A recycling gear intelligent suggestion decision method based on multi-parameter fusion

Abstract

The embodiment of the application discloses a recycling gear intelligent suggestion decision method based on multi-parameter fusion; the method obtains running related parameters and current recycling gear information of a target vehicle, identifies a target running scene according to the running related parameters, determines target recycling gear information corresponding to the target running scene, generates recycling gear prompt information according to a comparison result between the target recycling gear information and the current recycling gear information, and outputs the recycling gear prompt information to a vehicle control object. The application can improve the adaptability of the coasting energy recovery gear and the vehicle running condition, and is conducive to reducing the abruptness of vehicle deceleration change.

Description

Technical Field

[0001] This application relates to the field of vehicle energy recovery control technology, specifically to a smart suggestion decision-making method for recovery level based on multi-parameter fusion. Background Technology

[0002] With the promotion and application of new energy vehicles, coasting energy recovery technology is gradually being applied to vehicle driving control. Coasting energy recovery refers to the recovery of some of the vehicle's kinetic energy when the vehicle is coasting, resulting in a corresponding deceleration effect. In vehicles with coasting energy recovery level adjustment functions, the degree of coasting energy recovery can be adjusted through different recovery levels.

[0003] However, currently, adjusting the coasting energy recovery level relies heavily on the driver's experience or operating instructions, making it difficult for the driver to promptly select the appropriate recovery level for the vehicle's current operating conditions. Some vehicles with intelligent driving or driver assistance functions also automatically adjust the energy recovery intensity based on the vehicle's operating status; this automatic adjustment process may cause changes in the vehicle's deceleration state that are difficult for passengers to anticipate. Therefore, existing coasting energy recovery methods suffer from low responsiveness in selecting recovery levels and abrupt changes in vehicle deceleration. Summary of the Invention

[0004] This application provides a method for intelligent suggestion and decision-making of recovery level based on multi-parameter fusion, which enables the vehicle control object to know the appropriate coasting energy recovery level under the current vehicle operation scenario. This can improve the adaptability of coasting energy recovery level to vehicle operation conditions and help reduce the abruptness of vehicle deceleration changes.

[0005] This application provides an intelligent suggestion decision-making method for recycling levels based on multi-parameter fusion, including:

[0006] Obtain the target vehicle's operating parameters and current recovery level information. The current recovery level information indicates the current coasting energy recovery level used by the target vehicle. Different coasting energy recovery levels correspond to different coasting energy recovery intensities.

[0007] Based on the relevant operating parameters, scene recognition is performed on the target vehicle to obtain the target operating scene corresponding to the target vehicle;

[0008] Determine the target recovery level information of the target vehicle in the target operating scenario. The target recovery level information represents the coasting energy recovery level of the target vehicle in the target operating scenario.

[0009] Based on the comparison between the target recovery level information and the current recovery level information, a recovery level prompt is generated, which is a suggestion for the coasting energy recovery level of the target vehicle.

[0010] Output recovery gear prompt information to the vehicle control object.

[0011] This application also provides an electronic device, including a processor and a memory, wherein the memory stores multiple instructions; the processor loads instructions from the memory to execute steps in any of the intelligent suggestion decision-making methods for recycling levels based on multi-parameter fusion provided in this application.

[0012] This application also provides a computer-readable storage medium storing multiple instructions adapted for loading by a processor to execute steps in any of the intelligent suggestion decision-making methods for recycling levels based on multi-parameter fusion provided in this application.

[0013] This application also provides a computer program product, including a computer program / instruction, which, when executed by a processor, implements the steps in any of the intelligent suggestion decision-making methods for recycling positions based on multi-parameter fusion provided in this application.

[0014] This application embodiment acquires the target vehicle's operating parameters and current recovery level information. Based on the operating parameters, it identifies the target vehicle's current operating scenario, ensuring the recovery level determination corresponds to the vehicle's current operating condition. It further determines the target recovery level information corresponding to the current operating scenario and generates recovery level prompt information based on the comparison between the target and current recovery level information. This prompt reflects the relationship between the current recovery level and the recovery level corresponding to the current operating scenario. By outputting the recovery level prompt information to the vehicle operator, the operator can determine the appropriate coasting energy recovery level for the current vehicle operating scenario. This improves the adaptability of the coasting energy recovery level to the vehicle's operating conditions and helps reduce the abruptness of vehicle deceleration changes. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a flowchart illustrating the intelligent suggestion decision-making method for recycling level based on multi-parameter fusion provided in the embodiments of this application;

[0017] Figure 2 This is a schematic diagram of the module of the intelligent suggestion decision-making method for recycling level based on multi-parameter fusion provided in the embodiments of this application. Detailed Implementation

[0018] The technical solutions of the embodiments 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, and 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.

[0019] This application provides a method for intelligent suggestion and decision-making of recovery level based on multi-parameter fusion, which is applied to vehicles with multiple coasting energy recovery levels. By identifying the vehicle operating scenario, the method determines the corresponding recovery level suggestion and outputs recovery level prompt information to the vehicle control object.

[0020] This method can be executed by an electronic device installed in the target vehicle, or by an electronic device communicatively connected to the target vehicle, or in cooperation with it. The electronic device communicatively connected to the target vehicle can be a terminal device, a server, or other electronic device with data processing or information output capabilities. The terminal device can be a mobile phone, tablet, laptop, smartwatch, or other mobile or wearable terminal. The electronic device in the target vehicle and the aforementioned electronic devices can transmit operating parameters, current recovery gear information, target recovery gear information, and recovery gear prompts via wired or wireless communication. All steps of the aforementioned method can be executed by the same electronic device, or multiple communicatively connected electronic devices can execute parts of the steps and work together. For example, the vehicle controller can acquire vehicle signals and perform scene recognition and gear comparison; the terminal device communicatively connected to the target vehicle can receive and display or play prompts; and the server can provide regional vehicle energy consumption statistics. For prompts that change with the vehicle's operating status, the relevant processing can be completed in the vehicle controller or by the electronic device communicatively connected to the target vehicle based on received vehicle data. The target vehicle can be a pure electric vehicle or other new energy vehicle with energy recovery capabilities, or a heavy-duty vehicle such as a tractor or truck.

[0021] In this application, the term "module" refers to a computer program, a portion of a computer program, a hardware processing circuit, or a combination thereof, that has a predetermined function. Different modules may be executed by the same processor or distributed across different electronic devices that are communicatively connected. When vehicle operation records and regional vehicle energy consumption data are involved, the collection, use, and processing of the relevant data shall comply with applicable laws, regulations, and standards.

[0022] The parameters, time periods, and values ​​in the following embodiments are used to illustrate the processing procedure, and their specific values ​​can be determined based on the vehicle model, energy storage components, electric drive components, and vehicle calibration results. The gear levels involved are ordered according to the intensity of coasting energy recovery, and are not based solely on the gear names or coded values ​​of different vehicle models. The sequence numbers of the following embodiments are not intended to limit the preferred order of the embodiments.

[0023] In this embodiment, a smart suggestion decision-making method for recycling level based on multi-parameter fusion is provided. The specific process of this method is as follows:

[0024] S101. Obtain the relevant operating parameters of the target vehicle and the current recovery level information. The current recovery level information indicates the current coasting energy recovery level used by the target vehicle. Different coasting energy recovery levels correspond to different coasting energy recovery intensities.

[0025] The target vehicle refers to the vehicle for which a recommendation for the coasting energy recovery level needs to be determined and output.

[0026] Operational parameters refer to parameters that characterize the target vehicle's operating status and affect the applicability of coasting energy recovery. These parameters can be provided by the onboard controller, sensors, vehicle operating switches, and a data platform connected to the vehicle. Each parameter can carry the acquisition time to allow for data mapping within the same operation.

[0027] The current recovery level information refers to the identifier or level of the coasting energy recovery level currently used by the target vehicle, which can be read through the onboard controller. This information corresponds to the actual effective level setting of the target vehicle, without limiting the specific method in which this level setting is generated.

[0028] The coasting energy recovery level refers to the selectable grades used to differentiate the intensity of coasting energy recovery. Coasting energy recovery intensity characterizes the degree of braking effect corresponding to energy recovery during coasting and can correspond to recoverable torque, recoverable power, or coasting deceleration. Under the same vehicle operating conditions and when the recovery capacity allows, higher levels typically correspond to stronger coasting energy recovery. When energy storage or electric drive components are limited, the actual recovery intensity is also constrained by the component's capacity; therefore, the current level cannot be directly equated to the current actual recovered power.

[0029] In some embodiments, in order to ensure that load changes correspond to appropriate coasting energy recovery levels, relevant operating parameters include load information; the method further includes:

[0030] Obtain the mapping relationship between preset load information and preset gliding energy recovery level;

[0031] Based on the mapping relationship between preset load information and preset coasting energy recovery levels, a recommended coasting energy recovery level corresponding to the load information is determined from the preset coasting energy recovery levels;

[0032] Based on the recommended coasting energy recovery level, generate a load coasting recovery prompt message and output the load coasting recovery prompt message to the vehicle operator.

[0033] Among them, load information refers to information that characterizes the load-bearing status of the target vehicle. It can be the no-load mode, half-load mode or full-load mode corresponding to the load selection switch, or it can be the total weight of the vehicle and cargo that can be matched with the load mode.

[0034] Preset load information refers to the load category or load range used to establish the correspondence between load and gear.

[0035] Preset coasting energy recovery levels refer to a level or a set of selectable levels that are pre-configured for the corresponding load category or load range.

[0036] The mapping relationship refers to the correspondence between preset load information and preset coasting energy recovery levels. Its input is the load category or load range, and the output is the corresponding recovery level. This mapping relationship can be formed based on the coasting deceleration performance, braking requirements, and comfort calibration results of the corresponding vehicle model under no-load, half-load, and full-load conditions, and stored in the vehicle controller. It can be retrieved after reading the load selection switch status.

[0037] The recommended coasting energy recovery level refers to the level that is recommended for the vehicle to be operated under the corresponding load conditions or operating scenarios.

[0038] The load coasting recovery prompt information refers to the prompt content generated based on the load conditions and the recommended gear, which can include both the load mode and the recommended gear range.

[0039] Specifically, the processor reads the status value of the load selection switch, converts the status value into an empty, half-loaded, or full-load indicator, and then queries the mapping relationship according to the indicator. For example, for a tractor with a total vehicle-cargo weight of 49 tons, the range of total vehicle-cargo weight greater than 40 tons corresponds to the full-load mode, the range of no more than 20 tons corresponds to the empty mode, and the range of greater than 20 tons but no more than 40 tons corresponds to the half-load mode. The above range is a configuration example for this tractor; other models can use different ranges. In cases where there is only a tractor unit or only an empty trailer without cargo, the vehicle control object can select the empty mode based on the actual total vehicle-cargo weight.

