Energy recovery control method, apparatus, and device

Abstract

The application provides an energy recovery control method, device and equipment, and relates to the technical field of energy recovery. The method comprises the following steps: obtaining target information; wherein the target information comprises future path information, vehicle state information and real-time environment information, and the vehicle state information comprises a battery state of charge of the vehicle; performing maximum recovery torque prediction based on the target information through a target model to obtain a first recovery torque curve; adjusting the first recovery torque curve based on a preset comfort index to obtain a second recovery torque curve; and controlling the vehicle to perform energy recovery based on the real-time environment information and the second recovery torque curve; wherein the second recovery torque curve comprises target torque of the vehicle at each driving position, and the target torque is negative torque. The energy recovery control method, device and equipment provided by the application can take into account driving comfort and energy recovery efficiency when energy is recovered.

Description

Technical Field

[0001] This application relates to the field of energy recovery technology, and in particular to an energy recovery control method, apparatus and equipment. Background Technology

[0002] During the operation of new energy vehicles, coasting energy recovery technology is not only related to the user's driving experience, but also one of the key technologies for improving the vehicle's driving range. Most existing new energy vehicles use a fixed deceleration method for control. The user selects a certain recovery intensity, and the vehicle calculates the torque based on the fixed deceleration and then performs energy recovery. A few vehicles have attempted to incorporate environmental information into the energy recovery control to achieve a certain level of scenario adaptation. However, the torque adjustment method of the energy recovery strategy still has the drawback that the energy recovery cannot balance driving comfort and energy recovery efficiency. Summary of the Invention

[0003] This application provides an energy recovery control method, apparatus, and equipment to address the shortcomings of existing energy recovery strategies that cannot simultaneously consider driving comfort and energy recovery efficiency, thereby achieving energy recovery control that balances both driving comfort and energy recovery efficiency.

[0004] In a first aspect, this application provides an energy recovery control method, comprising: Obtain target information; wherein, the target information includes future path information, vehicle status information and real-time environmental information, and the vehicle status information includes the vehicle's battery state of charge; The first recovery torque curve is obtained by predicting the maximum recovery torque based on the target information using the target model; The first recovery torque curve is adjusted based on a preset comfort index to obtain a second recovery torque curve. Based on the real-time environmental information and the second recovery torque curve, the vehicle is controlled to perform energy recovery; wherein, the second recovery torque curve includes the target torque of the vehicle at each driving position, and the target torque is a negative torque.

[0005] Optionally, controlling the vehicle to perform energy recovery based on the real-time environmental information and the second recovery torque curve includes: When the deviation between the real-time environmental information and the corresponding information in the future path information exceeds a preset threshold, and the comfort index at the first target driving position corresponding to the real-time environmental information exceeds a preset range, the target torque at the first target driving position in the second recovery torque curve is adjusted to obtain the third recovery torque curve. The vehicle is controlled to execute the third recovery torque curve to recover energy.

[0006] Optionally, adjusting the target torque at the first target driving position in the second recovery torque curve to obtain the third recovery torque curve includes: If the comfort index at the first target driving position exceeds the upper limit of the preset range, the target torque at the first target driving position is increased to obtain the third recovery torque curve; If the comfort index at the first target driving position is lower than the lower limit of the preset range, the target torque at the first target driving position is reduced to obtain the third recovery torque curve.

[0007] Optionally, the energy recovery control method further includes: When the vehicle executes the third recovery torque curve, the vehicle's response data and intervention information regarding whether there is driver intervention are obtained; When the deviation between the response data and the expected response data exceeds a preset value and / or when the vehicle executes the third recovery torque curve, there is driver intervention behavior, the third recovery torque curve is adjusted to obtain a fourth recovery torque curve; The vehicle is controlled to execute the fourth recovery torque curve to recover energy.

[0008] Optionally, controlling the vehicle to execute the fourth recovery torque curve includes: If the minimum negative torque that the vehicle's motor energy recovery system can execute is less than or equal to the target torque in the fourth recovery torque curve, the motor energy recovery system is controlled to execute the fourth recovery torque curve. If the minimum negative torque that the motor energy recovery system can execute is greater than the target torque in the fourth recovery torque curve, the motor energy recovery system is controlled to execute the minimum negative torque, and the vehicle's hydraulic braking system is controlled to execute the remaining torque; wherein, the remaining torque is the difference between the target torque in the fourth recovery torque curve and the minimum negative torque executed by the motor energy recovery system.

[0009] Optionally, the step of maximizing the recovery torque prediction based on the target information using the target model to obtain the first recovery torque curve includes: The target model predicts the recovered torque within a feasible solution space defined by preset constraints based on the target information, and outputs the first recovered torque curve that satisfies the constraints and maximizes the total recovered energy; wherein, the constraints include at least one of vehicle battery charging upper limit constraints and vehicle dynamics constraints.

