Energy recovery control method, electronic device, and vehicle

Abstract

This application provides an energy recovery control method, electronic device, and vehicle, relating to the field of vehicle control technology. Applied to a vehicle controller, the method includes: when the vehicle meets target conditions and the engine is in a fuel-connected state, determining the total braking torque demand at the vehicle's wheels and obtaining the optimal negative torque generated by the motor at the current speed; targeting the optimal negative torque output by the motor, controlling the engine ignition angle based on the torque difference between the total braking torque demand at the wheels and the optimal negative torque generated, to adjust the engine's braking torque; and controlling the motor to perform energy recovery based on the optimal negative torque generated and the adjusted engine braking torque matching the total braking torque demand at the wheels. Thus, this application transforms the engine braking torque into a dynamically adjustable compensation variable, avoiding direct constraints on the motor's operating point due to wheel-end braking demand, allowing the motor to continuously and stably operate within the peak power generation efficiency range.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more specifically, to an energy recovery control method, electronic equipment, and vehicle. Background Technology

[0002] Hybrid vehicles typically use both an engine and an electric motor as power sources. To improve overall fuel economy, existing control strategies usually utilize the electric motor to adjust the engine's operating point during vehicle acceleration or constant speed driving, ensuring the engine operates within its highest efficiency range. When the vehicle is coasting with the accelerator released, the electric motor's negative torque is used for energy recovery, converting the vehicle's kinetic energy into electrical energy stored in the battery, thereby reducing overall vehicle energy consumption.

[0003] However, when the accelerator is released, the engine does not immediately stop working; its parameters, such as throttle opening, fuel injection quantity, and ignition timing, continue to adjust. Existing control strategies only focus on adjusting the motor's negative torque, resulting in a simplistic control method that fails to consider the influence of other factors on the motor's operating point. This makes it difficult for the motor to consistently operate within its high-efficiency range, leading to low energy recovery efficiency. Summary of the Invention

[0004] The energy recovery control method, electronic equipment, and vehicle provided in this application convert engine braking torque into a dynamically adjustable compensation variable to avoid the direct constraint of wheel-end braking demand on the motor operating point, allowing the motor to continuously and stably operate in the peak range of power generation efficiency.

[0005] Firstly, an energy recovery control method is provided, applied to a vehicle controller. This method includes: when the vehicle meets target conditions and the engine is in a fuel-connected state, determining the total braking torque demand at the vehicle's wheels and obtaining the optimal negative torque generated by the motor at the current speed; the target conditions are used to determine whether the vehicle is in a coasting condition where the driver has released the accelerator pedal and not pressed the brake pedal; the optimal negative torque generated is the negative torque with the highest power generation efficiency among all candidate negative torques at the current speed; with the optimal negative torque output by the motor as the target, controlling the engine ignition angle based on the torque difference between the total braking torque demand at the wheels and the optimal negative torque generated, to adjust the engine's braking torque; and controlling the motor to perform energy recovery based on the optimal negative torque generated and the adjusted engine braking torque to match the total braking torque demand at the wheels.

[0006] In the above technical solution, when the vehicle meets the coasting target conditions of the driver releasing the accelerator pedal and not pressing the brake pedal, and the engine is in a fuel-connected state, the total braking torque required at the vehicle's wheels is determined, and the optimal generating negative torque with the highest power generation efficiency among the candidate negative torques of the motor at the current speed is obtained. Taking the optimal generating negative torque of the motor as the priority control target, the engine ignition angle is controlled based on the torque difference between the total braking torque required at the wheels and the optimal generating negative torque, and the engine braking torque is dynamically adjusted. The optimal generating negative torque and the adjusted engine braking torque are matched together to the total braking torque requirement at the wheels, and the motor is controlled to perform energy recovery based on the optimal generating negative torque. By converting the engine braking torque into a dynamically adjustable compensation variable, the direct constraint of the wheel braking demand on the motor's operating point is avoided, allowing the motor to continuously and stably operate in the peak power generation efficiency range. Under the premise of ensuring that the coasting deceleration feeling meets the driver's expectations, the efficiency of coasting energy recovery is improved, and the overall fuel economy of the vehicle is improved.

[0007] Secondly, an energy recovery control device is provided, applied to a vehicle controller. This device includes: a determination module, used to determine the total braking torque demand at the vehicle's wheels when the vehicle meets target conditions and the engine is in a fuel-connected state, and to obtain the optimal negative torque generated by the motor at the current speed. The target conditions are used to determine whether the vehicle is in a coasting condition where the driver has released the accelerator pedal and not pressed the brake pedal; the optimal negative torque generated is the negative torque with the highest power generation efficiency among all candidate negative torques at the current speed; a first control module, used to control the engine ignition angle based on the torque difference between the total braking torque demand at the wheels and the optimal negative torque generated, with the optimal negative torque output by the motor as the target, to adjust the engine's braking torque; and a second control module, used to control the motor to perform energy recovery based on the optimal negative torque generated and the adjusted engine braking torque to match the total braking torque demand at the wheels.

[0008] Thirdly, an electronic device is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the electronic device to perform the methods of the first aspect or any possible implementation thereof.

[0009] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and in order to make the above and other objects, features and advantages of this application more easily understood, specific embodiments of this application are given below. Attached Figure Description

[0010] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A schematic diagram of the structure of a vehicle provided in an embodiment of this application; Figure 2 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application; Figure 3 A flowchart illustrating an energy recovery control method provided in this application embodiment. Figure 1 ; Figure 4 A flowchart illustrating an energy recovery control method provided in this application embodiment. Figure 2 ; Figure 5 A flowchart illustrating an energy recovery control method provided in this application embodiment. Figure 3 ; Figure 6 A flowchart illustrating an energy recovery control method provided in this application embodiment. Figure 4 ; Figure 7 This is a schematic diagram of the structure of an energy recovery control device provided in an embodiment of this application. Detailed Implementation

[0011] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " indicates "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more.

[0012] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying relative importance or implicitly indicating the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0013] When a hybrid vehicle coasts with the accelerator released, it typically recovers energy by applying negative torque through the electric motor, converting the vehicle's kinetic energy into electrical energy for storage to improve overall fuel economy. During coasting, the engine continues to operate, generating engine braking torque due to pumping losses and in-cylinder friction resistance, which, along with the electric motor's negative torque, acts on the wheels. Existing control strategies only adjust the electric motor's negative torque based on the total braking demand at the wheels, without incorporating the engine braking torque as a controllable variable into the collaborative optimization of energy recovery. The electric motor's operating point is constrained by the braking demand at the wheels, preventing it from consistently operating within its optimal power generation efficiency range, resulting in low energy recovery efficiency during coasting and limiting the improvement in overall vehicle fuel economy. Therefore, this application proposes an energy recovery control scheme.

[0014] The energy recovery control method, electronic equipment, and vehicle of this application will be described in detail below with reference to the accompanying drawings and through multiple embodiments.

[0015] Figure 1 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Figure 1 As shown, the vehicle 100 includes at least: a vehicle controller 110, an engine control unit 120, a motor controller 130, a drive motor 140, and a power battery 150.