[0040] For example, for fully loaded mode, a higher coasting energy recovery level or a high range can be used as the corresponding recommended coasting energy recovery level, and the message "Full load mode, it is recommended to use the high coasting energy recovery level more often" will be displayed. For half load mode, a middle level or a middle range can be used as the corresponding recommended coasting energy recovery level, and the message "Half load mode, it is recommended to use the middle coasting energy recovery level more often" will be displayed. For unloaded mode, a lower coasting energy recovery level or turning off coasting energy recovery can be used as the corresponding recommendation, and the message "Unloaded mode, it is recommended to use the low coasting energy recovery level more often or turn off coasting energy recovery" will be displayed. This static prompt can be output when the load mode is selected, without requiring the subsequent coasting period to end.

[0041] In this way, the load changes can be correlated with the required coasting deceleration. After the vehicle control system adopts the recommendations based on the actual operating conditions, a higher load can be matched with a stronger coasting deceleration, and a lower load can be matched with a lighter coasting deceleration, thus helping to balance deceleration requirements and passenger comfort.

[0042] In one specific implementation, information acquisition can be achieved via a Controller Area Network (CAN) bus. The processor receives messages from the vehicle controller, battery management controller, electric drive controller, and other onboard controllers via the CAN bus, and reads vehicle speed, brake pedal signal, accelerator pedal signal, battery level, allowable charging power, motor temperature, electronic control temperature, steering wheel angle, distance to the vehicle ahead, energy consumption, and current regenerative braking gear according to the signal definitions of the corresponding messages. For sensors or switches connected via hardwired connections, their status can be read through the corresponding input interfaces.

[0043] Each parameter can record the acquisition time, value, and unit. Vehicle speed, distance, and pedal status participating in the same comparison use the corresponding acquisition time; data from different interfaces can be matched to the corresponding sampling period according to the timestamp. Vehicle speed used for kinematic calculations is uniformly converted to meters per second, and distance is uniformly converted to meters to avoid calculation errors caused by different units.

[0044] For example, the following following embodiment can use the same target vehicle A and the same vehicle B ahead. Vehicle B is the vehicle in the same lane as vehicle A, located in front of vehicle A, and selected as the subject of this following analysis. Vehicle A is currently in the second regenerative braking gear. The onboard controller continuously reads vehicle A's speed, pedal status, and the distance between vehicle A and vehicle B, and saves the time of data collection. Subsequent scenario examples illustrate situations that vehicle A may encounter at different operating stages; it is not required that all scenarios occur simultaneously at the same time.

[0045] In this way, the operating parameters corresponding to the current gear can be provided for scene recognition, and a benchmark can be provided for subsequent gear comparisons.

[0046] S102. Based on the relevant operating parameters, perform scene recognition on the target vehicle to obtain the target operating scene corresponding to the target vehicle;

[0047] Scene recognition refers to determining the appropriate recycling level for a vehicle based on the combination of vehicle parameters and corresponding judgment conditions.

[0048] The target operating scenario refers to the vehicle's operating condition determined through scenario identification and used to formulate the current recovery gear recommendation. The target operating scenario can correspond to changes in vehicle speed during coasting, changes in distance from the vehicle in front, recovery capacity, steering behavior, or energy consumption.

[0049] In some embodiments, to determine the operating scenario by combining vehicle motion, energy recovery capability, and following conditions, the operating parameters include vehicle driving parameters, energy recovery capability parameters, and driving environment parameters; based on the operating parameters, scene recognition is performed on the target vehicle to obtain the target operating scenario corresponding to the target vehicle, including:

[0050] Based on the vehicle driving parameters, determine the vehicle operation information of the target vehicle. The vehicle operation information includes the driving status and vehicle speed information. The vehicle speed information includes the target vehicle speed and the speed change over time.

[0051] Determine the energy recovery capacity of the target vehicle based on the energy recovery capacity parameters;

[0052] Based on driving environment parameters, determine the vehicle distance information between the target vehicle and the vehicle in front;

[0053] Based on driving status, vehicle speed information, energy recovery capability, and vehicle spacing information, the target vehicle is identified to obtain the target operating scene.

[0054] Among them, vehicle driving parameters refer to parameters used to characterize the motion and handling of the target vehicle, which may include vehicle speed signals, brake pedal signals, and accelerator pedal signals.

[0055] Vehicle operation information is information formed after analyzing vehicle driving parameters, including driving status and vehicle speed information.

[0056] The driving state is used to distinguish between coasting, braking, and other non-coasting states. Coasting refers to a state where the vehicle remains in motion and the controlled object is not performing acceleration or mechanical braking; energy recovery braking from the electric drive components may occur during coasting. Braking refers to a state where the vehicle remains in motion and braking is detected; its determination can be combined with the accelerator pedal release status.

[0057] Vehicle speed information includes the vehicle speed value and the corresponding collection time, and may also include vehicle speed changes based on continuous vehicle speeds. Vehicle speed changes can be represented by the difference between the initial vehicle speed and the speed within a time period, deceleration, or a vehicle speed sequence.

[0058] Energy recovery capability parameters are parameters that characterize the degree of energy recovery currently supported by a vehicle.

[0059] Energy recovery capability refers to the degree of energy recovery that a vehicle can perform under its current component conditions. It can be expressed by the allowed charging power, the range of recovery levels that can be supported, or the recovery limitation state.

[0060] Driving environment parameters refer to parameters that reflect the external driving conditions of the target vehicle. In this embodiment, they are used at least to determine the position or relative distance of the vehicle in front, and can be provided by the vehicle-mounted ranging device or the vehicle's existing forward target detection function.

[0061] Vehicle spacing information refers to the longitudinal distance between the target vehicle and the vehicle ahead, along with the corresponding data acquisition time. The vehicle ahead is defined as the vehicle in the same lane as the target vehicle, located in front of it, and selected as the subject of this following analysis. The initial and subsequent spacings use the same measurement benchmark, such as the longitudinal distance from the front of the target vehicle to the rear of the vehicle ahead, allowing for direct comparison of the front and rear spacings. If the target vehicle changes lanes or the subject of the following analysis changes, the vehicle ahead is re-identified, and the corresponding initial vehicle spacing is recorded.

[0062] Specifically, the processor first determines the driving state based on the pedal signal and vehicle speed. For example, when the vehicle speed exceeds the first-state speed limit used to distinguish between stationary and moving states, the accelerator pedal opening is zero, and the brake pedal is released, it is identified as a coasting state; when the vehicle speed exceeds the second-state speed limit, the accelerator pedal opening is zero, and the brake pedal is depressed, it is identified as a braking state. If the corresponding conditions are not met, it can be classified into other non-coasting states. The first-state and second-state speed limits can be set according to the vehicle speed measurement error and low-speed operating characteristics. They are used for state identification and are configured separately from the speed limits used in subsequent high-speed coasting or turning judgments.

[0063] When the accelerator pedal opening is zero, it can be interpreted as a released state based on the vehicle's existing pedal zero-position calibration results, avoiding the misinterpretation of sensor zero-position deviation as acceleration operation. The change in vehicle speed over time can be directly read from the speed change information provided by the vehicle controller, or it can be calculated based on adjacent vehicle speed samples and their sampling intervals. The brake pedal opening and accelerator pedal opening use their respective normalized ranges or percentage ranges, and remain consistent within the same decision-making process.

[0064] For example, if vehicle A's speed is 15 meters per second, the accelerator pedal is open to zero, the brake pedal is released, and the speed exceeds the corresponding speed limit, vehicle A can be identified as entering a coasting state. The processor saves the vehicle speed and the distance between vehicle A and vehicle B at this moment for analysis of changes in subsequent time periods.

[0065] In this way, vehicle status, speed changes, recovery capability, and vehicle spacing can be used as inputs for the same scene recognition, avoiding the need to make gear recommendations based on only a single instantaneous vehicle speed.

[0066] In some embodiments, before identifying scenarios of increasing or decreasing coasting energy recovery level based on vehicle speed and vehicle spacing information, and before identifying scenarios of increasing coasting energy recovery level based on braking operation information, it can be first determined that the energy storage component is in a state supporting normal coasting energy recovery, the operating state of the electric drive component is within the normal range, and the steering degree of the target vehicle is not greater than the corresponding steering limit; when the above conditions are met, the corresponding scenario identification processing is performed. When the operating state of the energy storage component or the electric drive component limits the coasting energy recovery capability, or when the target vehicle meets the identification conditions for a turning scenario, it can be processed according to the corresponding energy recovery limited scenario or turning scenario.

[0067] In some embodiments, to determine the gear adjustment direction by combining changes in vehicle speed and vehicle spacing during the coasting period, the vehicle speed information includes the initial vehicle speed when the target vehicle enters the coasting state and multiple vehicle speed values ​​collected during the preset coasting period; the vehicle spacing information includes the initial vehicle spacing between the target vehicle and the vehicle in front when the target vehicle enters the coasting state and the current vehicle spacing during the preset coasting period; based on the driving state, vehicle speed information, energy recovery capability, and vehicle spacing information, scene recognition is performed on the target vehicle to obtain the target operating scene, including:

[0068] Based on multiple speed values, determine the average speed of the target vehicle during the preset coasting period;

[0069] Determine the speed change state based on the average speed and the initial speed;

[0070] Determine the change in vehicle spacing based on the current vehicle spacing and the initial vehicle spacing;

[0071] When the speed change status indicates that the target vehicle's speed decreases less than the first speed difference limit or the speed increases, and the vehicle spacing change status indicates that the distance between the target vehicle and the vehicle in front decreases more than the first spacing difference limit, the scenario of increasing the coasting energy recovery level is determined as the target operating scenario.

[0072] When the speed change status indicates that the target vehicle's speed decreases by more than the second speed difference limit, and the vehicle spacing change status indicates that the distance between the target vehicle and the vehicle in front increases, the scenario of reducing the coasting energy recovery level is determined as the target operating scenario.

[0073] The initial speed refers to the speed recorded at the start of this coasting maneuver.

[0074] The preset coasting period refers to the time period used to collect and compare vehicle speed changes from the start of this coasting. Its duration can be calibrated according to the sampling frequency, vehicle coasting response time and prompt response requirements, and the timing is started when entering the coasting state.

[0075] Average speed refers to the average of multiple valid speed values ​​within a preset coasting period.

[0076] Initial vehicle spacing refers to the distance between the vehicle and the vehicle in front at the start of this coasting maneuver.

[0077] The current vehicle spacing refers to the spacing obtained during the current judgment within the preset coasting period; in one implementation, the spacing at the end of the preset coasting period can be taken.

