Electric vehicle energy recovery torque control method

Abstract

The application discloses an electric vehicle energy recovery torque control method, comprising: obtaining passenger sensitivity information; identifying the driving condition of the current vehicle; determining the change rate limit value of the feedback torque according to the passenger sensitivity information and the driving condition; controlling the feedback torque transition process of the driving motor according to the change rate limit value in response to the coasting signal; obtaining the difference between the target braking force and the actual feedback braking force of the vehicle, and controlling the brake system to output the compensation braking force. The electric vehicle energy recovery torque control method of the application associates the torque rising slope with the passenger car sickness sensitivity, so that the sensitive people can enjoy a more gentle deceleration establishment process, the longitudinal acceleration change rate is reduced, the vestibular stimulation is effectively reduced, the car sickness symptoms of the passengers are inhibited, and the comfort is improved.

Description

Technical Field

[0001] This invention belongs to the field of automotive technology, specifically, it relates to a method for controlling the torque of energy recovery in electric vehicles. Background Technology

[0002] With the popularization of new energy vehicles, energy recovery technology for electric vehicles has become an important means to improve driving range. Currently, electric vehicles generally adopt a coasting energy recovery strategy, that is, when the driver releases the accelerator pedal, the vehicle controller (VCU) sends a negative torque command to the motor controller (MCU), driving the motor to switch to generator mode, converting the vehicle's kinetic energy into electrical energy to recharge the battery.

[0003] Existing energy recovery strategies mainly include: 1. Fixed-gear type: providing three levels of recovery intensity—weak, medium, and strong—which are manually selected by the driver; 2. Pedal opening mapping type: determining the target value of the recovery torque based on the accelerator pedal opening and vehicle speed; 3. Segmented control: dividing the recovery process into a torque gradual increase stage and a constant torque stage.

[0004] However, the existing strategies mentioned above have the following drawbacks:

[0005] 1. Failure to consider individual passenger differences: Different passengers have different sensitivities to changes in longitudinal acceleration. Under the same recovery intensity, sensitive groups such as children, the elderly, and those prone to motion sickness are very likely to experience motion sickness symptoms.

[0006] 2. Fixed torque change rate: In existing strategies, the rate of change of recovered torque from the current value to the target value is usually a preset fixed value, which cannot be adjusted in real time according to road conditions and passenger status.

[0007] 3. Lack of coordination between comfort and safety: When reducing the intensity of retraction or slowing down the slope for the sake of comfort, the total braking force of the vehicle may be insufficient, and the existing strategy does not provide an effective braking force compensation mechanism.

[0008] 4. Lack of proactive control: Existing strategies are all reactive control, only responding when the pedal is released, and cannot make adjustments based on the road conditions ahead. Summary of the Invention

[0009] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention provides a method for controlling the torque of energy recovery in electric vehicles, with the purpose of suppressing motion sickness symptoms in passengers and improving comfort and braking safety.

[0010] To achieve the above objectives, the technical solution adopted by the present invention is: a method for controlling the energy recovery torque of an electric vehicle, comprising:

[0011] Obtaining passenger sensitive information;

[0012] Identify the current driving conditions of the vehicle;

[0013] Based on the passenger sensitivity information and the driving conditions, determine the limit value for the rate of change of the feedback torque;

[0014] In response to the coasting signal, the feedback torque transition process of the drive motor is controlled according to the rate of change limit value;

[0015] The difference between the target braking force and the actual feedback braking force of the vehicle is obtained, and the braking system is controlled to output compensating braking force.

[0016] The acquisition of passenger sensitivity information includes one or more of the following methods:

[0017] Sensitivity levels are received from user input via a human-computer interaction interface;

[0018] The system acquires passenger facial images using an image acquisition device, identifies facial feature information, and determines the sensitivity level based on the facial feature information.

[0019] The system receives voice feedback from passengers through a voice interaction system and determines the sensitivity level based on the voice feedback.

[0020] The identification of the current driving conditions of the vehicle includes:

[0021] Acquire vehicle motion state parameters and environmental perception parameters;

[0022] Based on the motion state parameters and environmental perception parameters, the driving condition is determined to be a congested following condition, a curve condition, or a smooth driving condition.

[0023] The determination of whether the driving condition is a congested following situation, a curved road situation, or a smooth road situation specifically includes:

[0024] If the vehicle speed is less than the preset low speed threshold and the number of accelerations and decelerations exceeds the preset number within the preset time, it is determined to be a congested following condition.