[0016] It should be noted that the vehicles mentioned in this application specifically refer to hybrid vehicles.

[0017] Among them, the vehicle controller 110 is the core of the vehicle strategy scheduling; the engine control unit 120 is used to control the engine body parameters such as fuel injection and ignition angle; the motor controller 130 is the execution controller of the drive motor 140, which receives torque commands and manages the motor's working status; the drive motor 140 has the ability to drive the vehicle and generate and recover kinetic energy; the power battery 150 is used to store the electrical energy recovered by the motor and can also provide electrical energy for the motor to work.

[0018] The engine control unit 120 and the vehicle controller 110 establish a bidirectional communication connection via a CAN bus (Controller Area Network) so that the vehicle controller 110 can send ignition angle adjustment commands to the engine control unit 120, and the engine control unit 120 can feed back status signals such as real-time engine speed, engine fuel cut-off status flag, and actual ignition angle position to the vehicle controller 110.

[0019] The motor controller 130 and the vehicle controller 110 establish a bidirectional communication connection via a CAN bus, enabling the vehicle controller 110 to send an optimal negative torque request command to the motor controller 130. The motor controller 130 feeds back the real-time speed, actual output torque, and temperature of the drive motor 140 to the vehicle controller 110. Based on the feedback motor speed, the vehicle controller 110 looks up the optimal negative torque for the motor at the current speed, providing basic parameters for energy recovery control, and simultaneously monitoring the motor's operating status to ensure the motor safely performs its power generation task.

[0020] The drive motor 140 is electrically connected to the motor controller 130. The motor controller 130 adjusts the electromagnetic torque of the drive motor 140 according to the received torque command through its internal power conversion circuit. The drive motor 140 is also mechanically rigidly connected to the vehicle's transmission system. When the wheels rotate, the transmission system can drive the drive motor 140 to rotate. When energy recovery is performed, the wheels drive the drive motor 140 to rotate. The drive motor operates in generator mode and outputs negative torque. This negative torque is transmitted to the wheels through the transmission system and serves as a component of the wheel-end braking torque, participating in the balance of the total wheel-end braking torque.

[0021] The power battery 150 is electrically connected to the motor controller 130. During the coasting energy recovery phase, the alternating current generated by the drive motor 140 is converted into direct current by the internal rectifier circuit of the motor controller 130, and the electrical energy is delivered to the power battery 150 for storage. When the vehicle needs motor drive, the power battery 150 outputs direct current, which is inverted into alternating current by the motor controller to supply the drive motor. The power battery 150 provides an energy storage medium for energy recovery, storing the electrical energy converted from the vehicle's coasting kinetic energy, realizing energy recovery and utilization, and improving the overall fuel economy of the vehicle.

[0022] The vehicle controller 110 is used to execute the energy recovery control method.

[0023] The vehicle provided in this application may consist of at least a vehicle controller, an engine control unit, a motor controller, a drive motor, and a power battery. The engine control unit and the motor controller are communicatively connected to the vehicle controller, the drive motor is electrically connected to the motor controller and mechanically connected to the vehicle's transmission system, and the power battery is electrically connected to the motor controller. The vehicle controller can execute the aforementioned hybrid vehicle coasting energy recovery control method. By coordinating the control of the engine ignition angle and the motor's generating torque, the motor can be stably operated at the optimal power generation efficiency point. Under the premise of maintaining the driver's expected wheel-end braking sensation unchanged, the amount of coasting energy recovered is increased, and the overall vehicle energy consumption is reduced.

[0024] Optionally, Figure 2 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 2As shown, the electronic device 200 may include a processor 210 and a memory 220.

[0025] The memory 220 stores machine-executable instructions that can be executed by the processor 210. When the electronic device 200 is running, these machine-executable instructions are executed. The processor 210 and the memory 220 communicate via a bus. The processor 210 can execute these machine-executable instructions to implement an energy recovery control method.

[0026] The memory 220, processor 210, and bus components are electrically connected directly or indirectly to enable data transmission or interaction. For example, these components can be electrically connected via one or more communication buses or signal lines. The memory 220 includes at least one software functional module, which is stored or embedded in the operating system (OS) of the electronic device in the form of software or firmware. This software functional module includes at least an executable module. The processor 210 executes the executable modules stored in the memory 220, such as the software functional modules and computer programs included in the energy recovery control method.

[0027] The memory 220 may be, but is not limited to, random access memory (RAM), read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc.

[0028] The electronic device 200 can be selected according to actual needs. Furthermore, the electronic device 200 has software capable of executing energy recovery control methods.

[0029] It should be noted that the above-mentioned vehicle may also include at least: electronic device 200, which may be selected as a vehicle controller.

[0030] The energy recovery control method provided in this application embodiment can be executed by a processor in the electronic device 200. The energy recovery control method provided in this application embodiment will be explained further below. Figure 3 A flowchart illustrating an energy recovery control method provided in this application embodiment. Figure 1 .like Figure 3As shown, the method may include: S310. When the vehicle meets the target conditions and the engine is in a state of not cutting off fuel, determine the total braking torque required at the wheel ends of the vehicle and obtain the optimal negative torque generated by the motor at the current speed.

[0031] The target condition, used to determine whether the vehicle is in a coasting state where the driver has released the accelerator pedal but not the brake pedal, is determined by the vehicle controller based on the collected pedal signals and vehicle speed signals. Specifically, the vehicle controller collects the accelerator pedal opening signal, brake pedal travel signal, and vehicle speed signal in real time. When the accelerator pedal opening signal is less than a preset opening threshold, the brake pedal travel signal is less than a preset travel threshold, and the vehicle is in a forward-moving state, the vehicle is determined to have entered a coasting state with the accelerator pedal released, thus meeting the target condition.

[0032] The optimal generating negative torque refers to the negative torque with the highest generating efficiency among all candidate negative torques at the current driving speed. The motor's generating efficiency is a bivariate function of motor speed and motor negative torque. A generating efficiency mapping diagram can be obtained through motor bench calibration, representing the distribution of generating efficiency at different speeds and different negative torques. At a fixed current speed, all candidate negative torques corresponding to that speed are traversed, and the negative torque corresponding to the maximum generating efficiency is selected as the optimal generating negative torque at the current speed. This torque corresponds to the peak point of the motor's generating efficiency, which is the target operating point of the motor in this application.

[0033] The total braking torque required at the vehicle's wheels refers to the total drag braking torque required at the vehicle's wheels to achieve the driver's expected deceleration intensity during coasting. This total drag braking torque is determined by the preset coasting recovery level and the current vehicle speed, directly corresponding to the driver's perceived coasting deceleration, and serves as a constraining target for the vehicle's coasting braking. Its value is calculated by the vehicle controller based on the target deceleration, combined with the vehicle's curb weight and wheel rolling radius, and is a conditional requirement value, not determined by the characteristics of the motor or engine itself. It is used as a fixed constraint value within a single control cycle.