[0078] Vehicle speed change status is used to characterize the decrease, increase, and corresponding degree of change in average vehicle speed relative to the initial vehicle speed.

[0079] The vehicle spacing change status is used to characterize whether the current vehicle spacing is reduced or increased relative to the initial vehicle spacing, and the degree of change accordingly.

[0080] The first speed difference limit is used to determine situations where the coasting deceleration is small, while the second speed difference limit is used to determine situations where the coasting deceleration is large. Both can be set separately based on the vehicle's coasting deceleration calibration results and the length of the coasting period. Under the same configuration, the first speed difference limit can be made smaller than the second speed difference limit to form an intermediate range that does not trigger the opposite adjustment suggestion.

[0081] The first distance difference limit is used to determine the extent to which the following distance has decreased to the point that attention is required. Its value can be set according to the vehicle speed range, the distance measurement accuracy, and the length of the coasting period.

[0082] The scenario of increasing the coasting energy recovery level refers to the situation where, according to the combination of vehicle speed and distance conditions in this embodiment, it is necessary to form a recommendation to increase the recovery level; the scenario of decreasing the coasting energy recovery level refers to the situation where, according to the corresponding combination of conditions, it is necessary to form a recommendation to decrease the recovery level.

[0083] Specifically, in the implementation of equal-time-interval sampling, the average vehicle speed and speed difference can be determined according to the following formula:

[0084] ;

[0085] In the formula, Indicates average vehicle speed; This represents the number of valid vehicle speed samples within the preset coasting period, and is a positive integer. Indicates the sample sequence number; Indicates the first Individual vehicle speed values; Indicates the initial vehicle speed; This represents the speed difference between the initial speed and the average speed. A positive speed difference indicates a decrease in average speed, while a negative difference indicates an increase in average speed. All speed measurements mentioned above use the same unit.

[0086] The reduction in vehicle spacing can be calculated using the following formula:

[0087] ;

[0088] In the formula, This represents the distance difference obtained by subtracting the current vehicle distance from the initial vehicle distance. Indicates the initial vehicle spacing; This indicates the current vehicle spacing used in this judgment, with the subscript indicating the distance. This indicates the time of judgment. A positive difference in distance indicates a decrease in vehicle spacing, while a negative difference indicates an increase in vehicle spacing.

[0089] The processor first determines the vehicle speed change condition, then determines the spacing change condition within the same time period. If the vehicle speed decreases but the decrease is less than the first speed difference limit, or if the average vehicle speed is higher than the initial speed and the spacing between vehicles decreases more than the first spacing difference limit, it is determined to be an "increase" scenario. If the decrease in average vehicle speed relative to the initial speed is greater than the second speed difference limit, and the current spacing is greater than the initial spacing, it is determined to be a "decrease" scenario. For cases where the average vehicle speed is equal to the initial speed, the difference is exactly equal to the corresponding limit, or the branch condition is not met simultaneously, the corresponding scenario is not triggered based on that branch.

[0090] For example, vehicle A enters a coasting state with an initial speed of 15 meters per second and an initial distance between vehicles of 40 meters. During the 2 seconds of continuous coasting, four equally spaced speed values ​​are collected: 14.9, 14.8, 14.7, and 14.6 meters per second, with an average speed of 14.75 meters per second, representing a speed reduction of 0.25 meters per second. Assuming a first speed difference limit of 0.5 meters per second and a first distance difference limit of 3 meters, and the distance at the end of the time period is 35 meters, then the distance has decreased by 5 meters. Since the speed reduction is less than the first speed difference limit and the distance reduction is greater than the first distance difference limit, this can be identified as an improved scenario.

[0091] For example, during another coasting period, the initial vehicle speed is also 15 meters per second. The four speed values ​​are 14, 13.5, 13, and 12.5 meters per second, with an average speed of 13.25 meters per second, representing a decrease of 1.75 meters per second. Assuming a second speed difference limit of 1.2 meters per second, an initial distance of 40 meters, and a current distance of 44 meters, the decrease in speed exceeds the second speed difference limit, and the distance increases, thus identifying it as a coasting scenario. The above values ​​are used to demonstrate the judgment relationship.

[0092] In an implementation adapted to vehicle calibration, this embodiment can be used for coasting situations where the initial vehicle speed is lower than the corresponding low-speed judgment limit. The low-speed judgment limit is used to define the applicable speed range for judging using the time-period average vehicle speed, and can be set according to the vehicle's coasting characteristics. If the vehicle exits the coasting state, the target vehicle changes lanes, or the vehicle in front changes lanes during the sampling period, the initial value and subsequent values ​​will no longer be used for comparison in the same coasting session; the initial value is re-recorded after a new valid coasting period is formed.

[0093] In this way, the deceleration performance over a period of time and the actual changes in following vehicles can be combined to identify and adjust the direction, reducing the impact of single fluctuations in vehicle speed or distance on the judgment result.

[0094] In some embodiments, in order to utilize vehicle motion trends and verify the scenario through actual distance changes, vehicle speed information includes the target vehicle's current speed and current deceleration; determining the vehicle distance information between the target vehicle and the vehicle in front, based on driving environment parameters, includes:

[0095] Based on driving environment parameters, determine the initial vehicle distance between the target vehicle and the vehicle in front when the target vehicle enters a coasting state;

[0096] Based on the current vehicle speed, current deceleration and initial vehicle spacing, predict the change in vehicle spacing between the target vehicle and the vehicle in front at the end of the preset prediction period, and obtain the predicted vehicle spacing change information.

[0097] At the end of the preset prediction period, the actual vehicle distance between the target vehicle and the vehicle in front is determined based on driving environment parameters;

[0098] Based on driving status, vehicle speed information, energy recovery capability, and vehicle spacing information, scene recognition is performed on the target vehicle to obtain the target operating scene, including:

[0099] Based on the predicted changes in vehicle spacing, determine the predicted state of vehicle spacing changes;

[0100] The actual vehicle spacing is determined based on the actual vehicle spacing and the initial vehicle spacing.

[0101] When the predicted vehicle spacing change state characterizes the decrease in the vehicle spacing between the target vehicle and the vehicle in front as greater than the second spacing difference limit, and the actual vehicle spacing change state characterizes the actual vehicle spacing as not greater than the initial vehicle spacing, the scenario of increasing the coasting energy recovery level is determined as the target operating scenario.

[0102] When the predicted vehicle spacing change state indicates that the increase in the vehicle spacing between the target vehicle and the vehicle in front is greater than the third spacing difference limit, and the actual vehicle spacing change state indicates that the actual vehicle spacing is greater than the initial vehicle spacing, the scenario of reducing the coasting energy recovery level is determined as the target operating scenario.

[0103] Here, current vehicle speed and current deceleration refer to the vehicle speed and degree of deceleration used when this prediction is initiated. The current deceleration can be provided by the onboard controller or calculated based on continuous changes in vehicle speed. In this embodiment, deceleration is represented by a positive value during deceleration.

[0104] The preset prediction period refers to the time interval from the start time of the prediction to the end time of the prediction. Its duration can be set according to the vehicle motion state update frequency and the effective range of short-term prediction, and is determined at the beginning of this prediction. This period is set separately from the preset coasting period used to calculate the average vehicle speed, and can be the same or different.

[0105] Predicted vehicle spacing change information refers to the prediction results made on the vehicle spacing at the end of the prediction and its change relative to the initial vehicle spacing.

[0106] Predicting changes in vehicle spacing is a representation of the direction and extent of the predicted increase or decrease in spacing.

[0107] The actual vehicle spacing refers to the measured spacing determined by driving environment parameters at the end of the preset prediction period. The change in the actual vehicle spacing is formed by comparing this spacing with the initial vehicle spacing.

[0108] The second spacing difference limit is used to determine the degree of decrease in predicted spacing, and the third spacing difference limit is used to determine the degree of increase in predicted spacing. Both limits can be calibrated separately based on prediction duration, vehicle speed range, and spacing estimation error, and do not need to be the same as the first spacing difference limit.

[0109] Specifically, the change in distance depends on the relative motion between the target vehicle and the vehicle in front. In one implementation using short-time kinematics calculations, the moment of entering the coasting state is used as the starting point for this prediction. Based on the distance samples from adjacent moments before this moment and the current speed of the target vehicle, the longitudinal velocity of the vehicle in front is estimated. The velocity of the vehicle in front is used as an intermediate quantity formed from the existing distance information, and the coasting displacement of the target vehicle itself is not directly taken as the change in distance between the two vehicles. A calculation method is used within the short time, assuming the vehicle in front moves at approximately a constant speed and the target vehicle maintains approximately its current deceleration.

[0110] ;

[0111] In the formula, Indicates the estimated longitudinal speed of the vehicle ahead; subscript Indicates the vehicle ahead; This indicates the target vehicle's current speed at the start of the prediction; This represents the distance between vehicles at adjacent sampling times before the prediction start time; This represents the initial vehicle spacing obtained at the start time of the prediction; This represents the time interval between the two interval sampling times, and is a positive value. The target vehicle speed used in this estimation is within a short, adjacent time range of the interval sampling.

[0112] ;

[0113] ;

[0114] In the formula, Indicates the duration of the preset prediction period; This represents the current deceleration of the target vehicle, and is taken as a positive value during deceleration. Indicates the vehicle spacing at the end of the forecast period; This indicates the predicted increase in vehicle spacing. Indicates the actual vehicle spacing at the end of the forecast period, subscript This indicates the actual measurement result; This indicates the actual increase in vehicle spacing. A negative increment indicates a decrease in spacing, and a positive increment indicates an increase in spacing. All distances are expressed in meters, speeds in meters per second, decelerations in meters per second squared, and times in seconds.

[0115] The above short-time calculation applies to situations where the target vehicle has not yet stopped and the movement of vehicles ahead is approximately stable within the prediction period. If there is a significant change in current deceleration, the target vehicle exits its continuous coasting state, the target vehicle changes lanes, or the vehicle ahead changes direction, the original prediction result is not used to form the judgment for that branch. In actual operation, the processor obtains the actual distance at the end of the prediction. Only when the predicted change reaches the corresponding limit and the actual change direction meets the corresponding conditions is the scenario corresponding to that branch determined.

[0116] For example, vehicle A enters a coasting state with a current speed of 15 meters per second and a current deceleration of 0.5 meters per second squared. The initial distance is 30 meters. The previous sampling time is 0.1 seconds from the prediction start point, corresponding to a distance of 30.3 meters. Therefore, the estimated speed of vehicle B is 12 meters per second. When the prediction duration is 2 seconds, the prediction distance is 25 meters, a decrease of 5 meters. Assuming a second distance difference limit of 3 meters, the actual distance at the end of the prediction period is 26 meters. The predicted decrease is greater than the limit, and the actual distance is no greater than 30 meters, which can be identified as an improved scenario.

