditions, due to unstable road conditions and numerous interfering factors, the possibility of vehicle skidding increases. In this case, shortening the window length allows for more frequent monitoring and evaluation of the vehicle's status, thereby enabling a rapid response to skid events and timely implementation of appropriate measures to ensure driving safety. In stable road conditions, with good road surface conditions and few interfering factors, the risk of vehicle skidding is low. Extending the window length can reduce unnecessary monitoring and judgment by the system, reduce the probability of false triggering caused by some minor fluctuations, and improve the stability and reliability of the system.

[0101] In addition, the preset window can also adopt a fixed window mode, such as a fixed 10 kilometers or 5 minutes, etc. In this embodiment of the application, the length of the preset window is not limited.

[0102] The system counts slippage frequency within a preset window and dynamically adjusts the frequency threshold based on the window length to adapt to changes in slippage density under different scenarios. Furthermore, it can dynamically adjust the maintenance logic of the four-wheel drive recovery mode based on driving style. For example, for aggressive drivers, the system can lower the slippage frequency threshold and extend the target duration of the four-wheel drive recovery mode to cope with their frequent rapid acceleration; for moderate drivers, the system can raise the frequency threshold and shorten the target duration to optimize energy efficiency.

[0103] Furthermore, in some feasible embodiments, a Long Short-Term Memory (LSTM) machine learning model with temporal memory capabilities can be constructed based on historical driving data (covering key parameters such as the frequency of skid events, real-time road surface adhesion coefficient, and vehicle speed). This model, by deeply mining the dynamic correlation between user driving behavior patterns and complex road condition characteristics, can not only accurately predict the probability of skid risk within a specific future time period, but also adaptively optimize the skid frequency warning threshold based on real-time road condition perception and driving style analysis. This enables intelligent risk warning and scenario adaptability in diverse scenarios such as highway cruising and urban congestion.

[0104] In the embodiments provided in this application, a preset window is determined by the first road surface adhesion coefficient of the vehicle before the skidding event, and the two are proportional. When the road surface adhesion coefficient is large, i.e. the road conditions are good, the window can be extended to reduce frequent monitoring and judgment, reduce system resource consumption and misjudgment; when the road surface adhesion coefficient is small, i.e. the road conditions are complex, the window can be shortened to capture the skidding risk in time, ensure driving safety, and achieve a balance between rational use of resources and safety.

[0105] Based on the above embodiments, in one exemplary embodiment provided in this application, the specific implementation process of the above-mentioned vehicle energy recovery method further includes steps S701 and S702, which are described in detail below:

[0106] Step S701: Determine the average road surface adhesion coefficient within the target mileage before the skidding event occurs, and use the average road surface adhesion coefficient as the first road surface adhesion coefficient.

[0107] Step S702: Determine the average road surface adhesion coefficient within the target mileage after the skidding event, and use the average road surface adhesion coefficient as the second road surface adhesion coefficient.

[0108] For example, in order to more accurately obtain the actual road surface adhesion of the vehicle before and after the skidding event, a target mileage before the skidding event is first determined. This target mileage is reasonably set and verified, and can better reflect the road surface conditions before the vehicle enters the section of road that may cause skidding. Through various data collection methods such as on-board sensors, relevant data on the road surface adhesion coefficient at different locations within the target mileage are collected. Then, scientific calculation methods, such as weighted average or arithmetic average, are used to calculate the corresponding average road surface adhesion coefficient. This calculated average road surface adhesion coefficient is used as the first road surface adhesion coefficient, which serves as an important basis for subsequent analysis and judgment.

[0109] Similarly, for the target mileage after a skidding event, it helps to understand the changes in the adhesion characteristics of the road surface where the vehicle is located after experiencing skidding. In the same way as before, the road adhesion coefficient data within the target mileage is collected, the corresponding average road adhesion coefficient is calculated, and it is used as the second road adhesion coefficient. By comparing the first road adhesion coefficient and the second road adhesion coefficient, the changes in road conditions can be understood more comprehensively and deeply.