[0034] In this context, "engine not cut off fuel" refers to a state where, during vehicle coasting, the engine control unit continues to inject fuel into the cylinders, maintaining combustion and power output. This state is identified by a fuel cut-off flag output by the engine control unit; an invalid fuel cut-off flag indicates an "uncut-off fuel" state. Compared to the fuel cut-off state, the "uncut-off fuel" state features a controllable combustion phase within the cylinders. By retarding or advancing the ignition timing, the effective power output can be altered, thereby continuously adjusting the engine's braking torque. If the engine enters a fuel cut-off state, fuel injection ceases, and ignition timing adjustments will no longer change the engine's braking torque.

[0035] In one possible implementation, the basis for coasting energy recovery is only available when the vehicle is coasting with the throttle released. At this time, the wheel-end braking torque and energy recovery are controlled in a coordinated manner. In addition, the ignition angle adjustment can only change the engine braking torque if the engine is not cut off, so that the difference between the optimal torque of the motor and the wheel-end demand can be compensated by adjusting the engine ignition angle. If the target conditions are not met or the engine is cut off, the total wheel-end braking torque demand and the optimal generator negative torque cannot be calculated. Based on this, the target deceleration at the wheel end is determined first according to the current coasting energy recovery level and the vehicle speed. Combined with the vehicle's curb weight and wheel rolling radius, the total wheel-end braking torque demand is calculated using mechanical formulas. It can be expressed by the following formula (1): T_req = m × a_target × r formula (1) Where m is the vehicle's curb weight; a_target is the target deceleration at the wheel end; and r is the wheel's rolling radius.

[0036] At the same time, the vehicle controller obtains the current actual speed of the motor, calls the pre-stored motor power generation efficiency mapping map, traverses all candidate negative torques at the current speed, and selects the negative torque corresponding to the maximum power generation efficiency as the optimal negative torque.

[0037] It should be noted that the calculation and acquisition of the total braking torque demand at the vehicle wheel ends and the optimal negative torque generated can be completed in parallel within the same control cycle, providing the basic input for subsequent ignition angle adjustment and energy recovery execution.

[0038] S320: With the goal of achieving the optimal negative torque output from the motor, the engine ignition angle is controlled based on the torque difference between the total braking torque demanded at the wheel ends and the optimal negative torque output, in order to adjust the engine's braking torque.

[0039] In one possible implementation, conventional coasting energy recovery strategies in existing solutions directly adjust the motor torque to match the total wheel-end braking torque demand. This constrains the motor's operating point, making it difficult to operate at its highest power generation efficiency. This application, however, sets a reverse control objective, prioritizing the optimal negative torque output from the motor and using engine braking torque as an adjustable compensation term. By calculating the torque difference between the total wheel-end braking torque demand and the optimal negative torque, the engine braking torque output is adjusted using ignition angle to compensate for this difference. The goal of this control approach is to prioritize ensuring the motor continuously operates at its highest power generation efficiency, while dynamically adjusting the engine braking torque to ensure the total wheel-end braking torque (the sum of the motor's negative torque and the engine braking torque) meets the driver's expectations, maximizing energy recovery efficiency without altering the perceived coasting deceleration. Therefore, without this objective setting method, the motor torque will deviate from the optimal power generation operating point as wheel-end demand changes, resulting in decreased energy recovery efficiency. Based on this, the vehicle controller takes the optimal negative torque output by the motor as the control target. First, it calculates the torque difference between the total braking demand torque T_req at the wheel end and the optimal negative torque using the following formula (2).

[0040] Torque difference = T_opt - T_req (Formula 2) Where T_opt is the optimal negative torque for power generation.

[0041] Then the vehicle controller will calculate the torque difference. The torque difference is sent to the engine control unit. When the torque difference is less than 0, it means that the optimal generated negative torque is less than the total braking torque required at the wheel ends, resulting in a braking torque gap. The engine control unit, based on current engine speed, coolant temperature, and other operating parameters, queries a pre-calibrated mapping diagram of additional braking torque and ignition retarding, calculates the target ignition retarding, and retardes the ignition phase based on the reference ignition angle. This shifts the in-cylinder combustion phase, reduces the effective work done by the gas on the piston, and increases the engine braking torque output to compensate for the braking torque gap. When the torque difference is greater than or equal to 0, the optimal generated negative torque is greater than or equal to the total braking torque required at the wheel ends. In this case, the inherent basic engine braking torque cannot be reduced by adjusting the ignition angle. The engine control unit maintains the current ignition angle and does not perform ignition angle adjustment. The vehicle controller continuously collects the actual ignition angle and engine fuel cut-off status flag from the engine control unit to form a closed-loop monitoring system. This dynamically corrects the ignition angle control value and ultimately adjusts the engine braking torque output so that the optimal generated negative torque and the adjusted engine braking torque match the total braking torque required at the wheel ends.

[0042] S330: Based on the optimal negative torque generated and the adjusted braking torque of the engine, the total braking torque requirement at the wheel end is matched, and the motor is controlled to perform energy recovery based on the optimal negative torque generated.

[0043] In one possible implementation, when the vehicle coasts with the accelerator released, the total wheel-end braking torque is formed by the superposition of the negative torque generated by the motor and the braking torque of the engine. The two together determine the intensity of the vehicle's coasting deceleration and the driver's feeling. Traditional control strategies adjust the motor torque only with the total wheel-end braking demand as the target. The engine braking torque is an uncontrollable passive variable, causing the motor's operating point to deviate from the peak of power generation efficiency due to the constraint of the wheel-end demand. However, this application adopts a collaborative control approach, taking the optimal negative torque generated by the motor and the adjusted engine braking torque as components of the total wheel-end braking torque. By adjusting the engine braking torque, the difference between the optimal motor torque and the wheel-end demand is compensated, so that the superposition of the two matches the demand for the total wheel-end braking torque. At the same time, the motor is controlled to always perform energy recovery with the optimal negative torque generated. This method ensures that the wheel-end braking intensity meets the driver's expectations and the feeling of coasting deceleration remains unchanged, while also allowing the motor to continuously operate at the operating point with the highest power generation efficiency, thus improving the fuel economy of the vehicle. Based on this, the vehicle controller first establishes a balance constraint on the wheel-end torque, which can be expressed by the following formula (3): T_opt + T_eng = T_req formula (3) Where T_opt is the optimal negative torque generated at the current motor speed; T_eng is the total braking torque of the engine after ignition angle adjustment; and T_req is the total braking torque required at the wheel ends.

[0044] Based on this constraint, the vehicle controller calculates the torque difference using the above formula (2) and sends the torque difference to the engine control unit. When the engine is not cut off from fuel, the engine control unit queries the pre-calibrated mapping diagram of additional braking torque and ignition retarding amount, outputs the corresponding target ignition retarding amount, and adjusts the braking torque T_eng output by the engine so that the braking torque of the engine can make up for the difference between the optimal negative torque generated by the motor and the wheel end demand, so that the two can match the total braking torque demand of the wheel end.