[0025] If the absolute value of the steering wheel angle is greater than the preset angle threshold and the duration exceeds the preset time threshold, it is determined to be a curve condition.

[0026] If the vehicle speed is greater than the preset high-speed threshold and does not meet the conditions of the congested following condition and the curved condition, it is determined to be a smooth condition.

[0027] The step of determining the rate of change limit of the feedback torque based on the passenger sensitivity information and the driving conditions specifically includes:

[0028] The basic rate of change is determined based on the passenger sensitivity information;

[0029] Determine the operating condition correction coefficient based on the described driving conditions;

[0030] The product of the basic rate of change and the operating condition correction coefficient is calculated to obtain the rate of change limit value.

[0031] The passenger sensitivity information includes multiple levels, each level corresponding to a preset base change rate. The higher the sensitivity level, the smaller the corresponding base change rate.

[0032] The operating condition correction coefficient takes a first coefficient value under congested following conditions, a second coefficient value under curved conditions, and a third coefficient value under smooth conditions, wherein the first coefficient value is less than the second coefficient value, and the second coefficient value is less than or equal to the third coefficient value.

[0033] The process of controlling the feedback torque transition of the drive motor according to the rate of change limit specifically includes:

[0034] Obtain the target feedback torque and the current actual torque;

[0035] Calculate the torque difference between the target feedback torque and the current actual torque;

[0036] In each control cycle, the command torque is updated according to the sign of the torque difference and the rate of change limit, so that the command torque approaches the target feedback torque.

[0037] The formula for calculating the update command torque is as follows:

[0038] T_cmd(n+1) = T_cmd(n) + sign(ΔT) × min(|ΔT|, K_max × Δt)

[0039] Where T_cmd(n+1) is the command torque for the next cycle, T_cmd(n) is the command torque for the current cycle, ΔT is the torque difference, K_max is the rate of change limit, Δt is the control cycle, sign() is the sign function, and min() is the minimum value function.

[0040] The step of determining the rate of change limit of the feedback torque also includes:

[0041] Determine whether the calculated rate of change limit is less than a preset lower limit.

[0042] If the value is less than the preset lower limit, then the rate of change limit is set to the preset lower limit.

[0043] The control braking system outputs compensating braking force, specifically including:

[0044] Calculate the total required braking force corresponding to the vehicle's target deceleration;

[0045] The difference between the total required braking force and the actual regenerative braking force generated by the drive motor is calculated to obtain the compensation braking force value;

[0046] A braking request is sent to the electronic stability system, and the braking system is controlled to establish the braking force corresponding to the compensated braking force value according to the same slope as the feedback torque transition process.

[0047] The electric vehicle energy recovery torque control method of the present invention has the following beneficial effects:

[0048] 1. By linking the torque rise slope with passengers' motion sickness sensitivity, sensitive individuals can enjoy a smoother deceleration build-up process, with a reduced longitudinal acceleration change rate, effectively reducing vestibular stimulation, suppressing motion sickness symptoms, and improving comfort;

[0049] 2. By setting the slope to be automatically reduced in congested traffic conditions, the cumulative effect of frequent acceleration and deceleration is avoided; the slope is reduced in curves to avoid energy recovery interfering with the vehicle's steering response;

[0050] 3. Through the hydraulic braking compensation mechanism, the total braking force of the vehicle is not sacrificed while ensuring comfort, so as to meet the braking needs in emergency situations and improve braking safety;

[0051] 4. The system can record the user's motion sickness sensitivity preferences and automatically recall them upon the next startup, achieving a seamless personalized experience. Attached Figure Description

[0052] This manual includes the following figures, which illustrate the following:

[0053] Figure 1 This is a schematic flowchart of the electric vehicle energy recovery torque control method of the present invention. Detailed Implementation

[0054] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings, in order to help those skilled in the art to have a more complete, accurate and in-depth understanding of the concept and technical solutions of the present invention, and to facilitate its implementation.

[0055] like Figure 1 As shown, this embodiment of the invention provides a method for controlling the torque of energy recovery in an electric vehicle. This method is executed by the vehicle controller (VCU) of the electric vehicle and mainly includes the following steps:

[0056] S1: Obtain passenger sensitivity information;

[0057] S2: Identify the current driving conditions of the vehicle;

[0058] S3: Determine the limit value of the rate of change of feedback torque based on passenger sensitivity information and driving conditions;

[0059] S4: In response to the coasting signal, control the feedback torque transition process of the drive motor according to the rate of change limit value;

[0060] S5: Obtain the difference between the target braking force and the actual feedback braking force of the vehicle, and control the braking system to output compensating braking force.

