Vehicle control method and apparatus, and storage medium and vehicle

Abstract

A vehicle control method, comprising: when a braking energy recovery function of a vehicle is in an activated state, inputting a first available braking energy recovery capability value into a first prediction model, such that a second available braking energy recovery capability value at a second moment can be predicted; on the basis of the first available braking energy recovery capability value, the second available braking energy recovery capability value and an opening degree of a brake pedal, further determining a first braking energy recovery torque request value at a first moment, and then in combination with a first sliding energy recovery torque, obtaining a first actual execution torque of an electric motor; and on the basis of the first actual execution torque of the electric motor and a second braking energy recovery torque request value at the second moment, finally determining whether to disable the braking energy recovery function at the second moment. The method can eliminate the influence of a CAN signal delay to a certain extent, thereby preventing a braking energy recovery function from being abnormally disabled. Further provided are a vehicle control apparatus, a storage medium, a vehicle and a computer program.

Description

Vehicle control method, device, storage medium and vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This disclosure claims priority to Chinese patent application number CN 202311022240.7, filed with the China Patent Office on August 14, 2023, entitled “A Vehicle Control Method, Device, Storage Medium and Vehicle,” the entire contents of which are incorporated by reference into this disclosure. Technical Field

[0003] The present application relates to the field of vehicle technology, and in particular to a vehicle control method, device, storage medium and vehicle. Background Art

[0004] With the progress and development of society, environmental protection and the energy crisis are receiving increasing attention. Due to their significant advantages in energy conservation and environmental protection, new energy vehicles have become a key development direction for the automotive industry. Improving the driving range of new energy vehicles is a key technical issue that needs to be addressed. Braking energy regeneration converts kinetic energy generated during braking and / or coasting into electrical energy, which is stored in the vehicle's energy storage unit, thereby increasing driving range to a certain extent.

[0005] Currently, during regenerative braking, a comparison is typically performed between the regenerative braking torque request value and the regenerative braking torque execution value. However, due to CAN (Controller Area Network) signal transmission delays and the motor's torque execution response time, there is often a difference between the regenerative braking torque request value and the regenerative braking torque execution value. A large difference can cause the regenerative braking torque function to report an error, resulting in the regenerative braking function being abnormally disabled.

[0006] Summary of the Invention

[0007] The present application provides a vehicle control method, device, storage medium and vehicle to solve the problem in the related art that the braking energy recovery function is abnormally disabled due to CAN signal delay.

[0008] In order to solve the above problems, this application adopts the following technical solutions:

[0009] In a first aspect, an embodiment of the present application provides a vehicle control method, the method comprising:

[0010] When a brake energy recovery function of the vehicle is activated, determining a first coasting energy recovery torque and a first available brake energy recovery capacity value of the vehicle at a first moment;

[0011] Inputting the first available braking energy recovery capability value into a pre-trained first prediction model to predict a second available braking energy recovery capability value at a second moment; wherein the difference between the second moment and the first moment is a preset time length;

[0012] determining a first braking energy recovery torque request value at a first moment based on the first available braking energy recovery capability value, the second available braking energy recovery capability value, and the brake pedal opening;

[0013] determining an actual execution torque of the first motor at a first moment based on a first braking energy recovery torque request value and a first coasting energy recovery torque;

[0014] determining a second braking energy recovery torque request value of the vehicle at a second moment;

[0015] Based on the actual execution torque of the first electric machine and the second braking energy recovery torque request value, it is determined whether to disable the braking energy recovery function at the second moment.

[0016] In one embodiment of the present application, when the braking energy recovery function of the vehicle is activated, before the step of determining a first coasting energy recovery torque and a first available braking energy recovery capacity value of the vehicle at a first moment, the method further includes:

[0017] determining a current torque request value of the vehicle when detecting that the accelerator pedal of the vehicle is in a released state;

[0018] When the current torque request value is greater than the torque threshold, determining that the braking energy recovery function is in a disabled state;

[0019] When the current torque request value is less than or equal to the torque threshold, it is determined that the braking energy recovery function is in an activated state.

[0020] In one embodiment of the present application, the step of determining a first coasting energy recovery torque and a first available braking energy recovery capability value of the vehicle at a first moment includes:

[0021] Determine the negative torque capability of the vehicle based on the charging power of the power battery and the negative torque capability of the motor;

[0022] determining a first coasting energy recovery torque based on a vehicle speed at a first moment;

[0023] A first available braking energy recovery capacity value is determined based on the negative torque capacity value of the vehicle and the first coasting energy recovery torque.

[0024] In one embodiment of the present application, the first prediction model is a Markov model; and the step of inputting the first available braking energy recovery capability value into the pre-trained first prediction model to predict a second available braking energy recovery capability value at a second moment includes:

[0025] The first available braking energy recovery capability value is input into the Markov model, and a second available braking energy recovery capability value at a second moment is determined based on a state transition matrix of the Markov model.