[0045] Simultaneously, the vehicle controller sends an optimal negative torque generation command to the motor controller. Upon receiving this command, the motor controller puts the drive motor into generator mode, outputting the optimal negative torque T_opt. The kinetic energy from the vehicle's coasting motion is transmitted through the transmission system to rotate the drive motor, which converts this energy into electrical energy through electromagnetic induction. This electrical energy is then rectified by the motor controller and stored in the battery, completing the recovery of coasting energy. During the control process, the vehicle controller continuously collects motor speed, engine operating status, and vehicle deceleration signals, dynamically updating the optimal negative torque generation and ignition angle adjustment. This maintains torque balance under dynamic conditions of changing vehicle speed, ensuring the motor always operates within its optimal generator efficiency range.

[0046] The energy recovery control method provided in this application determines the total braking torque required at the vehicle's wheels when the vehicle meets the coasting target conditions of the driver releasing the accelerator pedal and not pressing the brake pedal, and the engine is in a fuel-connected state. It then obtains the optimal negative torque with the highest power generation efficiency among the candidate negative torques for the electric motor at the current speed. Prioritizing the optimal negative torque output by the electric motor, the method controls the engine ignition angle based on the torque difference between the total braking torque required at the wheels and the optimal negative torque, dynamically adjusting the engine's braking torque. This ensures that the optimal negative torque and the adjusted engine braking torque match the total braking torque requirement at the wheels, while simultaneously controlling the electric motor to perform energy recovery based on the optimal negative torque. By converting the engine braking torque into a dynamically adjustable compensation variable, the method avoids direct constraints on the electric motor's operating point due to the braking demand at the wheels, allowing the electric motor to continuously and stably operate within its peak power generation efficiency range. This improves the efficiency of coasting energy recovery and enhances the overall vehicle fuel economy while ensuring that the coasting deceleration feels as expected by the driver.

[0047] Figure 4 A flowchart illustrating an energy recovery control method provided in this application embodiment. Figure 2 ,like Figure 4 As shown, the method described above for determining the total braking torque required at the vehicle wheel ends includes: S410: Obtain the vehicle's current coasting recovery level and current speed.

[0048] The coasting recovery level is used to characterize the preset energy recovery intensity level of a vehicle under coasting conditions. It is usually divided into several progressive levels such as weak, medium, and strong, or corresponding to standardized gears such as level 1, level 2, and level 3. The higher the energy recovery intensity level, the greater the allowable electric braking recovery intensity under coasting conditions and the higher the corresponding coasting deceleration.

[0049] In one possible implementation, the coasting recovery level represents the driver's preset energy recovery intensity preference. It serves as the input for determining the baseline coasting deceleration level and ensures that the coasting braking feel meets the driver's operational expectations and the corresponding driving mode settings. The current vehicle speed is used to match the regenerative braking capacity boundary, driving resistance characteristics, and braking safety constraints at different speeds. This avoids problems such as insufficient recovery torque at low speeds leading to deceleration deviations from expectations, and excessive recovery power or insufficient braking stability at high speeds. Obtaining these two parameters allows for subsequent calculations of wheel-end deceleration and braking torque requirements. These calculated wheel-end deceleration and braking torque requirements align with the driver's recovery intentions and adapt to real-time driving conditions, balancing coasting energy recovery efficiency, braking smoothness, and overall vehicle driving safety. Based on this, the energy recovery intensity level signal can be triggered via paddle shifters, central control touch settings, or driving mode selection switches, transmitted to the vehicle controller via the body controller or corresponding functional modules, and stored as the currently effective recovery level parameter.

[0050] Then, the current vehicle speed signal is obtained by filtering and averaging the wheel speeds collected by the wheel speed sensors, or by directly obtaining the vehicle speed signal reported by the anti-lock braking system controller via the CAN bus.

[0051] It should be noted that after the vehicle controller determines that the vehicle has entered a coasting state (i.e., the accelerator pedal opening is 0, the brake pedal is not triggered, and the gear is in forward gear), it updates the current coasting recovery level and current vehicle speed parameters in real time at a preset control cycle, providing a stable input benchmark for subsequent deceleration and braking torque calculations.

[0052] S420: Determine the required deceleration at the wheel end based on the coasting recovery level and vehicle speed.

[0053] In one possible implementation, during the product development and calibration phase, the system combines the motor's external characteristic boundaries, battery charging and discharging power limitations, vehicle braking safety regulations, and noise, vibration, and harshness (NVH) requirements. It iterates through combinations of various coasting recovery levels and the entire vehicle speed range to calibrate the target wheel-end deceleration value for the corresponding operating conditions. This generates a two-dimensional mapping table with coasting recovery level and current vehicle speed as input dimensions and wheel-end deceleration requirement as output value, and stores it in the non-volatile memory of the vehicle controller. During actual vehicle operation, the vehicle controller uses the real-time acquired current coasting recovery level and current vehicle speed as lookup table inputs and calculates the corresponding wheel-end deceleration requirement for the current operating condition through linear interpolation. The introduction of the vehicle speed dimension is used to adapt to differences in recovery capabilities at different vehicle speeds. In the low-speed range, the deceleration is appropriately reduced due to the minimum operating speed of the motor and the lower limit of the recovery torque. In the high-speed range, the upper limit of deceleration is controlled by combining air resistance characteristics and braking safety constraints to ensure that the recovery intensity at each vehicle speed is within a safe and efficient range.

[0054] S430. Based on the deceleration required at the wheel end, the total braking torque required at the wheel end is calculated.

[0055] In one possible implementation, the vehicle controller uses the wheel-end deceleration requirement as the control target, and combines the vehicle's basic parameters and real-time state parameters to calculate the total wheel-end braking torque T_req using the above formula (1). This total wheel-end braking torque T_req is the total braking torque required to achieve the target deceleration under coasting conditions. It can be further allocated into electric regenerative braking torque and hydraulic friction braking torque. Under the premise of meeting the braking requirements, electric braking is used first to achieve energy recovery, so as to maximize the energy recovery benefits.

[0056] In another possible implementation, the total wheel-end braking torque T_req of this application can be calculated by the following formula (4).

[0057] T_req = m × a_target × r - T_Equivalent torque formula for driving resistance (4) Wherein, T_driving resistance equivalent torque is the equivalent resistance torque of natural driving resistance such as rolling resistance and air resistance at the current vehicle speed converted to the wheel end. This part of the resistance can naturally provide deceleration during the coasting process, so it needs to be deducted from the total inertial braking torque to obtain the total braking demand torque that the braking system actually needs to provide.