[0117] For example, in another time period, the current vehicle speed is 15 meters per second, the current deceleration is 1 meter per square second, the initial distance is 30 meters, and the distance in the first 0.1 seconds is 29.9 meters. Therefore, the estimated speed of the vehicle ahead is 16 meters per second. The predicted distance after 2 seconds is 34 meters, an increase of 4 meters. Assuming a third distance difference limit of 3 meters, and the actual distance is 33 meters, the predicted increase is greater than the limit, and the actual distance is greater than the initial distance, which can be identified as a deceleration scenario.

[0118] If the actual spacing in the first example at the end of the prediction is 31 meters, although the prediction result indicates a decrease in spacing, the actual spacing is already greater than the initial spacing, which does not meet the actual change conditions required for the improved scenario. In this case, an improved scenario is not given based on this prediction branch. In this way, the short-term prediction results can be reviewed by the actual spacing change, reducing inappropriate suggestions generated when the prediction assumptions deviate from the actual operating conditions.

[0119] In some embodiments, to identify the corresponding coasting operation at a higher initial vehicle speed, the vehicle speed information includes the initial vehicle speed when the target vehicle enters the coasting state, the current vehicle speed, and the current deceleration; based on the driving state, vehicle speed information, energy recovery capability, and vehicle spacing information, scene recognition is performed on the target vehicle to obtain the target operation scene, including:

[0120] When the driving state is coasting and the initial speed is greater than the preset speed limit, the high-speed coasting scenario is determined as the target operating scenario.

[0121] The high-speed coasting scenario refers to a situation where the initial speed of the vehicle entering the coasting state exceeds the corresponding preset speed limit. This preset speed limit is a limit used to define the applicable speed range of this embodiment. It can be calibrated according to the vehicle model and coasting braking characteristics, and its meaning is different from the speed limit used to distinguish between stationary and moving states during state recognition.

[0122] In some embodiments, to improve the recovery speed from repeated braking during continuous coasting, the vehicle operation information further includes braking operation information and acceleration operation information; based on driving status, vehicle speed information, energy recovery capability, and vehicle distance information, scene recognition is performed on the target vehicle to obtain the target operating scene, including:

[0123] Based on the vehicle spacing information, determine the initial vehicle spacing between the target vehicle and the vehicle in front when the target vehicle enters the coasting state;

[0124] When the initial vehicle spacing is greater than the preset spacing limit, obtain the braking operation information and acceleration operation information of the target vehicle within the preset detection range;

[0125] Based on the braking operation information, the braking characteristic information of the target vehicle within the preset detection range is determined. The braking characteristic information represents the frequency and degree of braking operation of the target vehicle within the preset detection range.

[0126] Based on braking characteristic information, determine the braking status of the target vehicle;

[0127] When the target vehicle is continuously in a coasting or braking state within the preset detection range, and the acceleration operation information indicates that the target vehicle has not performed an acceleration operation within the preset detection range, and the braking state indicates that the target vehicle has repeated braking operations within the preset detection range, the scenario of increasing the coasting energy recovery level is determined as the target operating scenario.

[0128] Among them, braking operation information refers to information that records the triggering, release and operation degree of the brake pedal, which may include the operation time, pedal opening degree and operation duration.

[0129] Acceleration operation information refers to the information recorded about the accelerator pedal triggering, releasing, and opening degree, which is used to determine whether there is an acceleration operation within the detection range.

[0130] The preset distance limit refers to the initial vehicle distance lower limit that must be met to initiate the braking operation analysis in this embodiment. It can be set according to the vehicle type and operating speed range. In this embodiment, the corresponding detection process will only be initiated when the initial distance is greater than this limit.

[0131] The preset detection range refers to the time range or distance range used to statistically analyze braking and acceleration operations. It can start timing from the moment the vehicle enters coasting mode, or from the cumulative mileage corresponding to that moment. For example, it can be configured to proceed for the next 30 seconds or 300 meters, with the specific range determined based on vehicle operation and prompting requirements.

[0132] Braking characteristic information refers to the frequency and degree of braking operation formed by braking operation information. The frequency of braking operation can be represented by the number of effective pedal strokes within the detection range, or it can be converted into the number of strokes per unit time when a fixed time range is used; the degree of braking operation can be represented by the maximum pedal opening during each pedal stroke.

[0133] Braking status refers to a statistical result formed based on braking characteristic information, used to distinguish between situations where repeated braking did not occur and situations where repeated braking did occur. Here, braking status is used to evaluate operational characteristics within a detection range, and is distinguished from the driving status at a specific sampling moment mentioned earlier, which is also considered braking status.

[0134] Specifically, the processor records the process of the brake pedal changing from being released to being depressed and then released as one braking operation. Multiple sampling points during the period when the brake pedal is continuously depressed are not counted repeatedly. The processor can separately count all effective braking operations and the number of braking operations where the pedal opening exceeds the operation level limit. When the total number of braking operations exceeds the first limit, or the number of braking operations exceeding the operation level limit exceeds the second limit, the corresponding braking state is determined to have repeated braking. The two limit values ​​for the number of braking operations and the operation level limit can be calibrated according to the detection range, pedal range, and vehicle model usage, and are invoked at the start of the detection range.

[0135] For example, the initial vehicle spacing is 80 meters, the preset spacing limit is 60 meters, and the preset detection range is 30 seconds. Vehicle A remains in a coasting or braking state throughout these 30 seconds, without accelerating. Four independent braking operations are detected, with maximum pedal openings of 20%, 35%, 40%, and 25%, respectively. If the first count limit is 3 times, the total number of braking operations meets the repeated braking condition. If the operation level limit is 30% and the second count limit is 1 time, then there are two braking operations exceeding 30% pedal opening, also meeting the corresponding condition. When other conditions are met simultaneously, it can be identified as an improved scenario.

[0136] If acceleration occurs within the detection range, or if the vehicle ceases to be continuously coasting or braking, the continuous operation condition for this branch is not met, and the accumulated braking counts will not be directly used to form the improved scenario for this branch. Statistics can be recalculated upon entering a new valid detection range.

[0137] In this way, when there is sufficient distance ahead and no acceleration is required, repeated braking can be used to reflect the need for continuous deceleration, providing a basis for increasing the coasting energy recovery level.

[0138] In some embodiments, to identify situations where coasting energy recovery is limited due to energy storage components or electric drive components, operating parameters include energy recovery capability parameters, which include the state parameters of the energy storage components and the operating state parameters of the electric drive components in the target vehicle; based on the operating parameters, scene identification is performed on the target vehicle to obtain the target operating scene corresponding to the target vehicle, including:

[0139] When it is determined that the coasting energy recovery capability of the target vehicle is limited based on at least one of the state parameters of the energy storage component and the operating state parameters of the electric drive component, the energy recovery limited scenario is determined as the target operating scenario.

[0140] Energy storage components, such as power batteries, are components capable of receiving and storing recovered electrical energy. The state parameters of an energy storage component reflect its current charge level and its ability to receive and recover electrical energy; these parameters can be provided by the battery management controller.

[0141] Electric drive components refer to motors involved in vehicle driving and energy recovery, as well as control components related to electric drive operation.

[0142] Operating status parameters of electric drive components refer to parameters that characterize the current operating capability of the electric drive components, such as motor temperature and electronic control temperature. Among them, electronic control temperature is used to characterize the temperature status of control components related to electric drive operation, and the specific data collected can be determined according to the electric drive system structure of the target vehicle.

[0143] Limited energy recovery scenarios refer to situations where the current state of the energy storage or electric drive components restricts the degree of energy recovery that the vehicle can achieve while coasting. These scenarios may correspond to situations such as high energy storage component charge, low allowable charging power, or high temperature of the electric drive components.

[0144] Specifically, the processor determines the recovery capability based on the status of the energy storage components and the electric drive components. If the energy level is below the upper limit corresponding to normal recovery, the allowed charging power is above the lower limit corresponding to normal recovery, and the motor and electronic control temperatures are within their respective normal ranges, then the corresponding components can be considered to support normal recovery. These limits can be determined based on component manufacturing parameters and vehicle calibration results, ensuring consistency between the components corresponding to the energy level, power, and temperature during the calculation.

[0145] For energy storage components, both strong and partial limiting conditions can be set. A strong limiting condition can be that the energy level exceeds a first energy limit or the allowed charging power is lower than a first power limit. A partial limiting condition can be that the energy level exceeds a second energy limit or the allowed charging power is lower than a second power limit, but the strong limiting condition is not met. The first energy limit is higher than the second energy limit, and the first power limit is lower than the second power limit. If both conditions are met simultaneously, the condition is interpreted as strong limiting, allowing for differentiation between the two states in actual judgment.

[0146] For example, to illustrate the levels of limitation, the first battery level limit can be set to 95%, the second battery level limit to 90%, the first power limit to 20 kW, and the second power limit to 50 kW. When the battery level is 97% or the allowable charging power is 15 kW, the more severe limitation condition is met; when the battery level is 92%, the allowable charging power is 40 kW, and the more severe limitation condition is not met, the partial limitation condition is met. The actual limits should be calibrated based on the charging capacity of the vehicle's energy storage components and cannot be directly used as universal values ​​for different vehicle models.

[0147] In some embodiments, to identify operating conditions with significant steering and high vehicle speed, the relevant operating parameters include vehicle driving state parameters, vehicle speed parameters, and steering parameters; based on the relevant operating parameters, scene identification is performed on the target vehicle to obtain the target operating scene corresponding to the target vehicle, including:

[0148] Determine the driving status of the target vehicle based on the vehicle driving status parameters;

[0149] Determine the speed of the target vehicle based on the vehicle speed parameters;

[0150] Determine the degree of steering of the target vehicle based on the steering parameters;

[0151] When the driving state is gliding, the degree of steering is greater than the preset steering limit, and the speed of the target vehicle is greater than the preset speed limit, the turning scenario is determined as the target running scenario.

[0152] Among them, vehicle driving state parameters refer to signals used to determine the driving state of the vehicle, which may include accelerator pedal signals and brake pedal signals. Vehicle speed parameters refer to signals characterizing the speed of the vehicle, such as vehicle speed signals.

[0153] Steering parameters refer to parameters that reflect the vehicle's steering operation or steering posture, such as the steering wheel angle. Steering degree refers to the steering magnitude determined based on the steering parameters; when using the steering wheel angle, the absolute value of the angle relative to the straight-ahead zero position can be taken to avoid missing one direction due to using different signs for left and right turns.

[0154] The preset steering limit is a limit used to distinguish the larger steering degrees of interest in this embodiment, and can be calibrated according to the vehicle's steering transmission relationship and vehicle attitude under coasting braking. The preset speed limit in this embodiment refers to the lower speed limit used for turning prompts, and is set separately from the speed limit for high-speed coasting scenarios.