[0061] In step S1 above, passenger sensitivity information is a data indicator reflecting the sensitivity of passengers inside the vehicle to changes in the vehicle's motion state, particularly changes in longitudinal acceleration. Differences in physical constitution among passengers lead to vastly different levels of tolerance to vehicle deceleration. For example, children, the elderly, or passengers prone to motion sickness are extremely sensitive to changes in acceleration. Applying a fixed, large deceleration during energy recovery can easily induce discomfort in their vestibular system, leading to motion sickness symptoms. Therefore, obtaining accurate passenger sensitivity information is a prerequisite for achieving personalized comfort control. One or more of the following methods can be used to obtain passenger sensitivity information:

[0062] Sensitivity levels are received from user input via a human-computer interaction interface;

[0063] The system captures passenger facial images using an image acquisition device, identifies facial feature information, and determines the sensitivity level based on the facial feature information.

[0064] The system receives voice feedback from passengers through a voice interaction system and determines the sensitivity level based on the feedback.

[0065] In this embodiment of the invention, diverse methods are employed to obtain passenger sensitivity information, ensuring both accuracy and ease of acquisition. Specifically, the following three implementation methods are included. In practical applications, one method can be implemented individually or in combination to improve the accuracy of the judgment.

[0066] The first implementation method is a manual input mode. A human-machine interface is installed inside the vehicle. This interface can be a touchscreen integrated into the dashboard or a combination of independent physical buttons. Users select a sensitivity level that suits their preferences through the human-machine interface. For example, the system presets sensitivity levels from 1 to 5, where level 1 represents insensitivity, suitable for passengers accustomed to strong deceleration; level 5 represents extreme sensitivity, suitable for passengers prone to motion sickness. When a passenger enters the vehicle and the system is activated, they can directly click the corresponding level option on the screen. The vehicle controller receives this input signal and stores it as the current passenger's sensitivity information.

[0067] The second implementation method is a passive perception mode. This mode relies on image acquisition devices installed inside the vehicle, typically cameras. These devices capture passengers' facial images in real time. The vehicle controller or a separate onboard image processing unit performs feature recognition on the captured images. The recognition includes physiological characteristics such as facial expressions, frequency of eye closure, and blinking frequency. The system has a pre-trained motion sickness recognition model that establishes a mapping relationship between facial feature information and motion sickness sensitivity. When the model detects features such as frequent eye closure and furrowed brows, it determines that the passenger is in a highly sensitive state and outputs the corresponding sensitivity level. This method requires no manual operation from the passenger, achieving seamless recognition.

[0068] The third implementation method is the proactive inquiry mode. The vehicle is equipped with a voice interaction system, including a microphone and a voice recognition processor. After the vehicle starts or during operation, when the vehicle controller determines that sensitivity confirmation is needed, it issues a voice inquiry to the passenger through the in-vehicle audio system, asking about their current comfort level or whether the retraction intensity needs to be adjusted. The passenger provides voice feedback, such as answering "comfortable," "moderate," or "somewhat dizzy." The voice interaction system receives and parses this voice feedback, converting it into a corresponding sensitivity level. For example, "somewhat dizzy" is converted into a high sensitivity level. This method offers strong interactivity and flexibility.

[0069] The information obtained through the three methods described above can be mutually verified. For example, if image recognition determines that a passenger is in a moderately sensitive state, but the passenger manually inputs a low sensitivity level, the vehicle controller can prioritize a higher sensitivity level or request passenger confirmation based on a preset strategy to ensure control reliability. The vehicle controller also has a memory function, capable of recording a specific user's motion sickness sensitivity preferences. Upon recognizing a user account login, it can automatically recall historical settings, further simplifying the operation process.

[0070] The driving environment of a vehicle has a significant impact on the safety and comfort of the energy recovery process. In congested traffic, frequent acceleration and deceleration can cause accumulated passenger discomfort; on curved roads, the combined longitudinal deceleration demand and lateral forces can easily lead to chaotic vehicle dynamic response. Therefore, identifying the current driving condition of the vehicle is a crucial step in formulating a reasonable control strategy. In step S2 above, identifying the current driving condition of the vehicle specifically includes:

[0071] Acquire vehicle motion state parameters and environmental perception parameters;

[0072] Based on motion state parameters and environmental perception parameters, the driving condition is determined to be either a congested following situation, a curve situation, or a smooth driving situation.