[0058] It should be noted that the total wheel-end braking torque T_req obtained by formulas (1) and (4) above are both derived based on Newton's second law. Both convert the vehicle's translational deceleration requirement into the wheel-end rotational braking torque requirement through the wheel radius. The core control objectives of both are the same, and both are used to provide a calculation basis for the distribution of braking torque under coasting conditions. However, the total wheel-end braking torque T_req obtained by formula (1) can make the vehicle reach the target deceleration with the total inertial braking torque. Logically, it is assumed that all deceleration is provided by the braking system (i.e., electric braking and mechanical braking), without considering the natural deceleration effect of the vehicle's own driving resistance. The calculation logic directly corresponds to the mapping relationship of "deceleration directly obtains braking torque". The total wheel-end braking torque T_req obtained by formula (4), after deducting the deceleration already provided by natural driving resistance such as rolling resistance and air resistance, requires the braking system to provide additional braking torque. Since the vehicle's own resistance naturally produces a deceleration effect during coasting, no braking system output is required. Therefore, this part of the equivalent torque needs to be deducted from the total inertial torque, and the calculation result is closer to the actual output requirement of the braking system. It can be seen that the application scenarios of the total wheel-end braking torque T_req obtained by formula (1) and formula (4) are different. Formula (1) is suitable for the calculation of three basic parameters: vehicle curb weight, target deceleration and wheel radius. It can intuitively reflect the mapping relationship between coasting recovery level, driving speed and wheel-end braking torque, without the need to introduce additional resistance calibration data. Formula (4) is suitable for engineering implementation scenarios of actual vehicle calibration and refined control. It has higher calculation accuracy and can avoid the actual deceleration exceeding the target value due to excessive braking system output, thus improving the control consistency and ride smoothness of coasting deceleration. However, it requires additional calibration of driving resistance data at different vehicle speeds through vehicle coasting tests, which increases the calculation complexity. In other words, formula (4) is a modification and extension based on formula (1). Under ideal no-resistance conditions where the equivalent torque of driving resistance is 0, formula (4) will directly degenerate into formula (1).

[0059] The energy recovery control method provided in this application acquires the vehicle's current coasting recovery level and current speed in real time. The coasting recovery level characterizes the preset energy recovery intensity level under coasting conditions. Based on a mapping relationship jointly calibrated by the coasting recovery level and vehicle speed, the required deceleration at the wheel ends is determined. Finally, based on the required deceleration at the wheel ends, the total braking torque required at the wheel ends is calculated. Therefore, this application, through a hierarchical progressive calculation from recovery level, vehicle speed, target deceleration to braking torque, enables the braking intensity of coasting recovery to match both the driver's selected energy recovery intensity preference and the motor's recovery capability boundaries and braking safety requirements at different vehicle speeds, balancing energy recovery efficiency and braking smoothness under coasting conditions, and ensuring a consistent driving experience.

[0060] Figure 5A flowchart illustrating an energy recovery control method provided in this application embodiment. Figure 3 ,like Figure 5 As shown, the method described above for obtaining the optimal negative torque generated by the motor at the current speed includes: S510: Based on the current speed, obtain the power generation efficiency of the motor under different candidate negative torques.

[0061] In one possible implementation, during the product development phase, motor bench performance tests are conducted, traversing the entire operating speed range and the entire negative torque range of the motor. The power generation efficiency of the motor in converting mechanical energy into electrical energy is tested at each speed-torque operating point. A two-dimensional mapping table is generated, with motor speed and negative torque as input dimensions and power generation efficiency as the output value, and is stored in the non-volatile memory of the motor controller or vehicle controller. When the actual vehicle is operating in coasting energy recovery mode, the controller collects the current operating speed of the motor rotor in real time. Using the current speed as a benchmark, it retrieves the operating points corresponding to all preset candidate negative torques at that current speed. Through table lookup and linear interpolation, the power generation efficiency value corresponding to each candidate negative torque is obtained one by one. The candidate negative torques are pre-defined discrete torque points within the maximum allowable negative torque range of the motor's current speed, covering the entire range from no-load to maximum power generation capacity, providing a complete comparison basis for subsequent selection of the optimal efficiency point.

[0062] S520. Select the highest power generation efficiency among multiple power generation efficiencies, and determine the candidate negative torque corresponding to the highest power generation efficiency as the optimal negative power generation torque.

[0063] In one possible implementation, the vehicle controller compares and iterates through the power generation efficiency values ​​corresponding to each candidate negative torque at the current speed, filters out the maximum power generation efficiency value through numerical comparison, and simultaneously locates the candidate negative torque corresponding to the maximum efficiency value, marking it as the optimal power generation negative torque at the current speed. This optimal power generation negative torque corresponds to the operating point where the motor's power generation conversion efficiency is the highest at the current speed. Under this optimal power generation negative torque, the motor can convert the most coasting mechanical energy into electrical energy to be recovered into the power battery. Throughout the coasting recovery process, the vehicle controller repeatedly performs efficiency acquisition and optimal value filtering calculations every control cycle according to the real-time changes in motor speed, dynamically updating the optimal power generation negative torque to ensure that the motor operates in the optimal efficiency range at the corresponding speed throughout the process, continuously maximizing energy recovery efficiency.

[0064] The energy recovery control method provided in this application obtains the motor's power generation efficiency under different candidate negative torques based on the motor's current speed. By iteratively comparing and selecting the maximum value among all power generation efficiencies, the candidate negative torque corresponding to this maximum power generation efficiency is determined as the optimal power generation negative torque. Therefore, this application can fully utilize the motor's power generation performance under the current speed condition, ensuring the motor always operates at its optimal power generation efficiency point, maximizing the benefits of coasting energy recovery, and improving the overall vehicle's energy economy.

[0065] Figure 6 A flowchart illustrating an energy recovery control method provided in this application embodiment. Figure 4 ,like Figure 6 As shown, the above method controls the engine ignition angle based on the torque difference between the total braking torque demanded at the wheel ends and the optimal negative torque generated, including: S610. Determine whether the torque difference between the total braking torque required at the wheel end and the optimal negative torque generated is less than zero.

[0066] In one possible implementation, under the premise of ensuring that the wheel-end braking deceleration meets the target wheel-end deceleration requirements under the coasting condition, the motor is kept as close as possible to the optimal power generation efficiency operating point to avoid the motor deviating from the high-efficiency operating range in order to supplement braking force. Here, the total wheel-end braking demand torque represents the total braking torque required to achieve the target coasting deceleration, and the optimal power generation negative torque represents the braking torque that the motor can provide when the power generation conversion efficiency is the highest at the current speed. By calculating the difference between the two, based on the sign of the difference, it can be determined whether the braking force of the motor under the optimal efficiency condition can fully cover the braking demand: if the difference is less than zero, it means that there is a gap in the braking force of the motor under the optimal operating condition, and an additional braking supplement mechanism needs to be activated to make up for the gap; if the difference is greater than or equal to zero, it means that the braking force of the motor under the optimal operating condition can fully meet the braking demand, and no additional supplement is needed, thereby achieving a balance between meeting the braking performance target and maximizing the energy recovery efficiency. The torque difference between the total wheel-end braking demand torque and the optimal power generation negative torque can be calculated by the above formula (2).

[0067] S620. If the torque difference is less than zero, the engine ignition angle is controlled based on the torque difference to increase the engine braking torque.