[0110] Optionally, the determination of the target mileage can also take into account multiple factors. For example, based on the vehicle's historical driving data, the frequency and distribution patterns of skidding events under different road types (such as urban roads, highways, and rural roads) can be analyzed to identify high-incidence road sections and adjacent affected areas. At the same time, considering the vehicle's power performance, tire characteristics, and current driving speed, the critical distance from normal driving to the tendency to skid can be considered under different road surface adhesion coefficients. Then, real-time road condition information, such as the influence of road surface material, water or snow depth, and curve curvature radius on the road surface adhesion coefficient, can be referenced. By establishing a mathematical model, these factors can be quantitatively analyzed and comprehensively calculated to finally determine the target mileage that can effectively reflect the actual road surface conditions before and after the skidding event, while ensuring data accuracy and representativeness.

[0111] In the embodiments provided in this application, by determining the average road surface adhesion coefficient within the target mileage before and after the skidding event as the first and second road surface adhesion coefficients, the actual road surface adhesion before and after the skidding can be accurately captured, providing a reliable basis for subsequent analysis. This helps to adjust the vehicle's energy recovery strategy in a timely manner according to the road conditions at different stages, thereby improving driving safety and stability.

[0112] Based on the above embodiments, in one exemplary embodiment provided in this application, the specific implementation process of energy recovery according to the four-wheel drive recovery mode can also be implemented in the following manner, as detailed below:

[0113] The recovered torque is evenly distributed to the four wheels of the vehicle.

[0114] For example, if the vehicle is in four-wheel drive recovery mode, the central control unit can accurately calculate and dynamically adjust the recovery torque distribution ratio of the four wheels based on real-time monitored parameters such as wheel speed, motor status, and state of charge (SOC). This ensures that the recovery torque of the front and rear axles and the left and right wheels is strictly evenly distributed. This balanced torque distribution strategy can not only prevent the tires from locking up or slipping prematurely due to excessive recovery torque on a single axle or one side, but also improve the directional stability of the vehicle on low-traction surfaces (such as ice, snow, and mud) through four-wheel coordinated braking. At the same time, it maximizes the use of the friction between the four wheels and the ground to achieve efficient energy recovery, and ultimately optimizes the energy conversion efficiency while ensuring braking safety.

[0115] In the embodiments provided in this application, by distributing the recovered torque evenly across the four wheels, tire slippage caused by single-axle overload can be avoided. At the same time, the braking stability is improved by using the balanced friction of the four wheels, achieving safer energy recovery and vehicle handling balance on low-traction surfaces.

[0116] Please see Figure 3 , Figure 3 A flowchart illustrating the energy recovery method for vehicles provided in this application embodiment. Figure 2 ,like Figure 3 As shown, after determining that a vehicle has experienced a skidding event, the vehicle's energy recovery switching process is as follows:

[0117] (1) The Electronic Stability Control (ESC) system sends a slippage status to the Vehicle Control Unit (VCU).

[0118] (2) After receiving the slippage status, the vehicle control unit (VCU) switches to four-wheel drive recovery mode;

[0119] (3) The vehicle control unit (VCU) detects that the current ignition cycle running time is greater than T1 or the running mileage is greater than L1. T1 is a preset time window and L1 is a preset mileage window. The lengths of T1 and L1 can be determined by the road surface adhesion coefficient before the vehicle skids, or by the driving scenario in which the vehicle is in the current skid. In this embodiment, no limitation is made.

[0120] (4) If condition (3) is met, it is determined whether the number of slippages is greater than N. This number is counted by the vehicle controller (VCU), where N is a preset frequency threshold and the size of N can be determined according to the preset mileage length (L1) or the preset time window (T1). This application does not impose any restrictions on this embodiment.

[0121] (5) If condition (4) is met, then control the vehicle to not exit the four-wheel drive recovery mode during this ignition cycle.

[0122] (6) If conditions (3) and (4) are not met, then determine the difference in road surface adhesion coefficient. Is the absolute value greater than ,in, , The average coefficient of adhesion within the L2 mileage prior to the skidding event. The average adhesion coefficient within L3 mileage after the skidding event occurs, where L2 and L3 have the same length, and the lengths of L2 and L3 are related to factors such as the type of road segment and the vehicle's historical driving data. This application embodiment does not impose any restrictions on specific values ​​or specific determination schemes.