[0073] The vehicle controller acquires data from various sensors on the electric vehicle in real time. Motion state parameters mainly include vehicle speed and speed change frequency, collected by wheel speed sensors; the speed change frequency reflects the vehicle's acceleration and deceleration activity. Environmental perception parameters include steering wheel angle and angle change rate, collected by steering angle sensors; distance between the vehicle and the vehicle in front, collected by millimeter-wave radar or cameras; and road conditions ahead of the navigation route, with data sourced from the in-vehicle navigation system.

[0074] In step S2 above, determining whether the driving condition is a congested following situation, a curved road situation, or a smooth road situation specifically includes:

[0075] If the vehicle speed is less than the preset low speed threshold and the number of accelerations and decelerations exceeds the preset number within the preset time, it is determined to be a congested following condition.

[0076] If the absolute value of the steering wheel angle is greater than the preset angle threshold and the duration exceeds the preset time threshold, it is determined to be a curve condition.

[0077] If the vehicle speed exceeds the preset high-speed threshold and does not meet the conditions for congested following and curve conditions, it is judged as a smooth driving condition.

[0078] Specifically, based on the parameters obtained above, the determination of driving conditions follows the following logic:

[0079] To determine congested following conditions, the vehicle controller considers both vehicle speed and acceleration / deceleration frequency. When the detected vehicle speed is below a preset low-speed threshold, and the number of acceleration / deceleration cycles (the total number of transitions between acceleration and deceleration, or vice versa) exceeds a preset number within a preset time period, it indicates that the vehicle is in a low-speed congested state with frequent starts and stops. At this point, the vehicle controller determines that the vehicle has entered congested following conditions. This logic effectively identifies typical urban traffic conditions during peak hours.

[0080] The determination of cornering conditions is primarily based on the steering wheel's movement characteristics. When the absolute value of the steering wheel angle is detected to be greater than a preset angle threshold, and this state lasts for more than a preset time threshold, it indicates that the driver is performing a steering operation and the vehicle is in a cornering state. By limiting the duration, misjudgments caused by the driver's occasional steering corrections or lane changes can be effectively filtered out.

[0081] The determination of smooth traffic conditions serves as a default or fallback logic. When the vehicle speed exceeds a preset high-speed threshold, and the conditions for congested following and curve conditions mentioned above are not met, the vehicle controller determines that the vehicle is in a smooth traffic condition. Under smooth traffic conditions, road resistance is low, the vehicle travels smoothly, and it is the optimal time for energy recovery.

[0082] In this embodiment of the invention, the preset low-speed threshold is set to 30 km / h, the preset duration is set to 5 seconds, and the preset number of accelerations and decelerations is set to 3. The preset angle threshold is set to 15 degrees, the preset time threshold is set to 2 seconds, and the preset high-speed threshold is set to 40 km / h.

[0083] By fusing and determining the information from the above multi-source sources, the vehicle controller can accurately perceive the driving environment in which the vehicle is located, providing a basis for decision-making for subsequent dynamic adjustments.

[0084] In step S3 above, the aim is to resolve the conflict between comfort and energy recovery efficiency by calculating dynamic limits. The limit value for the rate of change of the regenerative torque, i.e., the maximum value of the torque rise slope, determines how quickly the energy recovery torque is established. The limit value for the rate of change of the regenerative torque is determined based on passenger sensitivity information and driving conditions, specifically including the following steps:

[0085] S301. Determine the basic rate of change based on passenger sensitivity information;

[0086] S302. Determine the operating condition correction coefficient based on the driving conditions;

[0087] S303, Calculation of Basic Rate of Change and Work

[0088] The product of the correction factors yields the limit value for the rate of change.

[0089] In step S301 above, the basic rate of change is determined based on passenger sensitivity information. In this embodiment of the invention, a mapping table between sensitivity levels and basic rates of change is established, as shown in Table 1. Passenger sensitivity information includes multiple levels, each corresponding to a preset basic rate of change. The higher the sensitivity level, the smaller the corresponding basic rate of change. The principle followed is: the higher the sensitivity level, the more prone the passenger is to motion sickness, and the smaller the corresponding basic rate of change, meaning a slower torque build-up process.