[0026] In one embodiment of the present application, the step of determining a first braking energy recovery torque request value at a first moment based on the first available braking energy recovery capability value, the second available braking energy recovery capability value, and the brake pedal opening includes:

[0027] determining a larger value of the first available braking energy recovery capability value and the second available braking energy recovery capability value as an actual available braking energy recovery capability value, and sending the actual available braking energy recovery capability value to a braking system controller;

[0028] A first braking energy recovery torque request value returned by the braking system controller is received; the first braking energy recovery torque request value is determined by the braking system controller based on an actual available braking energy recovery capability value and a brake pedal opening.

[0029] In one embodiment of the present application, the step of determining whether to disable the braking energy recovery function at the second moment based on the actual execution torque of the first motor and the second braking energy recovery torque request value includes:

[0030] When the actual execution torque of the first motor is less than the second braking energy recovery torque request value, determining the second braking energy recovery torque request value as the target execution value;

[0031] When the actual execution torque of the first motor is greater than or equal to the second braking energy recovery torque request value, the second braking energy recovery torque request value is input into a pre-trained second prediction model to predict a third braking energy recovery torque request value at a third moment, and the larger value of the actual execution torque of the first motor and the third braking energy recovery torque request value is determined as the target execution value;

[0032] Based on the target execution value and the second braking energy recovery torque request value, it is determined whether to disable the braking energy recovery function at the second moment.

[0033] In one embodiment of the present application, the step of determining whether to disable the braking energy recovery function at the second moment based on the target execution value and the second braking energy recovery torque request value includes:

[0034] determining an absolute value of a difference between the target execution value and a second braking energy recovery torque request value;

[0035] When the absolute value is greater than the difference threshold, determining to disable the braking energy recovery function at the second moment;

[0036] If the absolute value is less than or equal to the difference threshold value, it is determined that the braking energy recovery function is not disabled at the second moment.

[0037] In a second aspect, based on the same inventive concept, an embodiment of the present application provides a vehicle control device, the device comprising:

[0038] a first determining module, configured to determine, when a braking energy recovery function of the vehicle is activated, a first coasting energy recovery torque and a first available braking energy recovery capacity value of the vehicle at a first moment;

[0039] a prediction module, configured to input the first available braking energy recovery capability value into a pre-trained first prediction model to predict a second available braking energy recovery capability value at a second moment; wherein the difference between the second moment and the first moment is a preset time duration;

[0040] a second determining module, configured to determine a first braking energy recovery torque request value at a first moment based on the first available braking energy recovery capability value, the second available braking energy recovery capability value, and the brake pedal opening;

[0041] a third determining module, configured to determine an actual execution torque of the first motor at a first moment based on the first braking energy recovery torque request value and the first coasting energy recovery torque;

[0042] a fourth determining module, configured to determine a second braking energy recovery torque request value of the vehicle at a second moment;

[0043] The fifth determination module is configured to determine whether to disable the braking energy recovery function at a second moment based on the actual execution torque of the first motor and the second braking energy recovery torque request value.

[0044] In one embodiment of the present application, the vehicle control device further includes:

[0045] a sixth determining module, configured to determine a current torque request value of the vehicle when detecting that the accelerator pedal of the vehicle is in a released state;

[0046] a function disabling module, configured to determine that the braking energy recovery function is in a disabled state when the current torque request value is greater than a torque threshold;

[0047] The function activation module is used to determine that the braking energy recovery function is activated when the current torque request value is less than or equal to the torque threshold.

[0048] In one embodiment of the present application, the first determining module includes:

[0049] A first determination submodule is configured to determine a negative torque capability value of the vehicle based on the charging power of the power battery and the negative torque capability of the motor;

[0050] a second determining submodule, configured to determine a first coasting energy recovery torque based on a vehicle speed at a first moment;

[0051] The third determining submodule is configured to determine a first available braking energy recovery capability value based on the vehicle negative torque capability value and the first coasting energy recovery torque.

[0052] In one embodiment of the present application, the first prediction model is a Markov model; the prediction module includes:

[0053] The fourth determining submodule is configured to input the first available braking energy recovery capability value into the Markov model, and determine a second available braking energy recovery capability value at a second moment based on a state transition matrix of the Markov model.

[0054] In one embodiment of the present application, the second determining module includes:

[0055] a sending submodule, configured to determine the larger value of the first available braking energy recovery capability value and the second available braking energy recovery capability value as the actual available braking energy recovery capability value, and send the actual available braking energy recovery capability value to the braking system controller;

[0056] The receiving submodule is configured to receive a first braking energy recovery torque request value returned by the braking system controller; the first braking energy recovery torque request value is determined by the braking system controller based on an actual available braking energy recovery capability value and a brake pedal opening.