[0010] Optionally, adjusting the first recovery torque curve based on a preset comfort index to obtain a second recovery torque curve includes: If the comfort index at the second target driving position in the first recovery torque curve exceeds the upper limit of the preset range, the target torque at the second target driving position is increased to obtain the second recovery torque curve; If the comfort index at the second target driving position is lower than the lower limit of the preset range, the target torque at the second target driving position is reduced to obtain the second recovery torque curve.

[0011] Optionally, the energy recovery control method further includes: The response data, the intervention information, the fourth recovery torque curve, and the target information are uploaded to the cloud; the cloud is used to optimize the target model based on the response data, the intervention information, the fourth recovery torque curve, and the target information of multiple vehicles.

[0012] Secondly, this application also provides an energy recovery control device, comprising: The acquisition module is used to acquire target information; wherein, the target information includes future path information, vehicle status information and real-time environmental information, and the vehicle status information includes the vehicle's battery state of charge. The prediction module is used to predict the maximum recovery torque based on the target information using the target model, and obtain the first recovery torque curve; An adjustment module is used to adjust the first recovery torque curve based on a preset comfort index to obtain a second recovery torque curve. The control module is used to control the vehicle to perform energy recovery based on the real-time environmental information and the second recovery torque curve; wherein the second recovery torque curve includes the target torque of the vehicle at each driving position, and the target torque is a negative torque.

[0013] Thirdly, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the method described in the first aspect.

[0014] Fourthly, this application also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the method described in the first aspect.

[0015] Fifthly, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the method described in the first aspect.

[0016] The energy recovery control method, device, and equipment provided in this application obtain a first recovery torque curve that maximizes the total recovered energy by using future path information, vehicle state information including battery state of charge, real-time environmental information, and a target model. The first recovery torque curve is then adjusted using comfort indicators to obtain a second recovery torque curve. The vehicle is then controlled to recover energy based on real-time environmental information and the second recovery torque curve. In other words, the vehicle considers future path information, battery state of charge, real-time environmental information, and comfort indicators simultaneously when recovering energy, and can make real-time adjustments based on real-time environmental information. This allows the vehicle to balance driving comfort and energy recovery efficiency when recovering energy, maximizing the total amount of energy recovered while ensuring driving comfort. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is one of the flowcharts illustrating the energy recovery control method provided in the embodiments of this application; Figure 2 This is a second schematic flowchart of the energy recovery control method provided in the embodiments of this application; Figure 3 This is a schematic diagram of the energy recovery control device provided in the embodiments of this application; Figure 4 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0020] This application provides an energy recovery control method, the execution subject of which can be a terminal or server capable of interacting with the vehicle. The following description takes the execution subject of the method as a control terminal.

[0021] The aforementioned servers can be independent physical servers, server clusters or distributed systems composed of multiple physical servers, or cloud servers or server clusters providing basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, content delivery networks (CDNs), and big data and artificial intelligence platforms. The aforementioned terminals can be smartphones (such as Android phones, iOS phones, etc.), tablets, laptops, digital radio receivers, mobile internet devices (MIDs), handheld computers (PDAs), desktop computers, in-vehicle terminals (such as in-vehicle navigation terminals, in-vehicle computers, etc.), smart speakers, smartwatches, etc., without specific limitations. The terminals and battery management system can be directly or indirectly connected to the network via wired or wireless communication, but are not limited to these methods. Specific details can also be determined based on the actual application scenario requirements, without further limitations.

[0022] The aforementioned networks may include, but are not limited to, wired networks and wireless networks. The wired networks include local area networks (LANs), metropolitan area networks (MANs), and wide area networks (WANs). The wireless networks include Bluetooth, Wi-Fi, and other networks that enable wireless communication.

[0023] Figure 1 This is one of the flowcharts illustrating the energy recovery control method provided in this application. (Refer to...) Figure 1 The method may include: Step 110: Obtain target information; where the target information includes future path information, vehicle status information and real-time environmental information, and the vehicle status information includes the vehicle's battery state of charge.

[0024] Figure 2 This is a second schematic flowchart of the energy recovery control method provided in the embodiments of this application. Figure 2 As shown, the control terminal can acquire initial target information, and then perform time synchronization, coordinate alignment and confidence fusion on the initial target information through the multi-source information fusion module, and output a unified, reliable panoramic description of the environment and vehicle status that includes future predictions and the current instantaneous state, i.e., target information.