[0155] A turning scenario refers to an operational situation where the vehicle is simultaneously in a gliding state, the degree of turning is greater than the corresponding limit, and the vehicle speed is greater than the corresponding limit.

[0156] In some embodiments, to identify operating conditions where the energy consumption of a target vehicle differs significantly from a benchmark, operating parameters include energy consumption parameters, which include energy consumption data of the target vehicle and energy consumption data of vehicles in the region. Based on the operating parameters, scene identification is performed on the target vehicle to obtain the target operating scene corresponding to the target vehicle, including:

[0157] The current average energy consumption is determined based on the energy consumption data of the target vehicle within a preset statistical period.

[0158] Determine the historical average energy consumption based on the target vehicle's energy consumption data during the historical statistical period;

[0159] Based on the energy consumption data of vehicles in the region, determine the average energy consumption of the region;

[0160] When the current average energy consumption is higher than the regional average energy consumption, and the difference between the current average energy consumption and the regional average energy consumption is greater than the first energy consumption difference limit, or when the current average energy consumption is higher than the historical average energy consumption, and the difference between the current average energy consumption and the historical average energy consumption is greater than the second energy consumption difference limit, the energy consumption difference scenario is determined as the target operating scenario.

[0161] Energy consumption data refers to data reflecting the vehicle's electrical energy consumption, which may include net electricity consumption during driving periods, mileage, and the statistical period. Net electricity consumption can be provided by the vehicle's energy consumption metering function according to its established criteria.

[0162] Regional vehicles refer to vehicles located within a selected operating area used to establish an energy consumption benchmark. The regional scope can be determined based on the operating area of ​​the vehicle's fleet or the statistical area configured on the platform. The energy consumption data of regional vehicles can be provided by a platform that communicates with the target vehicle, carrying statistical caliber and statistical time period information.

[0163] The preset statistical period refers to the time period used to calculate the current average energy consumption of the target vehicle, such as the most recent trip or the most recent hour. The historical statistical period refers to the time period preceding the current statistical period, used to establish the historical energy consumption baseline for the vehicle, such as several previous valid trips. The specific lengths of the two periods can be set according to the vehicle's usage characteristics and determined before calculation.

[0164] Current average energy consumption, historical average energy consumption, and regional average energy consumption are used to characterize the average energy consumption level of vehicle groups in the current period, historical period, and region, respectively. To enable direct comparison among the three, the same energy consumption per unit distance can be used, such as kilowatt-hours per 100 kilometers, and data with similar vehicle types, loads, and operating routes should be selected as comparison samples as much as possible.

[0165] The first energy consumption difference limit refers to the limit on the difference between the current average energy consumption and the regional average energy consumption, while the second energy consumption difference limit refers to the limit on the difference between the current average energy consumption and the historical average energy consumption. These two limits are configured based on regional statistical fluctuations and the vehicle's historical energy consumption fluctuations, respectively.

[0166] Specifically, for data with records of net power consumption and mileage, the average energy consumption per unit mileage can be calculated using the following method:

[0167] ;

[0168] ;

[0169] In the formula, This indicates the current average energy consumption; and These represent the net power consumption and mileage during the preset statistical period, respectively. Indicates historical average energy consumption; and These represent net electricity consumption and mileage during the historical statistical period, respectively; subscript Indicates the current statistical period, subscript This indicates the historical statistical period. Electricity consumption is expressed in kilowatt-hours, and mileage in kilometers. A coefficient of 100 is used to convert energy consumption per 100 kilometers.

[0170] In the formula, Indicates the average energy consumption of the region; This indicates the number of valid vehicles participating in the regional statistics. Indicates the vehicle serial number for the area; and They represent the first This section calculates the net electricity consumption and mileage of each vehicle within the corresponding statistical range for each region. The regional calculation uses the ratio of total electricity consumption to total mileage to reflect the differences in mileage among different vehicles. All valid mileage in each calculation must be greater than zero.

[0171] When the platform directly provides the regional average energy consumption, the processor can read the statistical value and its unit without needing to repeatedly obtain the details for each vehicle in the region. However, it should ensure that the data used is consistent with the current and historical average energy consumption. If there is no valid mileage or a corresponding benchmark within the statistical range, the missing data should not be used for difference assessment.

[0172] For example, if vehicle A travels 100 kilometers in the current statistical period and consumes a net amount of 120 kWh of electricity, then its current average energy consumption is 120 kWh per 100 kilometers. In a historical statistical period, if it travels 500 kilometers and consumes a net amount of 550 kWh of electricity, then its historical average energy consumption is 110 kWh per 100 kilometers. If three comparable vehicles in the region have net energy consumptions of 100, 210, and 102 kWh, corresponding to travel distances of 100, 200, and 100 kilometers, respectively, then the regional average energy consumption is 103 kWh per 100 kilometers.

[0173] If the first energy consumption difference limit is 10 kWh per 100 km and the second energy consumption difference limit is 8 kWh per 100 km, then the current average energy consumption is 17 kWh per 100 km higher than the regional average energy consumption and 10 kWh per 100 km higher than the historical average energy consumption. Both comparisons meet the corresponding conditions, and this scenario can be identified as an energy consumption difference scenario. The scenario is triggered if either condition is met; both conditions do not need to be met simultaneously.

[0174] In some embodiments, the aforementioned normal coasting increase or decrease scenarios can be applied under conditions where the energy storage component supports recovery, the motor and electronic control temperatures are within normal ranges, and the degree of steering is small. The limit used to determine the degree of steering is small can be configured separately and form a different applicable range from the steering limit for larger steering scenarios. When the energy storage component or electric drive component is in a restricted state, it is handled according to the restricted scenario; when the turning scenario is met, it is handled according to the corresponding turning conditions, avoiding the direct application of the increase recommendations under normal coasting conditions to these special cases.

[0175] In this way, different situations such as general gliding, component limitations, large steering, and energy consumption differences can be distinguished and handled, so that the target gear or usage prompts determined later can correspond to the actual situation.

[0176] S103. Determine the target recovery level information of the target vehicle in the target operating scenario. The target recovery level information represents the coasting energy recovery level of the target vehicle in the target operating scenario.

[0177] The target recovery level information refers to the suggested recovery level identifier or grade generated for the identified target operating scenario, which is used to compare with the current recovery level information. The target recovery level can be higher than the current level, lower than the current level, or the same as the current level.

[0178] In some embodiments, when the target operating scenario is a high-speed coasting scenario, determining the target recovery gear information of the target vehicle in the target operating scenario includes:

[0179] Based on the current vehicle speed, current deceleration, and vehicle distance information, determine the recommended coasting energy recovery level;

[0180] The recommended gliding energy recovery level is determined as the target recovery level.

[0181] The recommended coasting energy recovery level is determined based on the current vehicle speed, current deceleration, and vehicle distance, while the target recovery level is indicated by its identifier or grade.

[0182] Specifically, a gear lookup table adapted to the vehicle model can be stored in the vehicle controller. The inputs to the lookup table include the current vehicle speed range, current deceleration range, and vehicle distance range; the output is a suggested gear. Each entry can be calibrated based on the coasting deceleration performance of each retraction gear under corresponding speed and distance conditions for that vehicle model. The processor matches the current vehicle speed, current deceleration, and current vehicle distance against the ranges in the table, and reads the gear corresponding to the entry that contains all these parameters. Consistent inclusion rules are used for the endpoints of adjacent entries to prevent the same set of parameters from falling into two entries with different outputs.

[0183] For example, if the speed limit for high-speed coasting is set to 20 meters per second, and vehicle A's initial speed is 25 meters per second, it can be identified as a high-speed coasting scenario. To illustrate the lookup process, assume that an entry already calibrated for this vehicle model is: current speed not less than 22 meters per second and less than 28 meters per second, current deceleration not less than 0.3 meters per second squared and less than 0.7 meters per second squared, and vehicle distance not less than 60 meters and less than 90 meters, corresponding to the third gear. When the current speed is 24 meters per second, the current deceleration is 0.4 meters per second squared, and the distance is 70 meters, the third gear is retrieved, and the third gear identifier is determined as the target recovery gear information. The values ​​in the table are only used to illustrate the input and output relationship and do not indicate that all vehicle models use the same gear calibration.

[0184] In one implementation, initial vehicle spacing conditions can be configured for high-speed coasting scenarios. For example, when making a suggestion to increase gear direction, the initial vehicle spacing can be required to be higher than a corresponding spacing limit; this spacing limit is set based on the high-speed following calibration results of the corresponding vehicle model.

[0185] In this way, the target recovery gear can be formed by using the calibration relationship corresponding to the current motion state in high-speed gliding situations, instead of fixing all high-speed gliding situations to the same gear.

[0186] In some embodiments, when the target operating scenario is an energy recovery-limited scenario, determining the target recovery level information of the target vehicle in the target operating scenario includes:

[0187] The recommended coasting energy recovery level is determined based on at least one of the state parameters of the energy storage component and the operating state parameters of the electric drive component.

[0188] The recommended gliding energy recovery level is determined as the target recovery level.

[0189] When determining the recommended recovery level, the calibration relationship between the energy storage component status and the level can be queried. For example, the appropriate recovery level can be found based on the range of allowable charging power, or the corresponding level can be found based on both the energy range and the allowable charging power range. This relationship can be formed by the recovery power required for each level of the current vehicle model and the allowable power range of the energy storage components. When the correspondence between level and power is affected by vehicle conditions such as vehicle speed, calibration entries adapted to the current operating conditions can be invoked, preventing a particular level from being permanently equated to a fixed recovery power.

[0190] For electric drive components, separate upper limits can be set for the normal operating temperature of the motor and the normal operating temperature of the electronic control unit, as well as temperature limits for identifying motor and electronic control units with temperature limitations. When the motor temperature or electronic control temperature exceeds the corresponding limit, a suggested setting is retrieved based on the relevant temperature range. Each temperature limit is calibrated according to the thermal characteristics and manufacturing parameters of the corresponding component; it is not required that the motor temperature and electronic control temperature use the same limit.

[0191] For example, if the motor temperature or electronic control temperature reaches the corresponding limited range, and the query result for the corresponding temperature level is the second level, the second level identifier can be used as the target recovery level information. In cases where both the energy storage component and the electric drive component are limited, a suggested level not exceeding the combined support range of both components can be used to avoid exceeding the capacity of the other component based on a suggestion made for one component.

[0192] In this way, the target gear can be correlated with the currently supported recovery level, reducing the possibility that the vehicle driver may mistakenly believe that the actual recovery braking force is always strong due to the currently set gear being too high.