[0057] In one embodiment of the present application, the fifth determining module includes:

[0058] a fifth determining submodule, configured to determine the second braking energy recovery torque request value as the target execution value when the actual execution torque of the first motor is less than the second braking energy recovery torque request value;

[0059] a sixth determination submodule, configured to, when the actual execution torque of the first motor is greater than or equal to the second braking energy recovery torque request value, input the second braking energy recovery torque request value into a pre-trained second prediction model to predict a third braking energy recovery torque request value at a third moment, and determine the larger of the actual execution torque of the first motor and the third braking energy recovery torque request value as a target execution value;

[0060] The seventh determining submodule is configured to determine whether to disable the braking energy recovery function at a second moment based on the target execution value and the second braking energy recovery torque request value.

[0061] In one embodiment of the present application, the seventh determining submodule includes:

[0062] an absolute value determining unit, configured to determine an absolute value of a difference between the target execution value and the second braking energy recovery torque request value;

[0063] a function disabling unit, configured to determine to disable the braking energy recovery function at a second moment when the absolute value is greater than a difference threshold;

[0064] The function maintaining unit is used to determine not to disable the braking energy recovery function at a second moment when the absolute value is less than or equal to the difference threshold.

[0065] On the third aspect, based on the same inventive concept, an embodiment of the present application provides a storage medium, in which machine-executable instructions are stored. When the machine-executable instructions are executed by a processor, the vehicle control method proposed in the first aspect of the present application is implemented.

[0066] In the fourth aspect, based on the same inventive concept, an embodiment of the present application provides a vehicle, including a processor and a memory, the memory storing machine-executable instructions that can be executed by the processor, and the processor being used to execute the machine-executable instructions to implement the vehicle control method proposed in the first aspect of the present application.

[0067] In the fifth aspect, based on the same inventive concept, an embodiment of the present application provides a computer program, including computer-readable code, which, when the computer-readable code runs on a computing processing device, causes the computing processing device to execute the vehicle control method proposed in the first aspect of the present application.

[0068] Compared with the prior art, this application has the following advantages:

[0069] An embodiment of the present application provides a vehicle control method. When the vehicle's brake energy recovery function is activated, a first coasting energy recovery torque and a first available brake energy recovery capacity value of the vehicle at a first moment are determined. The first available brake energy recovery capacity value is input into a pre-trained first prediction model to predict a second available brake energy recovery capacity value at a second moment. A first brake energy recovery torque request value at the first moment is then determined based on the first available brake energy recovery capacity value, the second available brake energy recovery capacity value, and the brake pedal opening. The first brake energy recovery torque is then combined with the first coasting energy recovery torque to obtain an actual first motor torque at the first moment. Finally, based on the first motor torque and the second brake energy recovery torque request value at the second moment, a determination is made as to whether to disable the brake energy recovery function at the second moment. The embodiment of the present application uses the first prediction model to predict the available brake energy recovery capacity value at the second moment after a preset time. This method ensures that the actual first motor torque at the first moment, obtained based on the second available brake energy recovery capacity value, is closer to the second brake energy recovery torque request value at the second moment. This method eliminates the effects of CAN signal delay to a certain extent, enabling accurate determination of the brake energy recovery torque request value and the motor torque request value at each moment, effectively preventing the brake energy recovery function from being abnormally disabled. BRIEF DESCRIPTION OF THE DRAWINGS

[0070] FIG1 is a schematic diagram of the steps of a vehicle control method according to an embodiment of the present application;

[0071] FIG2 is a schematic diagram of functional modules of a vehicle control device according to an embodiment of the present application;

[0072] FIG3 is a schematic structural diagram of a vehicle in one embodiment of the present application;

[0073] FIG4 schematically shows a block diagram of a computing processing device for executing the method according to the present disclosure; and

[0074] FIG5 schematically shows a storage unit for holding or carrying program codes for implementing the method according to the present disclosure. Specific embodiments

[0075] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0076] It should be noted that new energy vehicles include pure electric vehicles, extended-range electric vehicles, hybrid vehicles, fuel cell electric vehicles, hydrogen engine vehicles, etc. When the brake energy recovery function is currently enabled in new energy vehicles, the brake energy recovery function requires torque interaction between the vehicle control unit (VCU) and the chassis. There are three main torque values: available brake energy recovery torque value, brake energy recovery torque request value, and brake energy recovery torque execution value. Specifically, the VCU usually calculates the available brake energy recovery torque value and sends the available brake energy recovery torque value to the chassis's brake system controller. The brake system controller determines the brake energy recovery torque request value that needs to be fed back to the VCU based on the available brake energy recovery torque value and the braking demand torque triggered by the driver. The VCU then sends the brake energy recovery torque request value to the motor, so that the motor performs the brake energy recovery operation based on the brake energy recovery torque request value, and feeds back the brake energy recovery torque execution value to the VCU. In other words, the brake energy recovery torque request value and the brake energy recovery torque execution value are the same. However, due to the delay in CAN signal transmission and the response time required for the motor to execute torque, there may be a large difference between the braking energy recovery torque request value and the braking energy recovery torque execution value. For example, the VCU sends the braking energy recovery torque request value to the motor at time t1. After a delay of 30ms, the motor returns the braking energy recovery torque execution value to the VCU at time t2. At this time, the VCU will compare the braking energy recovery torque request value sent at time t1 with the braking energy recovery torque execution value at time t2, resulting in a difference between the braking energy recovery torque request value and the braking energy recovery torque execution value most of the time. When the difference is large, it will cause the braking energy recovery torque function to report an error, causing the braking energy recovery function to be abnormally disabled; at the same time, there will be poor coordination between the braking energy recovery torque and the hydraulic braking torque, which will affect the braking performance of the entire vehicle.