[0025] For example, future route information may include route information on the predetermined driving route obtained from the in-vehicle navigation system and high-precision maps, including but not limited to: gradient value, start and end points of the slope, and slope length, for forward-looking planning. Vehicle status information may include the vehicle's battery state of charge (SOC) obtained from the battery management system; vehicle speed, acceleration, and other information obtained from the vehicle controller; motor status information (such as torque characteristics) obtained from the drive motor controller; and vehicle braking status information obtained from the braking system controller. Real-time environmental information may include forward road vision information obtained through the vehicle's forward-facing camera, used to verify navigation slope information and identify unexpected road conditions (such as traffic flow, obstacles, etc.); and the vehicle's current accurate pitch angle measured in real time by the vehicle's angle sensor, as a real-time correction and supplement to the navigation slope information.

[0026] Step 120: Based on the target information, the target model is used to predict the maximum recovery torque to obtain the first recovery torque curve.

[0027] The target model can be a trained artificial intelligence (AI) model, such as a deep learning network or a reinforcement learning model. Specifically, the target model can be obtained by training the initial model. The control terminal can acquire multiple sets of historical target information and the corresponding historical first recovery torque curve for each set of historical target information, as a training sample set. The initial model is trained using the training sample set to obtain the target model.

[0028] Step 130: Adjust the first recovery torque curve based on the preset comfort index to obtain the second recovery torque curve.

[0029] Specifically, the control terminal can use the driving comfort evaluator to calculate the comfort indexes at various driving positions when the vehicle executes the first recovery torque curve, such as the vehicle deceleration rate and pitch angle rate. When the comfort indexes at one or more driving positions are not within the preset range, the first recovery torque curve is adjusted to obtain the second recovery torque curve.

[0030] Step 140: Based on real-time environmental information and the second recovery torque curve, control the vehicle to perform energy recovery; wherein, the second recovery torque curve includes the target torque of the vehicle at each driving position, and the target torque is negative torque.

[0031] Specifically, the control terminal can use a dynamic torque adjustment algorithm based on real-time environmental information to adjust the target torque at each driving position in the second recovery torque curve in real time, and then control the vehicle to output the real-time recovery torque according to the adjusted target torque in order to recover energy.

[0032] The energy recovery control method provided in this application obtains a first recovery torque curve that maximizes the total recovered energy by using future path information, vehicle state information including battery state of charge, real-time environmental information, and a target model. The first recovery torque curve is then adjusted using comfort indicators to obtain a second recovery torque curve. Finally, the vehicle is controlled to perform energy recovery based on real-time environmental information and the second recovery torque curve. In other words, when the vehicle performs energy recovery, it simultaneously considers future path information, battery state of charge, real-time environmental information, and comfort indicators, and can make real-time adjustments based on real-time environmental information. This allows the vehicle to balance driving comfort and energy recovery efficiency when performing energy recovery, maximizing the total amount of energy recovered while ensuring driving comfort.

[0033] In some embodiments, controlling the vehicle to perform energy recovery based on real-time environmental information and a second recovery torque curve includes: when the deviation between the corresponding information in the real-time environmental information and the future path information exceeds a preset threshold, and the comfort index at the first target driving position corresponding to the real-time environmental information exceeds a preset range, adjusting the target torque at the first target driving position in the second recovery torque curve to obtain a third recovery torque curve; controlling the vehicle to execute the third recovery torque curve to perform energy recovery.

[0034] In some embodiments, adjusting the target torque at the first target driving position in the second recovery torque curve to obtain the third recovery torque curve includes: if the comfort index at the first target driving position exceeds the upper limit of a preset range, increasing the target torque at the first target driving position to obtain the third recovery torque curve; if the comfort index at the first target driving position is lower than the lower limit of a preset range, decreasing the target torque at the first target driving position to obtain the third recovery torque curve.

[0035] The control terminal can adjust the target torque at each driving position in the second recovery torque curve in real time based on real-time environmental information using a dynamic torque adjustment algorithm. Specifically, when the deviation between the corresponding information in the real-time environmental information and the future path information exceeds a preset threshold, the control terminal calculates whether the comfort index at the first target driving position corresponding to the real-time environmental information exceeds a preset range. If the comfort index at the first target driving position corresponding to the real-time environmental information exceeds the preset range, the target torque at the first target driving position in the second recovery torque curve can be adjusted to obtain the third recovery torque curve. Then, the control terminal controls the vehicle to execute the third recovery torque curve to recover energy.

[0036] Specifically, if the comfort index at the first target driving position in the second recovery torque curve exceeds the upper limit of the preset range, it indicates that the provided braking force is too large, affecting the driving experience. In this case, the target torque at the first target driving position can be increased. Since the target torque is a negative torque, increasing the target torque is equivalent to decreasing the absolute value of the target torque, that is, decreasing the braking force, so that the target torque at the first target driving position meets the preset range of the comfort index, resulting in the third recovery torque curve. If the comfort index at the first target driving position is lower than the lower limit of the preset range, it indicates that the provided braking force is too small, affecting the energy recovery efficiency. In this case, the target torque at the first target driving position can be decreased. Since the target torque is a negative torque, decreasing the target torque is equivalent to increasing the absolute value of the target torque, that is, increasing the braking force, so that the target torque at the first target driving position can recover more energy, resulting in the third recovery torque curve.