[0193] In some embodiments, for a identified turning scenario, the gear reference corresponding to that scenario can be further determined, including:

[0194] Obtain the preset gliding energy recovery level corresponding to the turning scenario;

[0195] Among them, the preset coasting energy recovery level for the turning scenario refers to the level configured according to the turning coasting characteristics of the corresponding vehicle model, which can be used as the target recovery level or the level comparison benchmark in the turning scenario.

[0196] Average vehicle speed determination and short-term prediction can be implemented as different options, each combining data from the corresponding time period to determine the scenario. If a single identification does not meet all the conditions for a certain scenario, its judgment result is not forcibly assigned to the opposite scenario. For normal operating conditions that do not meet the gear adjustment conditions, the current gear can be retained as the target gear for this operation, without generating upshift or downshift suggestions.

[0197] Specifically, for improvement scenarios identified based on changes in vehicle speed and distance, a gear higher than the current gear and within the currently supported range can be selected from the vehicle's available gears; for reduction scenarios, a gear lower than the current gear can be selected. In one implementation, a higher or lower gear adjacent to the current gear can be used as a suggested gear to form a clear recommendation. When the vehicle is already in the highest gear, no target value exceeding the highest gear is generated; when the vehicle is already in the lowest gear, no target value lower than the lowest selectable setting is generated.

[0198] For high-speed coasting scenarios, the query results corresponding to the current vehicle speed, current deceleration, and vehicle distance can be used. For scenarios with limited energy recovery, the suggested gear corresponding to the state of the energy storage component or electric drive component can be used. For turning scenarios, the corresponding preset gear can be used as a reference for reducing the current higher gear. These gears are all determined from the gears actually supported by the target vehicle, maintaining the correspondence between gear identifiers and the order of recovery intensity.

[0199] For example, if vehicle A has gears from first to fifth, and in the aforementioned average vehicle speed example, it is identified as an increasing scenario, and the current vehicle is in second gear, and the component supports adjacent higher gears, then third gear can be used as the target gear. If it is identified as a decreasing scenario in another time period, and the current vehicle is in fourth gear, then third gear can be used as the target gear. For the high-speed coasting query example, if the query result is third gear, then third gear is directly used as the target gear, and the gear is not repeatedly added based on the scenario name.

[0200] Load indication provides basic usage suggestions, while the target gear corresponding to the dynamic scenario reflects the conditions at the current operating moment. For example, the full-load mode suggests prioritizing the use of higher gears, but when the energy storage components are limited or when turning, the dynamic suggestions are still formed according to the corresponding scenario. The full-load indication should not require the vehicle to use a regeneration gear that exceeds the current component capacity or is unsuitable for the current turning situation.

[0201] The usage prompts generated by the energy consumption difference scenario can be output in conjunction with the gear selection result of this step, but the energy consumption difference itself does not require unconditionally increasing the current gear. When there is no specific basis for shifting gears, the target gear can remain at the current gear, while outputting a prompt for reasonable use of coasting energy recovery.

[0202] In this way, the scenario judgment can be converted into the actual gear supported by the vehicle, so that subsequent comparisons can clearly reflect the relationship between the current gear and the suggested gear.

[0203] S104. Based on the comparison between the target recovery level information and the current recovery level information, generate recovery level prompt information. The recovery level prompt information is the coasting energy recovery level suggestion information for the target vehicle.

[0204] The comparison result refers to the relationship between the target recovery level and the current recovery level in terms of recovery intensity ranking, which can include the target level being higher than the current level, lower than the current level, or the same as the current level.

[0205] The recovery level prompt information refers to the coasting energy recovery level suggestion information formed based on the comparison results. It may include an increase prompt, a decrease prompt, or a maintain prompt, and may include the current level, the suggested level, and a description of the corresponding scenario.

[0206] Specifically, the processor first maps the current gear and the target gear to a uniform gear sequence for the target vehicle, and then compares them. If the target gear is higher than the current gear, it can generate a prompt such as "Please increase the coasting energy recovery gear" or "It is recommended to adjust from the second gear to the third gear"; if the target gear is lower than the current gear, it can generate a prompt such as "Please decrease the coasting energy recovery gear" or "It is recommended to adjust from the fourth gear to the third gear"; if both are the same, it can generate a status prompt such as "The current recovery gear is appropriate, it is recommended to keep it", without generating operation suggestions to increase or decrease the gear.

[0207] For example, if vehicle A's target gear in the aforementioned acceleration scenario is third gear, and its current gear is second gear, then a suggestion to shift from second to third gear will be generated. In the high-speed coasting scenario, even if the target gear is also third gear, if the current gear is fourth gear, a suggestion to downshift to third gear will be generated. Therefore, the same target gear can correspond to different prompts depending on the current gear.

[0208] In some embodiments, in order to explain to the vehicle control object the change in recovery capacity caused by the limitation of the energy storage component, the state parameters of the energy storage component include at least one of power information and allowed charging power information; the method further includes:

[0209] When it is determined from the state parameters of the energy storage components that the coasting energy recovery capability of the target vehicle is limited, and the coasting energy recovery level represented by the current recovery level information is higher than the coasting energy recovery level represented by the target recovery level information, a recovery capability prompt message is generated based on the state parameters of the energy storage components.

[0210] Among them, power information refers to information characterizing the remaining power level of the energy storage component, such as the state of charge of the power battery. Allowable charging power information refers to the charging power limit that the energy storage component can currently receive, which can be obtained from the output generated by the battery management controller based on the state of the energy storage component.

[0211] Recovery capability warning information refers to a message generated based on the status of the energy storage module, indicating that the recovery capability is limited. This warning differs from those that only indicate increasing or decreasing the recovery level; it can explain reasons such as high battery capacity, lower allowable charging power, or impaired coasting deceleration capability.

[0212] Specifically, after determining that the energy storage component is limited, the processor reads the target recovery level corresponding to the limited state and compares the current recovery level with the target recovery level. If the current recovery level is higher than the target recovery level, the processor can combine the reason for the limited energy storage component with the recovery capacity description into a recovery capacity prompt message.

[0213] For example, if the target vehicle has just finished charging with a 97% charge level and an allowable charging power of 15 kW, and the recommended charging level is determined to be the second level based on the corresponding calibration relationship, while the current level is the fourth level, a recovery capability warning message can be generated: "The battery does not support strong recovery; please use mechanical braking as needed for actual deceleration." The above values ​​are only used to illustrate the processing relationship between the limited state, the target level, and the current level.

[0214] In this way, when the energy storage components are limited and the current recovery level is higher than the target recovery level, a recovery capacity prompt corresponding to the component status can be generated.

[0215] In some embodiments, when the operating status parameters of the electric drive assembly, representing the motor temperature or electronic control temperature, exceed the corresponding limiting limit, and the current recovery level information represents a higher coasting energy recovery level than the target recovery level information determined based on the motor temperature or electronic control temperature, the reason for the temperature limitation of the electric drive assembly can be explained in the recovery level prompt information, and a suggestion to lower the level can be formed in conjunction with the target recovery level. For example, a prompt "Temperature too high, prolonged coasting braking is not supported" can be generated, suggesting the use of a lower coasting energy recovery level that is compatible with the current temperature state of the electric drive assembly.

[0216] In some embodiments, for the aforementioned turning scenario, when the target running scenario is a turning scenario and the current recovery level information represents a coasting energy recovery level higher than a preset coasting energy recovery level, a turning recovery prompt message is generated. The turning recovery prompt message is used to prompt the user to reduce the coasting energy recovery level.

[0217] The turning recovery prompt message refers to a prompt to reduce the recovery level when the current recovery level is higher than the preset gliding energy recovery level corresponding to the turning scenario.

[0218] Specifically, when the turning scenario has been determined and the corresponding preset gliding energy recovery level has been obtained, the processor compares the current recovery level with the preset gliding energy recovery level; if the current recovery level is higher, a reduction prompt is generated; if the current recovery level is equal to or lower than the preset gliding energy recovery level, a reduction prompt is not generated based on this branch.

[0219] For example, when the target vehicle has been identified as being in a turning scenario, and the preset coasting energy recovery level for that scenario is the second level while the current recovery level is the fourth level, a turning energy recovery prompt message can be generated: "For sharp turns, please reduce the coasting energy recovery level." The preset coasting energy recovery levels and corresponding steering and speed limits can be calibrated according to the vehicle model and are not universal safety limits across different vehicle models.

[0220] For vehicle combinations consisting of a tractor and its trailer, regenerative braking during large turns can affect the vehicle's attitude. By generating downshift prompts corresponding to turning scenarios, a basis can be provided for selecting appropriate coasting deceleration actions for the vehicle being controlled.

[0221] In some embodiments, after identifying scenarios with different energy consumption, energy recovery and usage prompts can be generated based on those scenarios, including:

[0222] When the target operating scenario is an energy consumption difference scenario, an energy recovery usage prompt message is generated to encourage the use of gliding energy recovery.

[0223] The energy recovery usage prompt information is used to suggest increasing the use of coasting energy recovery under suitable operating conditions.

[0224] Specifically, when energy consumption differences are observed, prompts such as "Use coasting energy recovery more during driving and increase the gear" can be generated; increasing the gear can be a specific way to improve the utilization of coasting energy recovery. When recovery capacity is limited or there are other scenarios where increasing the recovery gear is not suitable, the prompts can be adaptively adjusted according to the corresponding scenarios to avoid conflicting suggestions.

[0225] Recovery capacity alerts, turning recovery alerts, and energy recovery usage alerts can be organized together with their respective trigger conditions and gear level prompts. For example, when energy storage components are limited and the current gear level is high, the limited recovery capacity can be explained first, followed by a suggested lower gear level; in cases of significant turns, the reason for the turn can be displayed. The gear level direction in each alert should be consistent, and general suggestions in energy usage alerts should not be converted into increased instructions that conflict with the current limiting conditions.

[0226] The prompt message provides guidance on gear selection to the vehicle's operator, but does not directly change the vehicle's reversing gear. The operator can choose whether to accept the prompt based on road conditions and actual deceleration experience; if accepted, adjustments can be made using the vehicle's existing gear shift mechanism. In this way, gear changes correspond to the operator's actions, helping them anticipate deceleration changes before taking any action.

[0227] S105. Output recovery gear prompt information to the vehicle control object.

[0228] Among them, the vehicle control object refers to the object that can receive the gear shift prompt information and participate in the control of the target vehicle, which can be the vehicle driver or the vehicle driving control system.

[0229] Output refers to sending the generated prompts to an information channel or device that the vehicle control object can receive. When the vehicle control object is a driver, the prompts can be presented through displays, sounds, or other means; when the vehicle control object is a vehicle driving control system, the corresponding prompt data can be transmitted through the vehicle communication interface.

[0230] The above-mentioned recovery capability prompt information is output to the vehicle control object.