[0077] In response to the problem in related technologies that the braking energy recovery function is abnormally disabled due to CAN signal delay, the present application aims to provide a vehicle control method, which predicts the available braking energy recovery capability value at the second moment after a preset time period through a first prediction model, so that when the actual execution torque of the first motor at the first moment obtained based on the second available braking energy recovery capability value is compared with the second braking energy recovery torque request value at the second moment, it can be closer to the actual situation, and accurate judgment of the second braking energy recovery torque request value and the actual execution torque of the first motor can be achieved, thereby eliminating the influence of CAN signal delay to a certain extent, effectively avoiding the phenomenon of abnormal disabling of the braking energy recovery function, and avoiding impact on the braking performance of the entire vehicle.

[0078] In a first aspect, referring to FIG1 , a vehicle control method of the present application is shown, and the method may include the following steps:

[0079] S101: When a braking energy recovery function of a vehicle is activated, determining a first coasting energy recovery torque and a first available braking energy recovery capacity value of the vehicle at a first moment.

[0080] It should be noted that the execution entity of this embodiment can be a computing service device with data processing, network communication, and program execution functions, or an electronic device with these functions, such as a driving computer or onboard computer. This embodiment will be described using the VCU as the execution entity. It should be noted that this implementation does not impose specific restrictions on the execution entity of the vehicle.

[0081] In this embodiment, the driver can activate the vehicle's brake energy recovery function by releasing the accelerator and / or stepping on the brake pedal. After determining that the brake energy recovery function is in the activated state, the VCU will calculate the first coasting energy recovery torque generated by the vehicle's coasting and the first available brake energy recovery capacity value generated by the vehicle's braking. The sum of the first coasting energy recovery torque and the first available brake energy recovery capacity value is the negative torque capacity value of the vehicle, that is, the maximum negative torque that can be applied to the motor at the first moment to generate electricity for the power battery.

[0082] It should be noted that the first available BEC value represents the maximum braking torque that can be converted into battery energy at the first moment. For example, if the first available BEC value is -700 N·m and the driver's braking demand is -1000 N·m, then -700 N·m of the -1000 N·m is available for BEC, and the remaining -300 N·m is provided by the braking mechanism.

[0083] S102: Inputting the first available braking energy recovery capability value into a pre-trained first prediction model to predict a second available braking energy recovery capability value at a second moment.

[0084] It should be noted that the difference between the second moment and the first moment is a preset duration, which is the CAN signal delay for signal transmission between the VCU and the chassis brake system controller, and can be specifically obtained based on experimental calibration.

[0085] In this embodiment, considering that there may be a large difference between the first available braking energy recovery capability value at the first moment and the second available braking energy recovery capability value at the second moment, if the actual execution torque of the first motor at the first moment is calculated directly based on the first available braking energy recovery capability value, due to the existence of CAN signal delay, there will be a correspondingly large difference when the actual execution torque of the first motor at the second moment is compared with the second braking energy recovery torque request value at the second moment. The reason is that the second braking energy recovery torque request value at the second moment is determined based on the second available braking energy recovery capability value at the second moment. Therefore, in order to eliminate the influence of CAN signal delay to a certain extent, the second available braking energy recovery capability value at the second moment will be predicted based on the first available braking energy recovery capability value.

[0086] In a specific implementation, the first prediction model can be trained with a sufficient amount of real vehicle data. For example, the real vehicle data of each time period can be used as a group of data, and the torque value can be divided into 200 intervals, with an interval of 10N in each interval. The first prediction model can be used to gradually predict the available braking energy recovery capability value of a preset time in the future, so that the first prediction model can learn the changing law of the available braking energy recovery capability value, and then input the first available braking energy recovery capability value into the pre-trained first prediction model, so that the second available braking energy recovery capability value at the second moment after the preset time can be accurately predicted.

[0087] In a specific implementation, the first prediction model can adopt a Markov model. The Markov model is a statistical model and a discrete-time random process with Markov properties in mathematics. In this process, given current knowledge or information, the past (i.e., the historical state before the present) is irrelevant to predicting the future (i.e., the future state after the present).