[0037] The energy recovery control method provided in this application adjusts the target torque at the first target driving position in the second recovery torque curve to obtain a third recovery torque curve when the deviation between the real-time environmental information and the corresponding information in the future path information exceeds a preset threshold, and the comfort index at the first target driving position corresponding to the real-time environmental information exceeds a preset range. Then, the vehicle is controlled to execute the third recovery torque curve for energy recovery. Its core is to ensure that the torque change of the final executed torque curve is smooth and conforms to the real-time road conditions, thereby solving the problem of rigid strategies in the prior art. This allows the vehicle to balance driving comfort and energy recovery efficiency when performing energy recovery, maximizing the total amount of energy recovered while ensuring driving comfort.

[0038] In some embodiments, the energy recovery control method further includes: when the vehicle executes the third recovery torque curve, acquiring the vehicle's response data and intervention information regarding whether there is driver intervention behavior; when the deviation between the response data and the expected response data exceeds a preset value and / or when there is driver intervention behavior when the vehicle executes the third recovery torque curve, adjusting the third recovery torque curve to obtain a fourth recovery torque curve; and controlling the vehicle to execute the fourth recovery torque curve to perform energy recovery.

[0039] The response data refers to the vehicle's reaction when the target torque in the third recovery torque curve is executed, such as the vehicle's actual deceleration and state of charge (SOC) changes. While the vehicle is executing the third recovery torque curve, the control terminal can acquire the vehicle's response data in real time, as well as information on any driver intervention. If the deviation between the response data and the expected response data exceeds a preset value, and / or if driver intervention occurs while the vehicle is executing the third recovery torque curve, it indicates that the vehicle's response differs from expectations and / or the driver is uncomfortable with the currently executed target torque. In this case, the target torque at the various positions in the third recovery torque curve that have not yet been driven can be adjusted to obtain the fourth recovery torque curve. For example, when the driver's intervention is to reduce braking force, the target torque (negative torque) at the various positions in the third recovery torque curve that have not yet been driven can be increased accordingly to obtain the fourth recovery torque curve. Then, the vehicle is controlled to execute the fourth recovery torque curve to recover energy.

[0040] The energy recovery control method provided in this application can adjust the third recovery torque curve to obtain a fourth recovery torque curve when the deviation between the response data and the expected response data of the vehicle executing the third recovery torque curve exceeds a preset value and / or when there is driver intervention behavior when the vehicle executes the third recovery torque curve. Then, the vehicle is controlled to execute the fourth recovery torque curve to perform energy recovery. The recovery torque curve can be adjusted according to the feedback data from both the vehicle and the driver so that the recovery torque curve accurately matches the actual situation of the current vehicle and the current driver, thereby accurately guiding the energy recovery behavior of the vehicle and improving the driving experience.

[0041] In some embodiments, controlling the vehicle to execute a fourth recovery torque curve includes: if the minimum negative torque that the vehicle's motor energy recovery system can execute is less than or equal to the target torque in the fourth recovery torque curve, controlling the motor energy recovery system to execute the fourth recovery torque curve; if the minimum negative torque that the motor energy recovery system can execute is greater than the target torque in the fourth recovery torque curve, controlling the motor energy recovery system to execute the minimum negative torque, and controlling the vehicle's hydraulic braking system to execute the remaining torque; wherein the remaining torque is the difference between the target torque in the fourth recovery torque curve and the minimum negative torque executed by the motor energy recovery system.

[0042] The control terminal can coordinate and allocate the target torque between the vehicle's electric motor energy recovery system and hydraulic braking system based on vehicle dynamics and efficiency optimization principles. The electric motor energy recovery system is used first, with the hydraulic braking system supplementing any shortfall. Ultimately, the electric motor energy recovery system and hydraulic braking system precisely execute the target torque from the fourth recovery torque curve.

[0043] The energy recovery control method provided in this application embodiment, when performing energy recovery by executing the target torque in the fourth recovery torque curve, prioritizes the use of the electric motor energy recovery system based on vehicle dynamics and the principle of optimal efficiency, and supplements the insufficient part by the hydraulic braking system. Finally, the electric motor energy recovery system and the hydraulic braking system accurately execute the target torque in the fourth recovery torque curve, which can further improve the energy recovery efficiency.

[0044] In some embodiments, the method of predicting the maximum recoverable torque based on target information using a target model to obtain a first recoverable torque curve includes: predicting the recoverable torque within a feasible solution space defined by preset constraints using a target model based on target information, and outputting a first recoverable torque curve that satisfies the constraints and maximizes the total recovered energy; wherein the constraints include at least one of vehicle battery charging upper limit constraints and vehicle dynamics constraints.