[0090] Table 1. Mapping Table of Sensitivity Levels and Baseline Rates of Change

[0091]

[0092] For example, for insensitive passengers at sensitivity level 1, a higher base rate of change is set, such as 200 N·m / s, to achieve rapid kinetic energy recovery; for extremely sensitive passengers at sensitivity level 2, the base rate of change is set to 150 N·m / s; for extremely sensitive passengers at sensitivity level 3, the base rate of change is set to 100 N·m / s; for extremely sensitive passengers at sensitivity level 4, the base rate of change is set to 60 N·m / s; and for extremely sensitive passengers at sensitivity level 5, the base rate of change is set to a lower value, such as 30 N·m / s, to minimize the impact.

[0093] In step S302 above, a driving condition correction coefficient is determined based on the driving conditions. The driving conditions reflect the current dynamic constraints. As shown in Table 2, in this embodiment of the invention, the driving condition correction coefficient is set to take a first coefficient value under congested following conditions, a second coefficient value under curved conditions, and a third coefficient value under smooth driving conditions, wherein the first coefficient value is less than the second coefficient value, and the second coefficient value is less than or equal to the third coefficient value.

[0094] Table 2 Relationship between Correction Factors and Road Conditions

[0095]

[0096] In this embodiment of the invention, the first coefficient value is set to 0.5, which means halving the basic rate of change and further smoothing the torque build-up process. The second coefficient value is set to 0.7 to appropriately reduce the slope and avoid interfering with steering. Under smooth operating conditions, the vehicle is dynamically stable, so a third coefficient value is taken, which is set to 1.0, meaning the basic rate of change is not changed.

[0097] In step S303 above, the product of the base rate of change and the operating condition correction coefficient is calculated to obtain the final rate of change limit value K_max, K_max = K_base × α, where K_base is the base rate of change and α is the operating condition correction coefficient. This calculation formula is simple and efficient, and can respond in real time to changes in passenger status and road conditions.

[0098] Furthermore, to prevent the calculated rate of change limit from being too low, which could lead to sluggish braking response and threaten driving safety, this step also includes a lower limit protection mechanism. During the determination of the rate of change limit for the feedback torque, it is checked whether the calculated rate of change limit is less than a preset lower limit. The preset lower limit is set at 20 N·m / s. If the calculated value is less than this preset lower limit, the rate of change limit is forcibly set to the preset lower limit. This measure ensures that regardless of the passenger's sensitivity, the vehicle always retains a basic braking response capability.

[0099] When the driver releases the accelerator pedal, the vehicle enters a coasting state. The vehicle controller detects the coasting signal and triggers the energy recovery process. At this time, the smooth transition of the feedback torque of the drive motor, avoiding sudden torque changes, is a key step in suppressing motion sickness.

[0100] In step S4 above, the feedback torque transition process of the drive motor is controlled according to the rate of change limit value, specifically including:

[0101] Obtain the target feedback torque and the current actual torque;

[0102] Calculate the torque difference between the target feedback torque and the current actual torque;

[0103] Within each control cycle, the command torque is updated based on the sign of the torque difference and the rate of change limit, so that the command torque approaches the target feedback torque.

[0104] Specifically, the vehicle controller first acquires the target regenerative torque T_target and the current actual torque T_current. The target regenerative torque T_target is obtained by looking up a table based on the current vehicle speed and accelerator pedal opening; this value is typically negative, representing the braking direction. The current actual torque T_current is the torque value currently output by the drive motor, fed back by the motor controller. The vehicle controller internally stores mapping data related to the target regenerative torque in the form of a lookup table. This mapping defines the correspondence between the vehicle's current speed, accelerator pedal opening, and the target regenerative torque. Based on the vehicle's power performance and driving style calibration requirements, specific mapping data can be obtained through real-vehicle testing.

[0105] Next, the torque difference ΔT between the target feedback torque T_target and the current actual torque T_current is calculated, where ΔT = T_target - T_current. This torque difference ΔT reflects the amount of torque adjustment required.

[0106] Subsequently, a periodic control loop is entered. The vehicle controller operates according to a preset control cycle, for example, performing a calculation every 20 milliseconds. Within each control cycle, the command torque is updated based on the sign of the torque difference and the rate of change limit, so that the command torque gradually approaches the target feedback torque, rather than abruptly changing.