[0088] In this embodiment, after the Markov model is trained using a sufficient amount of real vehicle data, a state transfer matrix can be obtained. Then, after the first available braking energy recovery capability value is input into the Markov model, the state transfer matrix can accurately predict the second available braking energy recovery capability value at the second moment based on the first available braking energy recovery capability value at the first moment.

[0089] S103 : Determine a first braking energy recovery torque request value at a first moment based on the first available braking energy recovery capability value, the second available braking energy recovery capability value, and the brake pedal opening.

[0090] In this embodiment, considering that the predicted second available BEC value may be less than the first available BEC value and may even exceed the vehicle's current negative torque capacity, the validity of the second available BEC value is predicted after it is obtained. For example, if the second available BEC value is greater than or equal to the first available BEC value, the second available BEC value is determined to be valid; otherwise, the second available BEC value is determined to be invalid, meaning it is not used. This effectively ensures vehicle safety during BEC and avoids damage to the motor and power battery.

[0091] In this embodiment, when it is determined that the second available braking energy recovery capability value is valid, the first braking energy recovery torque request value at the first moment can be determined based on the second available braking energy recovery capability value and the brake pedal opening; when it is determined that the second available braking energy recovery capability value is invalid, the first braking energy recovery torque request value at the first moment is determined based on the first available braking energy recovery capability value and the brake pedal opening.

[0092] S104 : Determine the actual execution torque of the first motor at a first moment based on the first braking energy recovery torque request value and the first coasting energy recovery torque.

[0093] In a specific implementation, the first braking energy recovery torque request value and the first coasting energy recovery torque can be superimposed, and the sum of the two can be determined as the actual execution torque of the first motor at the first moment. Then the VCU generates a motor control instruction containing the actual execution torque of the first motor, and sends the motor control instruction to the motor, so that the motor responds to the motor control instruction, outputs the torque according to the actual execution torque of the first motor, and performs a braking energy recovery operation.

[0094] S105 : Determine a second braking energy recovery torque request value of the vehicle at a second moment.

[0095] It should be noted that after the motor performs the braking energy recovery operation, it will feed back the actual executed torque, that is, the actual executed torque of the first motor, to the VCU, and the moment when the actual executed torque of the first motor is fed back to the VCU is the second moment.

[0096] In this embodiment, the VCU calculates a second braking energy regeneration torque request value corresponding to the second moment based on the second coasting energy regeneration torque, the second available braking energy regeneration capacity value, and the second brake pedal opening. It should be noted that the calculation method for the second braking energy regeneration torque request value corresponding to the second moment can refer to the steps of calculating the first braking energy regeneration torque request value at the first moment in S101-S103, and will not be repeated here.

[0097] S106 : Determine whether to disable the braking energy recovery function at the second moment based on the actual execution torque of the first motor and the second braking energy recovery torque request value.

[0098] In this embodiment, since the actual execution torque of the first motor is determined based on the predicted second available braking energy recovery capability value, at the second moment, the actual execution torque of the first motor at the first moment can be closer to the second braking energy recovery torque request value required by the motor at the second moment, thereby eliminating the influence of CAN signal delay to a certain extent, and realizing accurate judgment of the braking energy recovery torque request value corresponding to each moment and the actual execution torque of the motor, effectively avoiding the phenomenon that the braking energy recovery function is abnormally disabled; at the same time, it can improve the coordination between the braking energy recovery torque and the hydraulic braking torque, ensure the braking performance of the whole vehicle, and avoid impact on the braking performance of the whole vehicle.

[0099] In one embodiment of the present application, before S101, the vehicle control method may further include the following steps:

[0100] S201 : When it is detected that the accelerator pedal of the vehicle is in a released state, determine a current torque request value of the vehicle.

[0101] In this embodiment, considering that in related art, the brake energy regeneration function is activated to recover coasting energy after detecting that the accelerator pedal is released, however, to ensure vehicle drivability, when the driver quickly releases the accelerator pedal and applies the brake pedal, the vehicle torque needs to gradually drop from a positive torque value to 0. If the vehicle's current torque request value is large, it will not be able to quickly respond to the negative torque request for brake energy regeneration torque. This can easily cause the brake energy regeneration function to report an error after the accelerator pedal is released, resulting in the brake energy regeneration function being disabled.

[0102] In this embodiment, in order to solve the problem that the relevant technology cannot effectively determine whether the entire vehicle is capable of sending a torque that responds to braking energy recovery, after detecting that the vehicle's accelerator pedal is in a released state, the VCU will not immediately activate the braking energy recovery function, but will continue to detect the vehicle's current torque request value.

[0103] S202 : When the current torque request value is greater than the torque threshold, determine that the braking energy recovery function is in a disabled state.

[0104] In this embodiment, by setting the torque threshold, the VCU will not activate the braking energy recovery function before the current torque request value drops to the torque threshold, thereby effectively avoiding the braking energy recovery torque function from reporting an error.