[0123] (7) If the condition in (6) is true, that is absolute value > If the slippage event occurs, the four-wheel drive recovery mode will be maintained until the next slippage event is reassessed.

[0124] (8) If the condition in (6) is not met, absolute value < If the vehicle slips, it will switch to normal recovery mode (e.g., front wheel recovery mode or rear wheel recovery mode) after time T2 until the next slip occurs and the system will reassess. Here, T2 is the target duration of the four-wheel drive recovery mode, and the length of T2 is related to the second road surface adhesion coefficient after the vehicle slips.

[0125] In summary, the energy recovery solution for vehicles provided in this application includes at least the following innovative features:

[0126] 1. Automatically switch to four-wheel drive recovery mode by recognizing the slippage state sent by ESC (Electronic Stability Control System). That is, when the vehicle slips during recovery, it automatically switches to four-wheel drive recovery mode. After switching to four-wheel drive recovery mode, the recovery torque is forced to be evenly distributed among the four wheels. The slippage state during recovery is sent by the ESC system.

[0127] 2. Lock the recovery mode based on mileage or slip frequency within a certain period of time. That is, count the slip frequency of the L1 mileage or T1 time. If the frequency exceeds N times, the four-wheel drive recovery mode will not be exited in the current driving cycle.

[0128] 3. If the slippage frequency does not reach the lockout count, the recovery mode is switched based on the adhesion coefficient. That is, if the trigger frequency does not exceed N times, the mileage at the moment of slippage is locked, and the average adhesion coefficient within L2 kilometers before the slippage moment and the adhesion coefficient within L3 kilometers after the slippage moment are calculated. The difference between the two is less than a certain value. If the adhesion coefficient changes little, then switch back to normal recovery mode after time T2; if the difference between the two is greater than a certain value... If the road surface adhesion coefficient changes significantly, then the four-wheel drive recovery mode will be maintained.

[0129] In summary, the vehicle energy recovery mode solution provided in this application embodiment, through the above-mentioned innovations, achieves the following: when the recovery slip is triggered, the perception after the next trigger is reduced by adjusting the recovery mode; the complexity of the road conditions is judged by identifying the number of slips and the change in the coefficient of adhesion after slips; if there are many slips or the coefficient of adhesion changes significantly, it indicates that the road conditions are complex and the four-wheel drive recovery mode needs to be maintained to improve driving performance.

[0130] Therefore, the energy recovery solution for vehicles provided in this application includes at least the following technical effects:

[0131] 1. By recognizing slippage, it automatically switches to four-wheel drive recovery mode, forcing the four wheels to distribute the recovered torque evenly, thus improving system stability after slippage.

[0132] 2. By recognizing the number of slippages and changes in the road surface adhesion coefficient, it determines whether to exit the four-wheel drive recovery mode. If the slippage frequency is low, it switches to the normal recovery mode. If the slippage frequency is high or the road surface adhesion coefficient changes significantly, it maintains the four-wheel drive recovery mode.

[0133] Moreover, the energy recovery solution of this vehicle has significant advantages in terms of engineering practicality, system stability and resource utilization efficiency, and has good irreplaceability and technological advancement.

[0134] Furthermore, in some feasible embodiments, the key processing steps such as slippage event detection, frequency statistics, and adhesion coefficient estimation in any of the above embodiments can be completed in real time in the vehicle-mounted edge computing unit (ECU), reducing cloud processing latency and improving system response speed.

[0135] Figure 4 A schematic diagram of the energy recovery device for the vehicle provided in this application is shown below. Figure 4 As shown, the vehicle energy recovery device 40 provided in this embodiment includes: an acquisition module 410, used to acquire the frequency of vehicle slippage within a preset window after determining that a vehicle slippage event has occurred, the preset window including a preset time window or a mileage window; a determination module 420, used to determine the target energy recovery mode of the vehicle in the current driving cycle based on the slippage frequency and a preset frequency threshold; and a recovery module 430, used to perform energy recovery according to the target energy recovery mode.