[0045] The control terminal can maximize the total recovered energy over the entire planning cycle (e.g., a 1-kilometer slope) corresponding to the future path information, based on the target model, while satisfying constraints such as the vehicle battery charging limit and vehicle dynamics constraints, thus obtaining the first recovered torque curve. This curve clearly indicates the expected recovered torque values ​​at different locations, such as before reaching the top of the slope, in the middle of the slope, and at the bottom of the slope. For example, when the SOC is low and facing a long downhill slope, the target model may plan to start recovering with a moderate torque near the top of the slope, increase the torque in the middle of the slope, and smoothly decrease the torque near the bottom of the slope to capture the maximum gravitational potential energy.

[0046] The energy recovery control method provided in this application predicts the recovery torque based on the target information in the feasible solution space limited by preset constraints using a target model, and outputs a first recovery torque curve that satisfies the constraints and maximizes the total recovered energy, thereby maximizing the total energy recovery of the vehicle.

[0047] In some embodiments, adjusting the first recovery torque curve based on a preset comfort index to obtain a second recovery torque curve includes: if the comfort index at the second target driving position in the first recovery torque curve exceeds the upper limit of a preset range, increasing the target torque at the second target driving position to obtain the second recovery torque curve; if the comfort index at the second target driving position is lower than the lower limit of a preset range, decreasing the target torque at the second target driving position to obtain the second recovery torque curve.

[0048] The control terminal can calculate the changes in comfort indicators such as the rate of change of vehicle deceleration and the rate of change of pitch angle caused by the first recovery torque curve. If the indicators exceed the limits, adjustments are triggered. Specifically, if the comfort indicator at the second target driving position in the first recovery torque curve exceeds the upper limit of the preset range, it indicates that the provided braking force is too large, affecting the driving experience. In this case, the target torque at the second target driving position can be increased. Since the target torque is a negative torque, increasing the target torque is equivalent to decreasing the absolute value of the target torque, that is, decreasing the braking force, so that the target torque at the second target driving position meets the preset range of the comfort indicator, resulting in the second recovery torque curve. If the comfort indicator at the second target driving position is lower than the lower limit of the preset range, it indicates that the provided braking force is too small, affecting the energy recovery efficiency. In this case, the target torque at the second target driving position can be decreased. Since the target torque is a negative torque, decreasing the target torque is equivalent to increasing the absolute value of the target torque, that is, increasing the braking force, so that the target torque at the second target driving position can recover more energy, resulting in the second recovery torque curve.

[0049] The energy recovery control method provided in this application adjusts the first recovery torque curve based on a preset comfort index to obtain a second recovery torque curve, which can make the vehicle balance driving comfort and energy recovery efficiency when performing energy recovery, and maximize the total amount of energy recovered while ensuring driving comfort.

[0050] In some embodiments, the energy recovery control method further includes: uploading response data, intervention information, a fourth recovery torque curve, and target information to the cloud; the cloud is used to optimize the target model based on the response data, intervention information, fourth recovery torque curve, and target information of multiple vehicles.

[0051] like Figure 2 As shown, the control terminal can upload anonymized data to the cloud (cloud platform) of the vehicle's final fourth recovery torque curve, target information (such as actual slope), vehicle response data (such as actual deceleration and SOC changes), and intervention information (such as interrupting recovery by pressing the accelerator). The cloud aggregates data from multiple vehicles and continuously trains and optimizes the target model on a cloud-based AI training platform. For example, it can learn the deceleration patterns preferred by different drivers on specific slopes or learn better torque distribution strategies. The trained optimized model or strategy parameters are then downloaded to the vehicle via Over-The-Air Technology (OTA) to complete the iterative upgrade of the target model, achieving "increasing intelligence with use."

[0052] The energy recovery control method provided in this application optimizes the target model by using response data from multiple vehicles, intervention information, a fourth recovery torque curve, and target information. This continuously improves the predictive accuracy of the target model and yields a recovery torque curve that better balances driving comfort and energy recovery efficiency.

[0053] Based on the above description, this application constructs a four-layer closed-loop AI energy recovery control system of "perception-planning-execution-learning", which can solve the following technical problems: Addressing the "short-sighted" problem of energy recovery: Overcoming the shortcomings of existing technologies that only adjust torque according to the current slope, and realizing advance and global planning of energy recovery strategies for the entire slope and even continuous slope paths based on navigation and high-precision maps.

[0054] Resolving the conflict between efficiency and comfort: While pursuing the maximization of slope energy recovery, the introduction of driving comfort indicators and intelligent smoothing of torque change curves avoid vehicle jerking or pitching caused by sudden torque changes, thereby improving the driving experience.