[0068] In one possible implementation, when the torque difference is less than zero, it indicates that the absolute value of the total braking demand at the wheel end is greater than the absolute value of the optimal generating torque of the motor. That is, when the motor is only working at its highest generating efficiency point, the output braking torque is insufficient to meet the braking demand of the entire vehicle, resulting in a braking torque gap. An additional braking torque supplementation mechanism needs to be activated. At this time, the vehicle controller uses the absolute value of the difference as the target supplementary braking torque, converts it into the target engine braking torque at the engine end, and sends it to the engine electronic control unit via the CAN bus. After receiving the torque request, the engine electronic control unit adjusts the ignition advance angle based on the pre-calibrated ignition angle-braking torque mapping relationship. Under the engine reversing coasting condition, delaying the ignition advance angle will reduce the effective work capacity of combustion in the cylinder, which will increase the resistance torque (i.e., engine braking torque) when the engine is being dragged. Moreover, the magnitude of the ignition angle delay is positively correlated with the magnitude of the engine braking torque. This positive correlation is pre-calibrated and stored through engine bench reversing tests. The engine electronic control unit looks up the corresponding ignition angle correction amount from the table based on the target engine braking torque, adjusts the basic ignition angle in real time, and outputs the engine braking torque that matches the gap, so that the total braking torque at the wheel end just meets the braking requirements.

[0069] The energy recovery control method provided in this application determines whether the torque difference between the total braking demand torque at the wheel end and the optimal negative torque generated is less than zero, in order to verify whether the braking force of the motor under the optimal power generation efficiency condition can cover the braking demand. If the torque difference is less than zero, that is, there is a gap in the braking force of the motor under the optimal operating condition, the engine ignition angle is controlled based on the torque difference to increase the engine braking torque and make up for the braking gap. Thus, while ensuring that the wheel end braking deceleration meets the target deceleration requirement at the wheel end, the motor is kept working at the optimal power generation efficiency, avoiding the motor from deviating from the high efficiency range due to the addition of braking torque, thereby optimizing the accuracy of coasting braking deceleration control and energy recovery benefits.

[0070] Optionally, the method described above for determining whether the torque difference between the total braking torque demand at the wheel end and the optimal negative torque generated further includes: If the torque difference is greater than or equal to zero, the current engine ignition angle remains unchanged.

[0071] In one possible implementation, if the torque difference is greater than or equal to zero, it indicates that the braking force under the optimal operating condition of the motor can completely cover the braking demand, requiring no additional supplementation. The motor can maintain operation at its optimal power generation efficiency point throughout the entire process. In this case, the vehicle controller does not send ignition angle correction commands to the engine control unit (ECU). The ECU maintains the basic ignition angle setting under coasting and towing conditions unchanged, and the engine operates according to its original towing strategy without outputting additional braking torque. Under this condition, all braking force required for vehicle coasting is provided by regenerative braking from the motor, and the motor always maintains its highest efficiency operating point corresponding to the optimal negative torque generation. There is no need to deviate from the high-efficiency operating range to supplement braking force, ensuring maximum benefit from coasting energy recovery. At the same time, maintaining a constant ignition angle avoids combustion fluctuations, operational vibrations, and impact noise caused by frequent adjustments to the ignition angle, which helps maintain the noise, vibration, and harshness (NVH) performance of the vehicle during coasting, improves ride comfort, and reduces the adjustment frequency and computational load of the engine control system.

[0072] The energy recovery control method provided in this application maintains the current engine ignition angle unchanged if the torque difference is greater than or equal to zero. In this case, the braking torque output by the motor under optimal power generation efficiency conditions can fully cover the vehicle's coasting braking requirements, eliminating the need for additional braking torque from the engine. This allows the motor to continuously operate at its highest power generation efficiency, maximizing the benefits of coasting energy recovery, while also avoiding engine operation fluctuations and smoothness degradation caused by frequent ignition angle adjustments, thus ensuring operational stability and ride comfort during coasting.

[0073] Optionally, the above method involves controlling the motor to perform energy recovery based on the optimal negative torque generated, including: Send a negative torque request, including the optimal negative torque for power generation, to the motor controller so that the motor generates power according to the optimal negative torque for power generation.

[0074] In one possible implementation, the optimal negative torque for power generation, the regenerative braking condition flag, the command sequence number, and the checksum are encapsulated into a dedicated power control CAN message, which is transmitted using a preset standard message identifier. The regenerative braking condition flag is used to allow the motor controller to quickly identify the condition to which the command belongs and invoke the matching control strategy, avoiding condition confusion. In the regenerative braking energy recovery scenario of this application, this condition flag is set to the enumerated value corresponding to "regenerative braking." After the motor controller verifies the regenerative braking condition flag, it switches to the efficiency-priority control logic in power generation mode, rather than the torque control logic in normal drive mode, to prevent problems such as incorrect torque direction and control logic errors. The command sequence number is recorded by the motor controller for each valid command frame it processes. When a new message is received, the sequence number is compared: if the new sequence number is greater than the previously processed sequence number, it is determined to be a valid new command and executed; if the sequence number is equal to or smaller, it is determined to be a duplicate frame retransmitted on the bus or an invalid frame with a timing lag, and is discarded directly.

[0075] Under continuous coasting conditions, the vehicle controller refreshes and sends the optimal negative torque generation request at a fixed control cycle, synchronously updating the optimal negative torque generation value that dynamically changes with engine speed. When sudden events such as operating condition switching or recovery level adjustment occur, commands are immediately triggered to ensure real-time response. The motor controller continuously listens for CAN messages with the corresponding preset standard message identifier. Upon receiving the CAN message, it sequentially performs protocol verification, data verification, and operating condition matching verification. After confirming the validity of the command, it completes the reception, providing the target input for the subsequent motor generation action.

[0076] After the motor controller analyzes the optimal negative torque from the optimal negative torque request, it uses it as the target input for torque loop control. Employing motor control algorithms such as vector control, it adjusts the amplitude and phase of the motor's three-phase current in real time, ensuring the motor operates in generator mode and outputs a negative braking torque that matches the optimal negative torque. Simultaneously, it converts the mechanical energy of the vehicle's coasting motion into electrical energy, which is fed back to the power battery for storage through the motor controller's rectification and boost stage. Since this optimal negative torque corresponds to the motor's highest power conversion efficiency at the current speed, it achieves maximum energy recovery under the same braking torque output, avoiding energy recovery losses caused by the motor deviating from its high-efficiency range. Furthermore, the motor torque closed-loop control ensures the stability of the output torque, preventing coasting jerks caused by torque fluctuations, thus balancing energy recovery efficiency and ride smoothness.

[0077] The energy recovery control method provided in this application sends a negative torque request, including the optimal negative torque for power generation, to the motor controller so that the motor generates electricity according to the optimal negative torque for power generation. This ensures that the motor always operates at the point of highest power generation efficiency corresponding to the current speed, maximizing energy recovery efficiency while providing coasting braking force, thereby improving the energy recovery benefits and overall vehicle energy consumption performance during coasting.

[0078] Optionally, the method further includes: Obtain the accelerator pedal opening and brake pedal travel of the vehicle.