[0136] In one possible implementation, the determining module 420 is specifically used for,

[0137] If the frequency of slippage exceeds the frequency threshold, the target energy recovery mode is determined to be the four-wheel drive recovery mode.

[0138] If the frequency of slippage is less than or equal to the frequency threshold, the target energy recovery mode is determined based on the road surface adhesion coefficient.

[0139] In one possible implementation, the determining module 420 is specifically used for,

[0140] If the duration of the vehicle's current driving cycle does not reach the time window length or the mileage does not reach the mileage window length, the target energy recovery mode is determined based on the road surface adhesion coefficient.

[0141] In one possible implementation, the determining module 420 is specifically used for,

[0142] Obtain the vehicle's initial road surface adhesion coefficient before the skidding event occurs;

[0143] Obtain the second road surface adhesion coefficient of the vehicle after the skidding event occurs;

[0144] The target energy recovery mode of the vehicle is determined based on the first road surface adhesion coefficient and the second road surface adhesion coefficient. The target energy recovery mode includes the front wheel recovery mode or the rear wheel recovery mode.

[0145] In one possible implementation, the determining module 420 is further configured to:

[0146] Calculate the absolute value of the difference between the first road surface adhesion coefficient and the second road surface adhesion coefficient;

[0147] If the absolute value of the difference is greater than the preset threshold, the target energy recovery mode is determined to be the four-wheel drive recovery mode.

[0148] If the absolute value of the difference is less than or equal to a preset threshold, the target energy recovery mode is determined to be the front wheel recovery mode when the second road surface adhesion coefficient is greater than the preset adhesion coefficient threshold; if the second road surface adhesion coefficient is less than or equal to the preset adhesion coefficient threshold, the target energy recovery mode is determined to be the rear wheel recovery mode.

[0149] In one possible implementation, the above-mentioned recycling module 430 is specifically used for,

[0150] If the target energy recovery mode is four-wheel drive recovery mode, then energy recovery will be performed according to the four-wheel drive recovery mode.

[0151] If the target energy recovery mode is front wheel recovery mode or rear wheel recovery mode, then after the target duration, switch to front wheel recovery mode or rear wheel recovery mode for energy recovery. The target duration is determined based on the second road surface adhesion coefficient of the vehicle after the slippage event occurs.

[0152] In one possible implementation, the acquisition module 410 is specifically used for,

[0153] Based on the vehicle's first road surface adhesion coefficient before the skidding event, a preset window is determined. The size of the first road surface adhesion coefficient is directly proportional to the length of the preset window.

[0154] In one possible implementation, the determining module 420 is further configured to:

[0155] Determine the average road surface adhesion coefficient within the target mileage before the skidding event occurs, and use the average road surface adhesion coefficient as the first road surface adhesion coefficient.

[0156] Determine the average road surface adhesion coefficient within the target mileage after the skidding event, and use the average road surface adhesion coefficient as the second road surface adhesion coefficient.

[0157] In one possible implementation, the above-mentioned recycling module 430 is further used for,

[0158] The energy recovery device for vehicles provided in this embodiment can execute the methods provided in the above-described method embodiments. Its implementation principle and technical effects are similar, and will not be described in detail here.

[0159] Figure 5 This is a schematic diagram of the structure of the vehicle controller provided in this application. Figure 5 As shown, the vehicle controller 50 provided in this embodiment includes at least one processor 510 and a memory 520. Optionally, the device 50 further includes a communication component 530. The processor 510, memory 520, and communication component 530 are connected via a bus 540.

[0160] In a specific implementation, at least one processor 510 executes computer execution instructions stored in memory 520, causing at least one processor 510 to perform the above-described method.

[0161] The specific implementation process of processor 510 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0162] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0163] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0164] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0165] This application also provides a vehicle including the aforementioned vehicle controller.

[0166] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0167] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0168] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0169] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an application-specific integrated circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0170] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0171] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0172] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0173] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0174] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0175] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A method for energy recovery in a vehicle, characterized in that, include: After determining that a vehicle skidding event has occurred, the frequency of the vehicle skidding within a preset window is obtained, where the preset window includes a preset time window or a preset mileage window. Based on the slippage frequency and the preset frequency threshold, the target energy recovery mode of the vehicle in this driving cycle is determined; Energy is recovered according to the target energy recovery mode.