[0055] Achieve dynamic optimal control under multiple constraints: Construct an intelligent system that can dynamically calculate and output the optimal recovery torque under multiple conditions such as real-time battery SOC constraints, real-time slope geometry information (slope, distance between top and bottom of slope), and vehicle dynamics.

[0056] Establish system evolution capability: Through data closed loop, the control system can continuously iterate and optimize the algorithm model using actual driving data, adapt to different driving styles and road conditions, and become smarter with use.

[0057] This application also has the following beneficial effects: Maximizing energy recovery efficiency: This application can plan ahead of time and combine real-time vehicle information to plan the recovery intensity of subsequent routes in advance, maximizing the use of gravitational potential energy, and further improving the driving range compared to existing strategies.

[0058] Ultimate optimization of driving comfort: By using driving comfort indicators and dynamic torque adjustment based on real-time environmental information, smooth torque is ensured, eliminating the drag or pitching sensation caused by energy recovery during driving, and providing a comfortable and smooth driving experience.

[0059] Achieving intelligent adaptive control: This application can integrate real-time SOC, accurate slope models, and real-time road conditions to perform multi-objective dynamic optimization. For example, it can automatically reduce the intensity of recovery when descending a steep slope with high SOC to avoid the driver frequently switching between the accelerator and brake, and achieve aggressive recovery when SOC is low.

[0060] It possesses continuous learning and optimization capabilities: it can continuously accumulate experience through massive amounts of vehicle data, optimize strategies, adapt to a wider range of driving styles and road environments, and form a core technological barrier.

[0061] The energy recovery control device provided in this application is described below. The energy recovery control device described below can be referred to in correspondence with the energy recovery control method described above.

[0062] Figure 3 This is a schematic diagram of the energy recovery control device provided in an embodiment of this application. (Refer to...) Figure 3 The energy recovery control device provided in this application embodiment may include: The acquisition module 310 is used to acquire target information; wherein, the target information includes future path information, vehicle status information and real-time environmental information, and the vehicle status information includes the vehicle's battery state of charge. Prediction module 320 is used to predict the maximum recovery torque based on the target information using the target model, and obtain the first recovery torque curve; The adjustment module 330 is used to adjust the first recovery torque curve based on a preset comfort index to obtain a second recovery torque curve. The control module 340 is used to control the vehicle to perform energy recovery based on the real-time environmental information and the second recovery torque curve; wherein the second recovery torque curve includes the target torque of the vehicle at each driving position, and the target torque is a negative torque.

[0063] The energy recovery control device provided in this application embodiment obtains a first recovery torque curve that maximizes the total recovered energy by using future path information, vehicle state information including battery state of charge, real-time environmental information, and a target model. The first recovery torque curve is adjusted by a comfort index to obtain a second recovery torque curve. Then, based on the real-time environmental information and the second recovery torque curve, the vehicle is controlled to perform energy recovery. That is to say, when the vehicle performs energy recovery, it simultaneously considers future path information, battery state of charge, real-time environmental information, and comfort index, and can make real-time adjustments based on the real-time environmental information. This allows the vehicle to balance driving comfort and energy recovery efficiency when performing energy recovery, maximizing the total amount of energy recovered while ensuring driving comfort.

[0064] In some embodiments, the control module is used to: When the deviation between the real-time environmental information and the corresponding information in the future path information exceeds a preset threshold, and the comfort index at the first target driving position corresponding to the real-time environmental information exceeds a preset range, the target torque at the first target driving position in the second recovery torque curve is adjusted to obtain the third recovery torque curve. The vehicle is controlled to execute the third recovery torque curve to recover energy.

[0065] In some embodiments, the control module is used to: If the comfort index at the first target driving position exceeds the upper limit of the preset range, the target torque at the first target driving position is increased to obtain the third recovery torque curve; If the comfort index at the first target driving position is lower than the lower limit of the preset range, the target torque at the first target driving position is reduced to obtain the third recovery torque curve.

[0066] In some embodiments, the control module is further configured to: When the vehicle executes the third recovery torque curve, the vehicle's response data and intervention information regarding whether there is driver intervention behavior are obtained; When the deviation between the response data and the expected response data exceeds a preset value and / or when the vehicle executes the third recovery torque curve, there is driver intervention behavior, the third recovery torque curve is adjusted to obtain a fourth recovery torque curve; The vehicle is controlled to execute the fourth recovery torque curve to recover energy.

[0067] In some embodiments, the control module is used to: If the minimum negative torque that the vehicle's motor energy recovery system can execute is less than or equal to the target torque in the fourth recovery torque curve, the motor energy recovery system is controlled to execute the fourth recovery torque curve. If the minimum negative torque that the motor energy recovery system can execute is greater than the target torque in the fourth recovery torque curve, the motor energy recovery system is controlled to execute the minimum negative torque, and the vehicle's hydraulic braking system is controlled to execute the remaining torque; wherein, the remaining torque is the difference between the target torque in the fourth recovery torque curve and the minimum negative torque executed by the motor energy recovery system.