[0231] The aforementioned turn recovery prompt message is output to the vehicle control object.

[0232] The energy recovery usage prompt information mentioned above is output to the vehicle control object.

[0233] In this way, based on the differences between the target vehicle's actual energy consumption and its own historical or regional vehicle consumption, prompts can be provided to the vehicle operator regarding the use of coasting energy recovery. The specific energy benefits depend on the vehicle's operating conditions and the actual adoption of the prompts.

[0234] In some embodiments, in order to convey the regeneration level suggestion in a perceptible manner, a regeneration level prompt message is output to the vehicle control object, including:

[0235] The information output device for vehicle control objects outputs recycling gear prompt information in at least one of the following ways: display or playback.

[0236] Information output devices refer to devices capable of displaying information or playing prompts to the vehicle being controlled. These can be information output devices installed in the target vehicle or those communicatively connected to the target vehicle. Information output devices installed in the target vehicle can include in-vehicle instrument panels, in-vehicle displays, head-up displays, and in-vehicle speakers; information output devices communicatively connected to the target vehicle can include mobile phones, tablets, laptops, smartwatches, or other mobile or wearable terminals. Information output devices can have display functions, playback functions, or both.

[0237] Specifically, the processor sends the prompt text and corresponding gear information to the display device, which then displays it in the prompt area. When voice prompts are required, the corresponding audio content can be sent to the audio output device for playback. For example, it might display "It is recommended to adjust from the second gear to the third gear" while simultaneously playing "Please increase the coasting energy recovery gear." When only the display function is configured, it can be displayed separately; when only the voice function is configured, it can be played separately.

[0238] In one implementation, the vehicle display interface can also be equipped with a smart suggestion selection switch. When the vehicle operator activates this switch, the information prompt module outputs corresponding prompts based on the vehicle's operating status; when the switch is deactivated, the smart gear suggestion in this embodiment is not output. This switch controls the activation status of the prompt function and does not change the way the vehicle operator selects the regenerative gear using the original operating device. The load selection switch is used to select the load mode and performs a different function from the smart suggestion selection switch.

[0239] For example, after vehicle A completes the current scene recognition and gear comparison, the information output device displays a third-gear suggestion when the intelligent suggestion function is enabled. If the vehicle operator deems the suggestion suitable for the current road conditions, they select the third gear through the vehicle operation device; the onboard controller reads the effective third-gear information as the current gear information for the next judgment. If the vehicle operator does not adopt the suggestion, the next judgment will still be based on the actual effective current gear, and the previously output suggestion will not be considered as an executed gear change.

[0240] In this way, the prompts can correspond to the actual gear position of the vehicle, and the user can select the gear independently after receiving the suggestion, and gradually become familiar with the use of the regenerative braking gear under different operating conditions during actual operation.

[0241] In some embodiments, when the ranging signal is missing, the current gear cannot be effectively read, or the parameters for a certain branch are invalid, the processor will not use this invalid data to generate gear adjustment suggestions for that branch; after the relevant parameters are restored to validity, the processor will re-evaluate based on the newly acquired vehicle parameters. When a valid following distance is not obtained, the judgment based on the following distance can be temporarily suspended, and the load warning and the recovery capability description based on the valid component status can still be processed according to their respective conditions. The warning generation process itself does not output control commands to the vehicle to automatically change the recovery gear.

[0242] In some embodiments where the vehicle is controlled by the driver, instead of having the program automatically adjust the coasting energy recovery level or intensity, outputting recovery level prompts to the driver first, and then having the driver determine whether to adjust based on the actual operating conditions, allows the driver to anticipate changes in vehicle braking before making adjustments. This reduces the abruptness, discomfort, panic, or confusion caused by sudden increases or decreases in braking, and helps the driver become more familiar with the multi-level coasting energy recovery function through actual operation.

[0243] In some embodiments, when there are situations such as sensor inaccuracy, abnormal or incorrect sensor parameters, interference with electronic signals, or misidentification or incomplete identification of the operating scenario under extreme conditions such as severe weather, the recovery gear prompt message does not directly trigger the vehicle to automatically change the recovery gear. The driver can further judge the prompt content based on the actual road conditions and vehicle status before deciding whether to adjust the gear, thereby reducing the possibility of inappropriate judgment results directly turning into vehicle malfunctions. For special scenarios such as high battery limitations, limited motor capacity, and sharp turns, by outputting corresponding prompts in advance, the driver can also be informed in advance of possible changes in coasting energy recovery capability or recovery intensity, reducing the abruptness caused by changes in vehicle braking force.

[0244] In a comparative evaluation of sharp turning scenarios, for vehicle combinations such as tractor units, a high level of coasting energy recovery may cause understeer. By providing drivers with a prompt to reduce the coasting energy recovery level in the corresponding scenario, safety can be improved by approximately 5% under the safety evaluation criteria used in this comparative evaluation. This result illustrates the effectiveness of the corresponding prompting method under specific vehicle and operating conditions; the specific effect is related to vehicle type, load, road conditions, and operating status.

[0245] In a real-world vehicle operation comparison, the same batch of vehicles operated within the same fleet and region, vehicles with coasting energy recovery engaged for over 95% of the operating time and with the recovery level adjusted according to actual operating conditions achieved approximately 15% to 20% energy consumption reduction compared to vehicles with coasting energy recovery disabled for 90% of the operating time and using only the lowest recovery level for 10% of the operating time. Based on corresponding real-world driving and energy consumption experience comparisons, after a certain period of use, over 90% of vehicle drivers accepted adjusting the coasting energy recovery level according to prompts during driving. The above data is used to illustrate the comparison results of the corresponding usage methods within this batch of vehicles, fleet, and operating conditions, and does not represent the same values ​​obtained for different vehicle models or under different operating conditions.

[0246] This application embodiment acquires the target vehicle's operating parameters and current recovery level information. Based on the operating parameters, it identifies the target vehicle's current operating scenario, ensuring the recovery level determination corresponds to the vehicle's current operating condition. It further determines the target recovery level information corresponding to the current operating scenario and generates recovery level prompt information based on the comparison between the target and current recovery level information. This prompt reflects the relationship between the current recovery level and the recovery level corresponding to the current operating scenario. By outputting the recovery level prompt information to the vehicle operator, the operator can determine the appropriate coasting energy recovery level for the current vehicle operating scenario. This improves the adaptability of the coasting energy recovery level to the vehicle's operating conditions and helps reduce the abruptness of vehicle deceleration changes.

[0247] To better implement the above method, embodiments of this application also provide an apparatus for performing the method. This apparatus can be integrated into an in-vehicle controller, an in-vehicle terminal, or an electronic device that communicates with the target vehicle. The electronic device that communicates with the target vehicle can be a mobile phone, tablet computer, laptop computer, smartwatch, server, or other electronic device with communication, data processing, or information output capabilities. The apparatus can be integrated entirely into the same electronic device, or different functional modules can be separately located in the electronic device in the target vehicle and the electronic device that communicates with the target vehicle. The apparatus may include an information acquisition module, a comprehensive processing module, and an information prompting module, as detailed below.

[0248] (I) Information Collection Module.

[0249] The information acquisition module is used to obtain relevant operating parameters of the target vehicle and the current recycling level information. Specifically, it can read vehicle speed, pedal status, energy storage component status, electric drive component status, steering parameters, energy consumption, and recycling level from the vehicle controller via the CAN bus, and obtain the distance to the vehicle ahead, load selection switch status, and intelligent suggestion selection switch status through corresponding interfaces. The information acquisition module correlates each signal with the acquisition time and provides it to the integrated processing module.

[0250] (II) Comprehensive processing module.

[0251] The integrated processing module is used to identify the target vehicle based on relevant operating parameters to obtain the target operating scenario; determine the target recycling level information of the target vehicle in the target operating scenario; and generate recycling level prompt information based on the comparison result between the target recycling level information and the current recycling level information.

[0252] Specifically, this can be implemented by a signal analysis program, a status judgment program, a time period statistics program, a gear position query program, and a prompt content generation program. The status judgment program reads the pedal and vehicle speed to determine the driving status; the time period statistics program processes the vehicle speed, vehicle spacing, and operation information within the corresponding coasting period or detection range; the gear position query program reads the load mapping, scene rules, and gear position calibration relationship adapted to the vehicle model; and the prompt content generation program converts the gear comparison results and corresponding scene reasons into prompt text or corresponding prompt labels. The energy storage component, electric drive component, steering, and energy consumption branches execute according to their respective conditions.

[0253] (III) Information Prompt Module.

[0254] The information prompt module is used to output recovery gear prompts to the vehicle's control object, and, according to the trigger conditions of each embodiment, outputs load coasting recovery prompts, recovery capacity prompts, turning recovery prompts, or energy recovery usage prompts. Specifically, this can be implemented through a display interface, an audio interface, and their corresponding programs, sending the text or prompt icons generated by the integrated processing module to the information output device. The intelligent suggestion selection switch outputs corresponding prompts when it is turned on, and stops displaying the corresponding suggestions in this embodiment when it is turned off.

[0255] The three modules can run on the same electronic device, transmitting data through internal program calls; alternatively, they can be located on different electronic devices, transmitting data via the vehicle communication bus or communication interface. The transmitted data can include vehicle identification, data collection time, current gear, target gear, and prompts, enabling the receiving module to map the prompts to the corresponding vehicle and operating period. The specific processing procedures for each module can be found in the aforementioned method embodiments, eliminating the need to repeat the same calculations.

[0256] Those skilled in the art will understand that all or part of the steps in the various methods of the above embodiments can be performed by instructions, or by instructions controlling related hardware. These instructions can be stored in a computer-readable storage medium and loaded and executed by a processor.

[0257] Therefore, embodiments of this application provide a computer-readable storage medium storing a plurality of instructions that can be loaded by a processor to execute steps in any of the intelligent suggestion decision-making methods for recycling levels based on multi-parameter fusion provided in embodiments of this application.

[0258] The storage medium may include: read-only memory (ROM), random access memory (RAM), disk or optical disk, etc.

[0259] Since the instructions stored in the storage medium can execute the steps in any of the intelligent recommendation decision-making methods for recycling levels based on multi-parameter fusion provided in the embodiments of this application, the beneficial effects that any of the intelligent recommendation decision-making methods for recycling levels based on multi-parameter fusion provided in the embodiments of this application can achieve can be realized. For details, please refer to the previous embodiments, which will not be repeated here.

[0260] According to one aspect of this application, a computer program product or computer program is provided, comprising a computer program / instructions stored in a computer-readable storage medium. A processor of an electronic device reads the computer program / instructions from the computer-readable storage medium and executes the computer program / instructions, causing the electronic device to perform the multi-parameter fusion-based intelligent recommendation decision-making method for recycling levels provided in the above embodiments.