[0079] In one possible implementation, to identify the driver's driving intentions and determine whether the vehicle is in a pure coasting state without active acceleration or active braking intervention, a reliable intention basis is provided for determining the start and stop of the coasting energy recovery function. Specifically, the accelerator pedal opening represents the driver's acceleration intention, and the brake pedal travel represents the driver's braking intention. Joint threshold verification of these two signals can effectively exclude non-coasting conditions such as acceleration by pressing the accelerator or active braking by pressing the brake, preventing false triggering, delay, or unexpected intervention of the coasting energy recovery function. This ensures a high degree of matching between the energy recovery control logic and the driver's operating intentions, guaranteeing smooth switching of operating conditions and the drivability and safety of the entire vehicle. Therefore, the accelerator pedal opening can be acquired by a position sensor installed on the accelerator pedal mechanism. This position sensor converts the pedal's depressor angle into a linearly corresponding electrical signal, which, after signal filtering and analog-to-digital conversion, outputs an opening value in the range of 0~100%, representing the driver's acceleration intention. Brake pedal travel can be acquired by a brake pedal position sensor, converting the pedal depth into a proportional travel signal to represent the driver's braking intention. Finally, the vehicle controller continuously refreshes the acquisition results of the two signals at a preset control cycle, and uses a digital filtering algorithm to eliminate signal fluctuations caused by pedal mechanical vibration and bus electromagnetic interference, obtaining stable and reliable real-time pedal status parameters to ensure the accuracy and real-time performance of subsequent operating condition determinations.

[0080] If the accelerator pedal opening is less than the preset opening threshold and the brake pedal travel is less than the preset pedal travel threshold, then the vehicle is determined to meet the target conditions.

[0081] Among them, the preset opening threshold is a pre-calibrated minimum opening threshold value, used to determine that the driver has completely released the accelerator and has no need for active acceleration. This preset opening threshold is determined based on the vehicle's drivability calibration, taking into account both the timeliness of the recovery response and the requirement to suppress false triggering. The preset pedal travel threshold is a pre-calibrated minimum travel threshold value, used to determine that the driver has not applied active braking and has no need for forced deceleration, eliminating the interference of active braking conditions on coasting recovery. It can be determined based on the free travel of the brake pedal.

[0082] In one possible implementation, the vehicle controller compares the real-time accelerator pedal opening and brake pedal travel with the corresponding thresholds one by one. That is, if the accelerator pedal opening is less than the preset opening threshold and the brake pedal travel is less than the preset pedal travel threshold, the vehicle is confirmed to be in a pure coasting driving state, which meets the target triggering condition for coasting energy recovery.

[0083] It should be noted that if any of the above conditions are not met, the target conditions are deemed not met, and the coasting energy recovery mode is not initiated or is promptly discontinued.

[0084] The energy recovery control method provided in this application acquires the accelerator pedal opening and brake pedal travel of the vehicle. If the accelerator pedal opening is less than a preset opening threshold and the brake pedal travel is less than a preset pedal travel threshold, the vehicle is determined to meet the target conditions. Therefore, this application can accurately identify a pure coasting driving state where the driver has no intention to accelerate or actively brake, effectively avoiding false triggering, lag, or mismatch of the coasting energy recovery function, and ensuring the smoothness of the switching of operating conditions and the consistency of driving intentions.

[0085] Optionally, the method further includes: When the vehicle meets the target conditions and the engine is in a fuel cut-off state, the engine ignition angle is adjusted to the preset minimum ignition angle under the current operating conditions.

[0086] The preset minimum ignition angle can be selected according to the actual situation.

[0087] Among them, the vehicle meets the target conditions when the accelerator pedal opening is less than the preset opening threshold and the brake pedal travel is less than the preset pedal travel threshold, indicating that the vehicle is in a pure coasting driving state and can perform coasting energy recovery.

[0088] The engine being in a fuel cut-off state means that when the engine speed is higher than the fuel cut-off trigger speed threshold and meets the requirement of no fuel injection when the throttle is released, fuel injection stops and the engine enters a fuel cut-off operation state, and sends a fuel cut-off status flag bit to the vehicle controller via the CAN bus; when the engine speed drops below the fuel cut-off recovery speed, the engine exits the fuel cut-off state and resumes fuel injection.

[0089] In one possible implementation, during the product development and calibration phase, comprehensive testing of the coasting and dragging conditions is conducted via engine bench testing. This involves traversing the ignition angle adjustment range under different engine speed and coolant temperature combinations, testing the engine braking torque, operational stability, and emission levels corresponding to each ignition angle. While ensuring stable engine operation and emission compliance, the maximum allowable ignition advance angle under each condition is determined as the preset minimum ignition angle. A two-dimensional mapping table is generated with engine speed and coolant temperature as input axes and the minimum ignition angle as the output value, and this table is permanently stored in the non-volatile memory of the engine control unit (ECU). During actual vehicle operation, when the vehicle meets the target conditions and the engine is in a fuel-cut-off state, the ECU uses the currently collected engine speed and coolant temperature as input parameters. Through table lookup and linear interpolation, it obtains the preset minimum ignition angle corresponding to the current operating condition. Subsequently, a ramp-type smooth adjustment algorithm is used to control the ignition angle to gradually decrease from the current value to the target minimum ignition angle at a preset adjustment rate, avoiding problems such as engine vibration and transmission shock caused by sudden changes in ignition angle.

[0090] In particular, by reducing the ignition angle to the preset minimum ignition angle, a large engine braking torque can be quickly provided in the initial stage of coasting, accelerating the coasting deceleration response. At the same time, the preset minimum ignition angle can serve as the lower limit of ignition angle adjustment, providing a reference boundary for dynamically adjusting the ignition angle and matching the braking torque gap according to the braking requirements of the entire vehicle, so that the engine braking torque can be continuously and smoothly adjusted between zero and the maximum value.

[0091] The energy recovery control method provided in this application, when the vehicle enters the coasting condition after releasing the accelerator and the engine is in the deceleration fuel cut-off state, the engine electronic control unit will back the ignition angle to the preset minimum ignition angle corresponding to the current condition. In this way, the initial engine braking effect is enhanced on the basis of the engine fuel cut-off drag resistance, and the response rate of coasting deceleration is improved. At the same time, the ignition angle is set to the adjustment lower limit reference, providing a boundary basis for the subsequent fine closed-loop adjustment of braking torque, and ensuring the smoothness and consistency of braking force adjustment.

[0092] Based on the same inventive concept, this application also provides an energy recovery control device. Since the principle of the device in this application is similar to the energy recovery control method described above in this application, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be described again.