[0105] Exemplarily, the torque threshold can be set to 0N or a smaller positive value, such as 10N. Then, when the current torque request value is greater than 10N, the VCU sets the available braking energy recovery capability value to 0N and sends it to the chassis to inform the chassis that the vehicle does not have the ability to perform braking energy recovery at this time.

[0106] S203: When the current torque request value is less than or equal to the torque threshold, determine that the braking energy recovery function is in an activated state.

[0107] In this embodiment, when the current torque request value is less than or equal to the torque threshold, the VCU will activate the braking energy recovery function, and calculate the current available braking energy recovery capacity value based on the actual working conditions, and send it to the chassis so that the chassis can feedback the braking energy recovery torque request value that needs to be requested to the motor.

[0108] In this embodiment, by detecting the current torque request value after detecting that the vehicle's accelerator pedal is in a released state, it is possible to accurately determine whether the entire vehicle is capable of sending a response to the braking energy recovery torque, so that after the braking energy recovery function is activated, the vehicle's current available braking energy recovery capacity value can be accurately calculated to avoid causing an error in the braking energy recovery torque function.

[0109] In one embodiment of the present application, S101 may include the following sub-steps:

[0110] S101-1: Determine the negative torque capability value of the vehicle based on the charging power of the power battery and the negative torque capability of the motor.

[0111] It should be noted that the charging power of a power battery indicates the maximum power at which it can currently be charged. This charging power is related to parameters such as the power battery's current SOC (State of Charge), operating temperature, and electrode material. The negative torque capability of a motor, on the other hand, indicates the maximum negative torque it can output. This negative torque capability is related to parameters such as the motor's speed.

[0112] In the specific implementation, the VCU will calculate the maximum rechargeable torque corresponding to the charging power based on the charging power of the power battery. When the negative torque capacity of the motor is greater than the maximum rechargeable torque, the maximum rechargeable torque will be determined as the negative torque capacity value of the vehicle; when the negative torque capacity of the motor is less than or equal to the maximum rechargeable torque, the negative torque capacity of the motor will be determined as the negative torque capacity value of the vehicle.

[0113] In this embodiment, by calculating the negative torque capacity value of the vehicle based on the charging power of the power battery and the negative torque capacity of the motor, the motor can be controlled to perform braking energy recovery to the maximum extent while ensuring the charging safety of the power battery.

[0114] S101 - 2 : Determine a first coasting energy recovery torque based on the vehicle speed at the first moment.

[0115] In a specific implementation, a two-dimensional relationship table between vehicle speed and coasting energy regeneration torque can be pre-established. After determining the vehicle speed at a first moment, the VCU can query the two-dimensional relationship table to determine the first coasting energy regeneration torque corresponding to that speed. The greater the vehicle speed, the greater the corresponding coasting energy regeneration torque.

[0116] S101-3: Determine a first available braking energy recovery capacity value based on the vehicle's negative torque capacity value and the first coasting energy recovery torque.

[0117] In this embodiment, the first available braking energy recovery capacity value is calculated by subtracting the first coasting energy recovery torque from the vehicle's negative torque capacity value. For example, if the calculated vehicle negative torque capacity value is -100 N·m and the first coasting energy recovery torque is -10 N·m, the first available braking energy recovery capacity value is -90 N·m.

[0118] In one embodiment of the present application, S103 may include the following sub-steps:

[0119] S103-1: Determine the larger value of the first available braking energy recovery capability value and the second available braking energy recovery capability value as the actual available braking energy recovery capability value, and send the actual available braking energy recovery capability value to the braking system controller.

[0120] It should be noted that the first available braking energy recovery capability value and the second available braking energy recovery capability value are both negative torque values ​​less than or equal to zero. Therefore, the VCU will determine the larger value of the two as the actual available braking energy recovery capability value through a larger operation, that is, the actual available braking energy recovery capability value = max (first available braking energy recovery capability value, second available braking energy recovery capability value), thereby ensuring the safety of the braking energy recovery process.

[0121] S103 - 2 : Receive a first braking energy recovery torque request value returned by the braking system controller; the first braking energy recovery torque request value is determined by the braking system controller based on an actual available braking energy recovery capability value and a brake pedal opening.

[0122] In this embodiment, after the VCU determines the actual available braking energy recovery capability value through the maximum operation, it will send the actual available braking energy recovery capability value to the braking system controller of the chassis. The braking system controller will calculate the driver's required braking force based on the brake pedal opening triggered by the driver, and return the first braking energy recovery torque request value to the VCU based on the actual available braking energy recovery capability value and the driver's required braking force.

[0123] It should be noted that when the actual available braking energy recovery capability value is greater than or equal to the driver's requested braking force, the negative torque output by the motor for recovering braking energy can meet the vehicle's braking demand, and the brake system controller will determine the driver's requested braking force as the first braking energy recovery torque request value. When the actual available braking energy recovery capability value is less than the driver's requested braking force, the negative torque output by the motor for recovering braking energy cannot meet the vehicle's braking demand, and the brake system controller will determine the actual available braking energy recovery capability value as the first braking energy recovery torque request value, and determine the difference between the driver's requested braking force and the actual available braking energy recovery capability value as the target braking force. The controller then controls the braking mechanism to perform braking operations according to the target braking force to meet the vehicle's braking demand.