[0107] Furthermore, the formula for calculating the updated command torque is as follows:

[0108] T_cmd(n+1) = T_cmd(n) + sign(ΔT) × min(|ΔT|, K_max × Δt)

[0109] Where T_cmd(n+1) is the command torque for the next cycle, T_cmd(n) is the command torque for the current cycle, ΔT is the torque difference, K_max is the rate of change limit, Δt is the control cycle, sign() is the sign function, and min() is the minimum value function.

[0110] In this embodiment of the invention, Δt = 0.02s.

[0111] In improving passenger comfort, if the rate of change limit is set too low, it will result in slow regenerative braking, insufficient vehicle deceleration, and prolonged braking distance, posing a safety hazard. To resolve this issue, a hydraulic braking compensation mechanism is introduced in step S5 above. This mechanism controls the output of compensating braking force from the braking system, specifically including:

[0112] First, the total braking force required to achieve the target deceleration of the vehicle is calculated. The target deceleration reflects the driver's intention and is typically determined by the accelerator pedal opening and vehicle speed. The vehicle controller calculates the total braking force required to achieve this deceleration based on the vehicle's mass.

[0113] Secondly, the difference between the total required braking force and the actual regenerative braking force generated by the drive motor is calculated to obtain the compensated braking force value. In the initial stage of torque buildup, the regenerative braking force is relatively small; this difference represents the missing braking force and is defined as the compensated braking force value. The formula for calculating the compensated braking force value is as follows:

[0114] F_comp = m×a_target - F_regen_actual

[0115] Where F_comp is the compensating braking force value, m is the vehicle mass, a_target is the target deceleration, and F_regen_actual is the actual regenerative braking force generated by the drive motor.

[0116] Finally, a braking request is sent to the electronic stability system, which then controls the braking system to establish a braking force corresponding to the compensation braking force value with the same slope as the feedback torque transition process.

[0117] The Electronic Stability Controller (ESC), acting as the control unit of the vehicle's braking system, is responsible for regulating the pressure in the hydraulic brake lines. The vehicle controller sends a target wheel cylinder pressure request via a network bus. In response, the ESC controls the braking system to establish the compensating braking force value according to the same slope as the feedback torque transition process.

[0118] The requirement here is a constant slope, meaning the hydraulic braking force is not applied in a step-like manner, but rather increases synchronously with the rate of change of the motor's feedback torque. This control method ensures that the curve of the vehicle's total braking force is continuous and without abrupt changes, and the deceleration process felt by the driver and passengers is linear and smooth. This compensates for the insufficient initial braking force caused by comfort control, ensuring braking safety, while maintaining good ride comfort.

[0119] The electric vehicle energy recovery torque control method provided in this invention has the following advantages compared to the prior art:

[0120] First, by incorporating passenger sensitivity information and dynamically adjusting the torque change rate limit accordingly, the vehicle controller can provide differentiated control strategies for passengers with different physical conditions. For sensitive individuals, the vehicle controller automatically adopts a smoother deceleration build-up process, keeping the longitudinal acceleration change rate at a low level. This effectively reduces the impact of vehicle movement on the human vestibular system, thereby reducing motion sickness.

[0121] Secondly, by identifying various operating conditions such as congested traffic, curves, and smooth traffic, and introducing a condition correction coefficient, the torque change rate is corrected a second time. In congested traffic, the slope is automatically reduced to avoid the cumulative discomfort caused by frequent acceleration and deceleration; in curves, the slope is reduced to minimize the interference of energy recovery on the vehicle's steering response.

[0122] Third, by introducing a hydraulic braking compensation mechanism, when the vehicle controller determines that it is necessary to limit the establishment speed of motor kinetic energy recovery for comfort, it will actively call the hydraulic braking vehicle controller for linear compensation, ensuring that the total braking force of the vehicle always meets the driver's deceleration needs, shortening the braking distance, ensuring driving safety, and truly achieving uncompromising comfort and guaranteed safety.

[0123] Fourth, the vehicle controller supports multiple methods for acquiring sensitive information, including image recognition and convenient voice interaction, automatically adapting without requiring cumbersome settings from passengers. Simultaneously, the vehicle controller's memory function records user preferences, a user-friendly design that significantly enhances user satisfaction.

[0124] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution; or the direct application of the inventive concept and technical solution to other situations without modification, are all within the protection scope of the present invention.