[0093] Figure 7 This is a schematic diagram of the structure of an energy recovery control device provided in an embodiment of this application. Figure 7 As shown, the energy recovery control device 700 is applied to the vehicle controller, and the energy recovery control device 700 may include: The determination module 701 is used to determine the total braking torque required at the wheel ends of the vehicle when the vehicle meets the target conditions and the engine is in a state of not cutting off fuel, and to obtain the optimal negative torque generated by the motor at the current speed. The target conditions are used to determine whether the vehicle is in a coasting condition where the driver releases the accelerator pedal and does not press the brake pedal; the optimal negative torque generated is the negative torque with the highest power generation efficiency among the candidate negative torques of the motor at the current speed. The first control module 702 is used to control the engine ignition angle based on the torque difference between the total braking torque demanded at the wheel end and the optimal negative torque generated by the motor, with the goal of achieving the optimal negative torque output by the motor, so as to adjust the braking torque of the engine. The second control module 703 is used to control the motor to perform energy recovery based on the optimal negative torque generated and the adjusted braking torque of the engine to match the total braking torque requirement at the wheel end.

[0094] In one optional implementation, the determining module 701 is specifically used to: obtain the current coasting recovery level and the current vehicle speed of the vehicle, wherein the coasting recovery level is used to characterize the preset energy recovery intensity level of the vehicle under coasting conditions; determine the wheel-end deceleration requirement based on the coasting recovery level and the vehicle speed; and calculate the total wheel-end braking torque requirement based on the wheel-end deceleration requirement.

[0095] In one optional implementation, the determining module 701 is specifically used to: obtain the power generation efficiency of the motor under different candidate negative torques based on the current rotation speed; filter the maximum power generation efficiency among multiple power generation efficiencies, and determine the candidate negative torque corresponding to the maximum power generation efficiency as the optimal power generation negative torque.

[0096] In one optional implementation, the first control module 702 is specifically used to: determine whether the torque difference between the total braking demand torque at the wheel end and the optimal negative torque generated is less than zero; if the torque difference is less than zero, control the engine ignition angle based on the torque difference to increase the engine braking torque.

[0097] In one alternative implementation, the first control module 702 is further configured to: keep the current engine ignition angle unchanged if the torque difference is greater than or equal to zero.

[0098] In one alternative implementation, the second control module 703 is specifically configured to: send a negative torque request, including the optimal negative torque for power generation, to the motor controller so that the motor generates electricity according to the optimal negative torque for power generation.

[0099] In one optional embodiment, the energy recovery control device 700 is further configured to: acquire the accelerator pedal opening and brake pedal travel of the vehicle; if the accelerator pedal opening is less than a preset opening threshold and the brake pedal travel is less than a preset pedal travel threshold, then determine that the vehicle meets the target conditions.

[0100] In one optional implementation, the energy recovery control device 700 is further configured to: when the vehicle meets the target conditions and the engine is in a fuel-cut-off state, reduce the engine ignition angle to a preset minimum ignition angle under the current operating conditions.

[0101] It should be noted that for details not disclosed in the energy recovery control device of this application embodiment, please refer to the details disclosed in the energy recovery control method of this application embodiment, which will not be repeated here.

[0102] These modules can be one or more integrated circuits configured to implement the above methods, such as one or more Application Specific Integrated Circuits (ASICs), or one or more microprocessors, one or more Field Programmable Gate Arrays (FPGAs), etc. Alternatively, when a module is implemented using processing element scheduler code, the processing element can be a general-purpose processor, such as a Central Processing Unit (CPU) or other processor capable of calling program code. Furthermore, these modules can be integrated together as a system-on-a-chip (SOC).

[0103] Optionally, embodiments of this application also provide a computer-readable storage medium storing a computer program. When the computer program is run by a processor, the processor executes the steps of the energy recovery control method described in the above embodiments. The specific implementation and technical effects are similar and will not be repeated here.

[0104] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The integrated units described above can be implemented in hardware or in the form of hardware plus software functional units.

[0105] Optionally, this embodiment also provides a computer program product, which, when run on a computer, causes the computer to perform the above-mentioned related steps to implement an energy recovery control method provided in the above embodiment.

[0106] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0107] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0108] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another apparatus, or some features may be ignored or not executed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interface, and the indirect coupling or communication connection of apparatus or units may be electrical, mechanical, or other forms.

[0109] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An energy recovery control method, characterized in that, Applications in vehicle controllers include: When the vehicle meets the target conditions and the engine is in a fuel-connected state, the total braking torque required at the vehicle's wheel ends is determined, and the optimal negative torque generated by the motor at the current speed is obtained. The target conditions are used to determine whether the vehicle is in a coasting condition where the driver has released the accelerator pedal and has not pressed the brake pedal. The optimal negative torque generated is the negative torque with the highest power generation efficiency among the candidate negative torques of the motor at the current speed. With the goal of outputting the optimal negative torque, the engine ignition angle is controlled based on the torque difference between the total braking torque required at the wheel end and the optimal negative torque, so as to adjust the engine braking torque. Based on the optimal negative torque generated and the adjusted braking torque of the engine matching the total braking torque requirement at the wheel end, the control motor performs energy recovery based on the optimal negative torque generated.

2. The method according to claim 1, characterized in that, Determining the total braking torque required at the vehicle wheel ends includes: The current coasting recovery level and current vehicle speed of the vehicle are obtained. The coasting recovery level is used to characterize the preset energy recovery intensity level of the vehicle under the coasting condition. Based on the coasting recovery level and the vehicle speed, determine the required deceleration at the wheel end; Based on the deceleration required at the wheel end, the total braking torque required at the wheel end is calculated.

3. The method according to claim 1, characterized in that, The process of obtaining the optimal negative torque generated by the motor at the current speed includes: Based on the current rotational speed, the power generation efficiency of the motor under different candidate negative torques is obtained; The maximum power generation efficiency is selected from multiple power generation efficiencies, and the candidate negative torque corresponding to the maximum power generation efficiency is determined as the optimal negative power generation torque.

4. The method according to claim 1, characterized in that, The control of the engine ignition angle based on the torque difference between the total braking torque demanded at the wheel ends and the optimal negative torque generated includes: Determine whether the torque difference between the total braking torque required at the wheel end and the optimal negative torque generated is less than zero; If the torque difference is less than zero, the engine ignition angle is controlled based on the torque difference to increase the engine braking torque.

5. The method according to claim 4, characterized in that, The step of determining whether the torque difference between the total braking demand torque at the wheel end and the optimal negative power generation torque is less than zero also includes: If the torque difference is greater than or equal to zero, the current engine ignition angle remains unchanged.

6. The method according to claim 1, characterized in that, The controlled motor performs energy recovery based on the optimal negative torque generated, including: A negative torque request, including the optimal negative torque for power generation, is sent to the motor controller so that the motor generates electricity according to the optimal negative torque for power generation.

7. The method according to claim 1, characterized in that, The method further includes: Obtain the accelerator pedal opening and brake pedal travel of the vehicle; If the accelerator pedal opening is less than a preset opening threshold and the brake pedal travel is less than a preset pedal travel threshold, then the vehicle is determined to meet the target condition.

8. The method according to claim 1, characterized in that, The method further includes: When the vehicle meets the target conditions and the engine is in a fuel-cut-off state, the engine ignition angle is reduced to the preset minimum ignition angle under the current operating conditions.

9. An electronic device, characterized in that, The electronic device includes: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the electronic device to perform the method as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, Including the electronic device as described in claim 9.

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