[0068] In some embodiments, the prediction module is used for: The target model predicts the recovered torque within a feasible solution space defined by preset constraints based on the target information, and outputs the first recovered torque curve that satisfies the constraints and maximizes the total recovered energy; wherein, the constraints include at least one of vehicle battery charging upper limit constraints and vehicle dynamics constraints.

[0069] In some embodiments, the adjustment module is used to: If the comfort index at the second target driving position in the first recovery torque curve exceeds the upper limit of the preset range, the target torque at the second target driving position is increased to obtain the second recovery torque curve; If the comfort index at the second target driving position is lower than the lower limit of the preset range, the target torque at the second target driving position is reduced to obtain the second recovery torque curve.

[0070] In some embodiments, the prediction module is further configured to: The response data, the intervention information, the fourth recovery torque curve, and the target information are uploaded to the cloud; the cloud is used to optimize the target model based on the response data, the intervention information, the fourth recovery torque curve, and the target information of multiple vehicles.

[0071] Specifically, the energy recovery control device provided in this application embodiment can implement all the method steps implemented by the method embodiment with the execution subject being the control terminal, and can achieve the same technical effect. Here, the parts that are the same as those in the method embodiment and the beneficial effects will not be described in detail.

[0072] Figure 4 This is a schematic diagram of the structure of the electronic device provided in an embodiment of this application. For example... Figure 4 As shown, the electronic device may include: a processor 410, a communications interface 420, a memory 430, and a communication bus 440, wherein the processor 410, the communications interface 420, and the memory 430 communicate with each other via the communication bus 440. The processor 410 can call logic instructions in the memory 430 to execute energy recovery control methods, such as: Obtain target information; wherein, the target information includes future path information, vehicle status information and real-time environmental information, and the vehicle status information includes the vehicle's battery state of charge; The first recovery torque curve is obtained by predicting the maximum recovery torque based on the target information using the target model; The first recovery torque curve is adjusted based on a preset comfort index to obtain a second recovery torque curve. Based on the real-time environmental information and the second recovery torque curve, the vehicle is controlled to perform energy recovery; wherein, the second recovery torque curve includes the target torque of the vehicle at each driving position, and the target torque is a negative torque.

[0073] Furthermore, the logical instructions in the aforementioned memory 430 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, 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 described in the various embodiments of this application. 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.

[0074] On the other hand, this application also provides a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the energy recovery control methods provided by the above-described methods, including, for example: Obtain target information; wherein, the target information includes future path information, vehicle status information and real-time environmental information, and the vehicle status information includes the vehicle's battery state of charge; The first recovery torque curve is obtained by predicting the maximum recovery torque based on the target information using the target model; The first recovery torque curve is adjusted based on a preset comfort index to obtain a second recovery torque curve. Based on the real-time environmental information and the second recovery torque curve, the vehicle is controlled to perform energy recovery; wherein, the second recovery torque curve includes the target torque of the vehicle at each driving position, and the target torque is a negative torque.

[0075] Furthermore, this application also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer is able to perform the steps of the energy recovery control method provided by the above-described methods, such as including: Obtain target information; wherein, the target information includes future path information, vehicle status information and real-time environmental information, and the vehicle status information includes the vehicle's battery state of charge; The first recovery torque curve is obtained by predicting the maximum recovery torque based on the target information using the target model; The first recovery torque curve is adjusted based on a preset comfort index to obtain a second recovery torque curve. Based on the real-time environmental information and the second recovery torque curve, the vehicle is controlled to perform energy recovery; wherein, the second recovery torque curve includes the target torque of the vehicle at each driving position, and the target torque is a negative torque.

[0076] The device embodiments described above are merely illustrative. 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 modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0077] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0078] It should also be noted that in the embodiments of this application, the terms "first," "second," etc., are used to distinguish similar objects, and not to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first" and "second" are generally of the same class, and the number of objects is not limited. For example, the first object can be one or more.

[0079] In this application embodiment, the term "and / or" describes the association relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0080] In this application's embodiments, "determine B based on A" means that factor A must be considered when determining B. It is not limited to "B can be determined based solely on A," but should also include: "determine B based on A and C," "determine B based on A, C, and E," "determine C based on A, and further determine B based on C," etc. Additionally, it can include using A as a condition for determining B, for example, "when A meets the first condition, determine B using the first method"; another example, "when A meets the second condition, determine B," etc.; another example, "when A meets the third condition, determine B based on the first parameter," etc. Of course, it can also be a condition where A is a factor in determining B, for example, "when A meets the first condition, determine C using the first method, and further determine B based on C," etc.