Claims

1. A method for controlling the torque of energy recovery in an electric vehicle, characterized in that, include: Obtaining passenger sensitive information; Identify the current driving conditions of the vehicle; Based on the passenger sensitivity information and the driving conditions, determine the limit value for the rate of change of the feedback torque; In response to the coasting signal, the feedback torque transition process of the drive motor is controlled according to the rate of change limit value; The difference between the target braking force and the actual feedback braking force of the vehicle is obtained, and the braking system is controlled to output compensating braking force.

2. The electric vehicle energy recovery torque control method according to claim 1, characterized in that, The acquisition of passenger sensitivity information includes one or more of the following methods: Sensitivity levels are received from user input via a human-computer interaction interface; The system acquires passenger facial images using an image acquisition device, identifies facial feature information, and determines the sensitivity level based on the facial feature information. The system receives voice feedback from passengers through a voice interaction system and determines the sensitivity level based on the voice feedback.

3. The electric vehicle energy recovery torque control method according to claim 1, characterized in that, The identification of the current driving conditions of the vehicle includes: Acquire vehicle motion state parameters and environmental perception parameters; Based on the motion state parameters and environmental perception parameters, the driving condition is determined to be a congested following condition, a curve condition, or a smooth driving condition.

4. The electric vehicle energy recovery torque control method according to claim 3, characterized in that, The determination of whether the driving condition is a congested following situation, a curved road situation, or a smooth road situation specifically includes: If the vehicle speed is less than the preset low speed threshold and the number of accelerations and decelerations exceeds the preset number within the preset time, it is determined to be a congested following condition. If the absolute value of the steering wheel angle is greater than the preset angle threshold and the duration exceeds the preset time threshold, it is determined to be a curve condition. If the vehicle speed is greater than the preset high-speed threshold and does not meet the conditions of the congested following condition and the curved condition, it is determined to be a smooth condition.

5. The electric vehicle energy recovery torque control method according to claim 3, characterized in that, The step of determining the rate of change limit of the feedback torque based on the passenger sensitivity information and the driving conditions specifically includes: The basic rate of change is determined based on the passenger sensitivity information; Determine the operating condition correction coefficient based on the described driving conditions; The product of the basic rate of change and the operating condition correction coefficient is calculated to obtain the rate of change limit value.

6. The electric vehicle energy recovery torque control method according to claim 5, characterized in that, The passenger sensitivity information includes multiple levels, each level corresponding to a preset base change rate. The higher the sensitivity level, the smaller the corresponding base change rate. The operating condition correction coefficient takes a first coefficient value under congested following conditions, a second coefficient value under curved conditions, and a third coefficient value under smooth conditions, wherein the first coefficient value is less than the second coefficient value, and the second coefficient value is less than or equal to the third coefficient value.

7. The electric vehicle energy recovery torque control method according to claim 1, characterized in that, The process of controlling the feedback torque transition of the drive motor according to the rate of change limit specifically includes: Obtain the target feedback torque and the current actual torque; Calculate the torque difference between the target feedback torque and the current actual torque; In each control cycle, the command torque is updated according to the sign of the torque difference and the rate of change limit, so that the command torque approaches the target feedback torque.

8. The electric vehicle energy recovery torque control method according to claim 7, characterized in that, The formula for calculating the update command torque is as follows: T_cmd(n+1) = T_cmd(n) + sign(ΔT) × min(|ΔT|, K_max × Δt) Where T_cmd(n+1) is the command torque for the next cycle, T_cmd(n) is the command torque for the current cycle, ΔT is the torque difference, K_max is the rate of change limit, Δt is the control cycle, sign() is the sign function, and min() is the minimum value function.

9. The electric vehicle energy recovery torque control method according to claim 1, characterized in that, The step of determining the rate of change limit of the feedback torque also includes: Determine whether the calculated rate of change limit is less than a preset lower limit. If the value is less than the preset lower limit, then the rate of change limit is set to the preset lower limit.

10. The electric vehicle energy recovery torque control method according to claim 1, characterized in that, The control braking system outputs compensating braking force, specifically including: Calculate the total required braking force corresponding to the vehicle's target deceleration; The difference between the total required braking force and the actual regenerative braking force generated by the drive motor is calculated to obtain the compensation braking force value; A braking request is sent to the electronic stability system, and the braking system is controlled to establish the braking force corresponding to the compensated braking force value according to the same slope as the feedback torque transition process.

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