[0124] In one embodiment of the present application, S106 may include the following sub-steps:

[0125] S106 - 1 : When the actual execution torque of the first motor is less than the second braking energy recovery torque request value, determine the second braking energy recovery torque request value as the target execution value.

[0126] In this embodiment, when the first motor's actual torque is less than the second regenerative braking torque request, at the second moment, the regenerative braking intensity is normally reduced. At this point, the VCU sets the second regenerative braking torque request as the target torque, ensuring that the difference between the target torque and the second regenerative braking torque request is zero, thus ensuring normal operation of the regenerative braking function.

[0127] For example, if the actual execution torque of the first motor is -600 N·m and the second braking energy recovery torque request value is -500 N·m, the second braking energy recovery torque request value is determined as the target execution value, that is, the target execution value is determined to be -500 N·m.

[0128] S106-2: When the actual execution torque of the first motor is greater than or equal to the second braking energy recovery torque request value, the second braking energy recovery torque request value is input into the pre-trained second prediction model to predict the third braking energy recovery torque request value at the third moment, and the larger value of the actual execution torque of the first motor and the third braking energy recovery torque request value is determined as the target execution value.

[0129] In this embodiment, if the actual torque of the first motor is greater than or equal to the second regenerative braking torque request value, it indicates that the intensity of regenerative braking has increased rather than decreased at the second moment. This may be due to the driver briefly pressing the accelerator hard, causing the second regenerative braking torque request value to suddenly increase. If the regenerative braking function is directly disabled, subsequent braking energy recovery will not be effectively recovered. In this case, the second prediction model is used to predict the third regenerative braking torque request value at the third moment. Based on the predicted third regenerative braking torque request value, further determination is made as to whether to disable the regenerative braking function. The second prediction model can be trained based on a Markov model, and the pre-training method can be similar to the pre-training method of the first prediction model.

[0130] In a specific implementation, a larger value between the third braking energy recovery torque request value and the actual execution torque of the first motor can also be determined as the target execution value through a larger operation.

[0131] For example, if the actual execution torque of the first motor is -400 N·m and the second braking energy recovery torque request value is -500 N·m, the third braking energy recovery torque request value at the third moment will be predicted by the second prediction model, and the predicted third braking energy recovery torque request value will be -480 N·m. Then, by taking the larger operation of the third braking energy recovery torque request value and the actual execution torque of the first motor, the target execution value = max(-480 N·m, -400 N·m) = -400 N·m is determined.

[0132] S106 - 3 : Determine whether to disable the braking energy recovery function at the second moment based on the target execution value and the second braking energy recovery torque request value.

[0133] In this embodiment, by comparing the target execution value with the second braking energy recovery torque request value, it is possible to accurately determine whether the braking energy recovery function needs to be disabled at the second moment.

[0134] In a specific implementation, the absolute value of the difference between the target execution value and the second braking energy recovery torque request value can be first determined; and when the absolute value is greater than the difference threshold, it is determined that the braking energy recovery function is disabled at the second moment; and when the absolute value is less than or equal to the difference threshold, it is determined that the braking energy recovery function is not disabled at the second moment.

[0135] In this embodiment, the second braking energy recovery torque request value is predicted by the second prediction model, which can effectively avoid the braking energy recovery function from reporting errors under special working conditions such as the driver quickly pressing the brake pedal, and recover as much braking energy as possible while ensuring braking safety and braking needs.

[0136] In a second aspect, based on the same inventive concept, with reference to FIG2 , an embodiment of the present application provides a vehicle control device 200 , the vehicle control device 200 including:

[0137] The first determination module 201 is configured to determine a first coasting energy recovery torque and a first available braking energy recovery capability value of the vehicle at a first moment when the braking energy recovery function of the vehicle is activated.

[0138] The prediction module 202 is configured to input the first available braking energy recovery capability value into a pre-trained first prediction model to predict a second available braking energy recovery capability value at a second moment; wherein the difference between the second moment and the first moment is a preset duration.

[0139] The second determining module 203 is configured to determine a first braking energy recovery torque request value at a first moment based on the first available braking energy recovery capability value, the second available braking energy recovery capability value, and the brake pedal opening.

[0140] The third determination module 204 is configured to determine an actual execution torque of the first motor at a first moment based on the first braking energy recovery torque request value and the first coasting energy recovery torque.

[0141] The fourth determining module 205 is configured to determine a second braking energy recovery torque request value of the vehicle at a second moment.

[0142] The fifth determination module 206 is configured to determine whether to disable the braking energy recovery function at a second moment based on the actual execution torque of the first motor and the second braking energy recovery torque request value.