[0081] In the embodiments of this application, the term "multiple" refers to two or more, and other quantifiers are similar.

[0082] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this application, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0083] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. An energy recovery control method, characterized in that, include: Obtain target information; wherein, the target information includes future path information, vehicle status information and real-time environmental information, and the vehicle status information includes the vehicle's battery state of charge; The first recovery torque curve is obtained by predicting the maximum recovery torque based on the target information using the target model; The first recovery torque curve is adjusted based on a preset comfort index to obtain a second recovery torque curve. Based on the real-time environmental information and the second recovery torque curve, the vehicle is controlled to perform energy recovery; wherein, the second recovery torque curve includes the target torque of the vehicle at each driving position, and the target torque is a negative torque.

2. The energy recovery control method according to claim 1, characterized in that, The step of controlling the vehicle to perform energy recovery based on the real-time environmental information and the second recovery torque curve includes: When the deviation between the real-time environmental information and the corresponding information in the future path information exceeds a preset threshold, and the comfort index at the first target driving position corresponding to the real-time environmental information exceeds a preset range, the target torque at the first target driving position in the second recovery torque curve is adjusted to obtain the third recovery torque curve. The vehicle is controlled to execute the third recovery torque curve to recover energy.

3. The energy recovery control method according to claim 2, characterized in that, The step of adjusting the target torque at the first target driving position in the second recovery torque curve to obtain the third recovery torque curve includes: If the comfort index at the first target driving position exceeds the upper limit of the preset range, the target torque at the first target driving position is increased to obtain the third recovery torque curve; If the comfort index at the first target driving position is lower than the lower limit of the preset range, the target torque at the first target driving position is reduced to obtain the third recovery torque curve.

4. The energy recovery control method according to claim 2, characterized in that, Also includes: When the vehicle executes the third recovery torque curve, the vehicle's response data and intervention information regarding whether there is driver intervention are obtained; When the deviation between the response data and the expected response data exceeds a preset value and / or when the vehicle executes the third recovery torque curve, there is driver intervention behavior, the third recovery torque curve is adjusted to obtain a fourth recovery torque curve; The vehicle is controlled to execute the fourth recovery torque curve to recover energy.

5. The energy recovery control method according to claim 4, characterized in that, The control of the vehicle to execute the fourth recovery torque curve includes: If the minimum negative torque that the vehicle's motor energy recovery system can execute is less than or equal to the target torque in the fourth recovery torque curve, the motor energy recovery system is controlled to execute the fourth recovery torque curve. If the minimum negative torque that the motor energy recovery system can execute is greater than the target torque in the fourth recovery torque curve, the motor energy recovery system is controlled to execute the minimum negative torque, and the vehicle's hydraulic braking system is controlled to execute the remaining torque; wherein, the remaining torque is the difference between the target torque in the fourth recovery torque curve and the minimum negative torque executed by the motor energy recovery system.

6. The energy recovery control method according to claim 1, characterized in that, The step of maximizing the recovery torque prediction based on the target information using the target model to obtain the first recovery torque curve includes: The target model predicts the recovered torque within a feasible solution space defined by preset constraints based on the target information, and outputs the first recovered torque curve that satisfies the constraints and maximizes the total recovered energy; wherein, the constraints include at least one of vehicle battery charging upper limit constraints and vehicle dynamics constraints.

7. The energy recovery control method according to claim 1, characterized in that, The adjustment of the first recovery torque curve based on a preset comfort index to obtain a second recovery torque curve includes: If the comfort index at the second target driving position in the first recovery torque curve exceeds the upper limit of the preset range, the target torque at the second target driving position is increased to obtain the second recovery torque curve; If the comfort index at the second target driving position is lower than the lower limit of the preset range, the target torque at the second target driving position is reduced to obtain the second recovery torque curve.

8. The energy recovery control method according to claim 4, characterized in that, Also includes: The response data, the intervention information, the fourth recovery torque curve, and the target information are uploaded to the cloud. The cloud is used to optimize the target model based on the response data from multiple vehicles, the intervention information, the fourth recovery torque curve, and the target information.

9. An energy recovery control device, characterized in that, include: The acquisition module is used to acquire target information; wherein, the target information includes future path information, vehicle status information and real-time environmental information, and the vehicle status information includes the vehicle's battery state of charge. The prediction module is used to predict the maximum recovery torque based on the target information using the target model, and obtain the first recovery torque curve; An adjustment module is used to adjust the first recovery torque curve based on a preset comfort index to obtain a second recovery torque curve. The control module is used to control the vehicle to perform energy recovery based on the real-time environmental information and the second recovery torque curve; wherein the second recovery torque curve includes the target torque of the vehicle at each driving position, and the target torque is a negative torque.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the energy recovery control method as described in any one of claims 1 to 8.

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