[0261] The above provides a detailed description of a smart suggestion decision method for recycling level based on multi-parameter fusion provided in the embodiments of this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A smart suggestion decision-making method for recycling levels based on multi-parameter fusion, characterized in that, include: The system acquires the target vehicle's operating parameters and current recovery level information. The current recovery level information indicates the current coasting energy recovery level used by the target vehicle, and different coasting energy recovery levels correspond to different coasting energy recovery intensities. Based on the aforementioned operation-related parameters, scene recognition is performed on the target vehicle to obtain the target operation scene corresponding to the target vehicle; Determine the target recovery level information of the target vehicle in the target operating scenario, wherein the target recovery level information represents the coasting energy recovery level of the target vehicle in the target operating scenario; Based on the comparison result between the target recovery level information and the current recovery level information, a recovery level prompt information is generated, which is a suggested recovery level information for the coasting energy recovery of the target vehicle. The regenerative braking gear prompt information is output to the vehicle control object.

2. The method as described in claim 1, characterized in that, The operation-related parameters include load information; The method further includes: Obtain the mapping relationship between preset load information and preset gliding energy recovery level; Based on the mapping relationship between the preset load information and the preset gliding energy recovery level, a suggested gliding energy recovery level corresponding to the load information is determined from the preset gliding energy recovery levels; Based on the suggested coasting energy recovery level, a load coasting recovery prompt message is generated and output to the vehicle control object.

3. The method as described in claim 1, characterized in that, The operation-related parameters include vehicle driving parameters, energy recovery capacity parameters, and driving environment parameters; The step of performing scene recognition on the target vehicle based on the operation-related parameters to obtain the target operation scene corresponding to the target vehicle includes: Based on the vehicle driving parameters, the vehicle operation information of the target vehicle is determined. The vehicle operation information includes driving status and vehicle speed information. The vehicle speed information includes the vehicle speed of the target vehicle and the change of vehicle speed over time. The energy recovery capability of the target vehicle is determined based on the energy recovery capability parameters. Based on the driving environment parameters, determine the vehicle distance information between the target vehicle and the vehicle in front; Based on the driving status, vehicle speed information, energy recovery capability, and vehicle spacing information, scene recognition is performed on the target vehicle to obtain the target operating scene.

4. The method as described in claim 3, characterized in that, The vehicle speed information includes the initial speed of the target vehicle when it enters the coasting state and multiple speed values ​​collected during the preset coasting period. The vehicle spacing information includes the initial vehicle spacing between the target vehicle and the vehicle in front when it enters the coasting state and the current vehicle spacing during the preset coasting period. The step of performing scene recognition on the target vehicle based on the driving status, vehicle speed information, energy recovery capability, and vehicle spacing information to obtain the target operating scene includes: Based on the multiple speed values, determine the average speed of the target vehicle during the preset coasting period; The vehicle speed change state is determined based on the average vehicle speed and the initial vehicle speed; The vehicle spacing change state is determined based on the current vehicle spacing and the initial vehicle spacing; When the vehicle speed change state indicates that the speed of the target vehicle decreases by less than the first speed difference limit or the speed increases, and the vehicle spacing change state indicates that the distance between the target vehicle and the vehicle in front decreases by more than the first spacing difference limit, the scenario of increasing the coasting energy recovery level is determined as the target operating scenario. When the speed change state indicates that the speed reduction of the target vehicle is greater than the second speed difference limit, and the vehicle spacing change state indicates that the vehicle spacing between the target vehicle and the vehicle in front is increased, the scenario of reducing the coasting energy recovery level is determined as the target operating scenario.

5. The method as described in claim 3, characterized in that, The vehicle speed information includes the target vehicle's current speed and current deceleration; The step of determining the vehicle distance information between the target vehicle and the vehicle in front based on the driving environment parameters includes: Based on the driving environment parameters, determine the initial vehicle distance between the target vehicle and the vehicle in front when the target vehicle enters the coasting state; Based on the current vehicle speed, the current deceleration, and the initial vehicle spacing, predict the change in the vehicle spacing between the target vehicle and the vehicle in front at the end of the preset prediction period, and obtain the predicted vehicle spacing change information. At the end of the preset prediction period, the actual vehicle distance between the target vehicle and the vehicle in front is determined based on the driving environment parameters; The step of performing scene recognition on the target vehicle based on the driving status, vehicle speed information, energy recovery capability, and vehicle spacing information to obtain the target operating scene includes: Based on the predicted vehicle spacing change information, the predicted vehicle spacing change state is determined; The actual vehicle spacing is determined based on the actual vehicle spacing and the initial vehicle spacing. When the predicted vehicle spacing change state indicates that the reduction in the vehicle spacing between the target vehicle and the vehicle in front is greater than the second spacing difference limit, and the actual vehicle spacing change state indicates that the actual vehicle spacing is not greater than the initial vehicle spacing, the scenario of increasing the coasting energy recovery level is determined as the target operating scenario. When the predicted vehicle spacing change status indicates that the increase in the vehicle spacing between the target vehicle and the vehicle in front is greater than the third spacing difference limit, and the actual vehicle spacing change status indicates that the actual vehicle spacing is greater than the initial vehicle spacing, the scenario of reducing the coasting energy recovery level is determined as the target operating scenario.

6. The method as described in claim 3, characterized in that, The vehicle speed information includes the initial speed of the target vehicle when it enters the coasting state, the current speed, and the current deceleration. The step of performing scene recognition on the target vehicle based on the driving status, vehicle speed information, energy recovery capability, and vehicle spacing information to obtain the target operating scene includes: When the driving state is a coasting state and the initial vehicle speed is greater than the preset vehicle speed limit, the high-speed coasting scenario is determined as the target operating scenario. Determining the target recovery level information of the target vehicle in the target operating scenario includes: Based on the current vehicle speed, the current deceleration, and the vehicle spacing information, determine the recommended coasting energy recovery level; The gear information corresponding to the suggested coasting energy recovery gear is determined as the target recovery gear information.

7. The method as described in claim 3, characterized in that, The vehicle operation information also includes braking operation information and acceleration operation information; The step of performing scene recognition on the target vehicle based on the driving status, vehicle speed information, energy recovery capability, and vehicle spacing information to obtain the target operating scene includes: Based on the vehicle spacing information, determine the initial vehicle spacing between the target vehicle and the vehicle in front when the target vehicle enters the coasting state; When the initial vehicle spacing is greater than the preset spacing limit, the braking operation information and acceleration operation information of the target vehicle within the preset detection range are obtained; Based on the braking operation information, braking characteristic information of the target vehicle within the preset detection range is determined, wherein the braking characteristic information characterizes the frequency and degree of braking operation of the target vehicle within the preset detection range. Based on the braking characteristic information, the braking state of the target vehicle is determined; When the target vehicle is continuously in a coasting or braking state within the preset detection range, the acceleration operation information indicates that the target vehicle has not performed an acceleration operation within the preset detection range, and the braking state indicates that the target vehicle has repeated braking operations within the preset detection range, the scenario of increasing the coasting energy recovery level is determined as the target operating scenario.

8. The method as described in claim 1, characterized in that, The operation-related parameters include energy recovery capability parameters, which include the status parameters of the energy storage components in the target vehicle and the operation status parameters of the electric drive components. The step of performing scene recognition on the target vehicle based on the operation-related parameters to obtain the target operation scene corresponding to the target vehicle includes: When it is determined that the coasting energy recovery capability of the target vehicle is limited based on at least one of the state parameters of the energy storage component and the operating state parameters of the electric drive component, the energy recovery limited scenario is determined as the target operating scenario. Determining the target recovery level information of the target vehicle in the target operating scenario includes: Based on at least one of the state parameters of the energy storage component and the operating state parameters of the electric drive component, a recommended coasting energy recovery level is determined; The gear information corresponding to the suggested coasting energy recovery gear is determined as the target recovery gear information.

9. The method as described in claim 8, characterized in that, The status parameters of the energy storage component include at least one of power information and allowable charging power information; The method further includes: When it is determined from the state parameters of the energy storage component that the coasting energy recovery capability of the target vehicle is limited, and the coasting energy recovery level represented by the current recovery level information is higher than the coasting energy recovery level represented by the target recovery level information, a recovery capability prompt message is generated based on the state parameters of the energy storage component. Output the recovery capability prompt information to the vehicle control object.

10. The method as described in claim 1, characterized in that, The operation-related parameters include vehicle driving status parameters, vehicle speed parameters, and steering parameters; The step of performing scene recognition on the target vehicle based on the operation-related parameters to obtain the target operation scene corresponding to the target vehicle includes: The driving status of the target vehicle is determined based on the vehicle driving status parameters. The speed of the target vehicle is determined based on the vehicle speed parameters. The degree of steering of the target vehicle is determined based on the steering parameters. When the driving state is a coasting state, the degree of steering is greater than a preset steering limit, and the speed of the target vehicle is greater than a preset speed limit, the turning scenario is determined as the target driving scenario. The method further includes: Obtain the preset gliding energy recovery level corresponding to the turning scenario; When the target running scenario is the turning scenario, and the current recovery level information indicates a higher gliding energy recovery level than the preset gliding energy recovery level, a turning recovery prompt is generated. The turning recovery prompt is used to prompt the user to reduce the gliding energy recovery level. The turning recovery prompt information is output to the vehicle control object.

11. The method as described in claim 1, characterized in that, The operation-related parameters include energy consumption parameters, which include the energy consumption data of the target vehicle and the energy consumption data of vehicles in the region. The step of performing scene recognition on the target vehicle based on the operation-related parameters to obtain the target operation scene corresponding to the target vehicle includes: The current average energy consumption is determined based on the energy consumption data of the target vehicle within a preset statistical period. Based on the energy consumption data of the target vehicle during the historical statistical period, determine the historical average energy consumption; Based on the energy consumption data of vehicles in the region, determine the average energy consumption of the region; When the current average energy consumption is higher than the regional average energy consumption, and the difference between the current average energy consumption and the regional average energy consumption is greater than the first energy consumption difference limit, or when the current average energy consumption is higher than the historical average energy consumption, and the difference between the current average energy consumption and the historical average energy consumption is greater than the second energy consumption difference limit, the energy consumption difference scenario is determined as the target operating scenario. The method further includes: When the target operating scenario is the energy consumption difference scenario, an energy recovery usage prompt message is generated, which is used to prompt the user to increase the utilization of gliding energy recovery. Output the energy recovery usage prompt information to the vehicle control object.

12. The method as described in claim 1, characterized in that, The step of outputting the regenerative braking gear prompt information to the vehicle control object includes: The recycle gear prompt information is output via an information output device for the vehicle control object in at least one of the following modes: display mode and playback mode.

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