2. The method according to claim 1, characterized in that, The step of determining the target energy recovery mode of the vehicle within the current driving cycle based on the slippage frequency and a preset frequency threshold includes: If the slippage frequency is greater than the frequency threshold, then the target energy recovery mode is determined to be a four-wheel drive recovery mode; If the slippage frequency is less than or equal to the frequency threshold, the target energy recovery mode is determined based on the road surface adhesion coefficient.

3. The method according to claim 1, characterized in that, The method further includes: If the duration of the current driving cycle of the vehicle does not reach the time window length or the mileage does not reach the mileage window length, the target energy recovery mode is determined based on the road surface adhesion coefficient.

4. The method according to claim 2 or 3, characterized in that, Determining the target energy recovery mode based on the road surface adhesion coefficient includes: Obtain the first road surface adhesion coefficient of the vehicle before the slippage event occurs; Obtain the second road surface adhesion coefficient of the vehicle after the slippage event occurs; The target energy recovery mode of the vehicle is determined based on the first road surface adhesion coefficient and the second road surface adhesion coefficient. The target energy recovery mode includes a front wheel recovery mode or a rear wheel recovery mode.

5. The method according to claim 4, characterized in that, Determining the target energy recovery mode of the vehicle based on the first road surface adhesion coefficient and the second road surface adhesion coefficient includes: Calculate the absolute value of the difference between the first road surface adhesion coefficient and the second road surface adhesion coefficient; If the absolute value of the difference is greater than a preset threshold, then the target energy recovery mode is determined to be a four-wheel drive recovery mode; If the absolute value of the difference is less than or equal to a preset threshold, then when the second road surface adhesion coefficient is greater than the preset adhesion coefficient threshold, the target energy recovery mode is determined to be the front wheel recovery mode; when the second road surface adhesion coefficient is less than or equal to the preset adhesion coefficient threshold, the target energy recovery mode is determined to be the rear wheel recovery mode.

6. The method according to any one of claims 1 to 3, characterized in that, The energy recovery according to the target energy recovery mode includes: If the target energy recovery mode is a four-wheel drive recovery mode, then energy recovery is performed according to the four-wheel drive recovery mode; If the target energy recovery mode is a front wheel recovery mode or a rear wheel recovery mode, then after a target duration, the vehicle will switch to the front wheel recovery mode or the rear wheel recovery mode for energy recovery. The target duration is determined based on the second road surface adhesion coefficient of the vehicle after the slippage event occurs.

7. The method according to any one of claims 1 to 3, characterized in that, The method further includes: The preset window is determined based on the vehicle's first road surface adhesion coefficient before the slippage event occurs, and the magnitude of the first road surface adhesion coefficient is proportional to the length of the preset window.

8. The method according to claim 4, characterized in that, The method further includes: Determine the average road surface adhesion coefficient within the target mileage before the slippage event occurs, and use the average road surface adhesion coefficient as the first road surface adhesion coefficient. Determine the average road surface adhesion coefficient within the target mileage after the slippage event occurs, and use the average road surface adhesion coefficient as the second road surface adhesion coefficient.

9. The method according to claim 6, characterized in that, The energy recovery according to the four-wheel drive recovery mode includes: The recovery torque is evenly distributed to the four wheels of the vehicle.

10. An energy recovery device for a vehicle, characterized in that, include: The acquisition module is used to acquire the frequency of vehicle skidding within a preset window after determining that a skidding event has occurred. The preset window includes a preset time window or a preset mileage window. The determination module is used to determine the target energy recovery mode of the vehicle in the current driving cycle based on the slippage frequency and a preset frequency threshold. The energy recovery module is used to recover energy according to the target energy recovery mode.

11. A vehicle controller, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1 to 9.

12. A vehicle, characterized in that, include: Front motor controller, rear motor controller, and vehicle controller; The vehicle controller is the vehicle controller as described in claim 11.

13. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1 to 9.

Images