[0143] In one embodiment of the present application, the vehicle control device 200 further includes:

[0144] The sixth determination module is configured to determine a current torque request value of the vehicle when it is detected that the accelerator pedal of the vehicle is in a released state.

[0145] The function disabling module is used to determine that the braking energy recovery function is in a disabled state when the current torque request value is greater than the torque threshold.

[0146] The function activation module is used to determine that the braking energy recovery function is activated when the current torque request value is less than or equal to the torque threshold.

[0147] In one embodiment of the present application, the first determining module 201 includes:

[0148] The first determination submodule is used to determine the negative torque capability value of the entire vehicle based on the charging power of the power battery and the negative torque capability of the motor.

[0149] The second determining submodule is configured to determine a first coasting energy recovery torque based on a vehicle speed at a first moment.

[0150] The third determining submodule is configured to determine a first available braking energy recovery capability value based on the vehicle negative torque capability value and the first coasting energy recovery torque.

[0151] In one embodiment of the present application, the first prediction model is a Markov model; the prediction module 202 includes:

[0152] The fourth determining submodule is configured to input the first available braking energy recovery capability value into the Markov model, and determine a second available braking energy recovery capability value at a second moment based on a state transition matrix of the Markov model.

[0153] In one embodiment of the present application, the second determining module 203 includes:

[0154] The sending submodule is used to determine the larger value of the first available braking energy recovery capability value and the second available braking energy recovery capability value as the actual available braking energy recovery capability value, and send the actual available braking energy recovery capability value to the braking system controller.

[0155] The receiving submodule is configured to receive a first braking energy recovery torque request value returned by the braking system controller; the first braking energy recovery torque request value is determined by the braking system controller based on an actual available braking energy recovery capability value and a brake pedal opening.

[0156] In one embodiment of the present application, the fifth determining module 206 includes:

[0157] The fifth determining submodule is configured to determine the second braking energy recovery torque request value as the target execution value when the actual execution torque of the first motor is less than the second braking energy recovery torque request value.

[0158] The sixth determination submodule is used to input the second braking energy recovery torque request value into a pre-trained second prediction model when the actual execution torque of the first motor is greater than or equal to the second braking energy recovery torque request value, predict the third braking energy recovery torque request value at a third moment, and determine the larger value of the actual execution torque of the first motor and the third braking energy recovery torque request value as the target execution value.

[0159] The seventh determining submodule is configured to determine whether to disable the braking energy recovery function at a second moment based on the target execution value and the second braking energy recovery torque request value.

[0160] In one embodiment of the present application, the seventh determining submodule includes:

[0161] The absolute value determining unit is configured to determine an absolute value of a difference between the target execution value and the second braking energy recovery torque request value.

[0162] The function disabling unit is configured to determine to disable the braking energy recovery function at a second moment when the absolute value is greater than a difference threshold.

[0163] The function maintaining unit is used to determine not to disable the braking energy recovery function at a second moment when the absolute value is less than or equal to the difference threshold.

[0164] It should be noted that the specific implementation of the vehicle control device 200 in the embodiment of the present application refers to the specific implementation of the vehicle control method proposed in the first aspect of the embodiment of the present application, and will not be repeated here.

[0165] On the third aspect, based on the same inventive concept, an embodiment of the present application provides a storage medium, in which machine-executable instructions are stored. When the machine-executable instructions are executed by a processor, the vehicle control method proposed in the first aspect of the present application is implemented.

[0166] It should be noted that the specific implementation of the storage medium of the embodiment of the present application refers to the specific implementation of the vehicle control method proposed in the first aspect of the present application, and will not be repeated here.

[0167] In the fourth aspect, based on the same inventive concept, referring to Figure 3, an embodiment of the present application provides a vehicle 300, including a processor 301 and a memory 302; the memory 302 stores machine executable instructions that can be executed by the processor 301, and the processor 301 is used to execute the machine executable instructions to implement the vehicle control method proposed in the first aspect of this application.

[0168] It should be noted that the specific implementation of the vehicle 300 in the embodiment of the present application refers to the specific implementation of the vehicle control method proposed in the first aspect of the present application, and will not be repeated here.

[0169] In the fifth aspect, based on the same inventive concept, an embodiment of the present application provides a computer program, including computer-readable code, which, when the computer-readable code runs on a computing processing device, causes the computing processing device to execute the vehicle control method proposed in the first aspect of the present application.

[0170] It should be noted that the specific implementation of the computer program of the embodiment of the present application refers to the specific implementation of the vehicle control method proposed in the first aspect of the present application, and will not be repeated here.

[0171] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, devices, or computer program products. Therefore, the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0172] The present application embodiment is described with reference to the flow chart and / or block diagram of the method, terminal device (system), and computer program product according to the embodiment of the present application. It should be understood that each process and / or box in the flow chart and / or block diagram and the combination of the process and / or box in the flow chart and / or block diagram can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor or other programmable data processing terminal device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing terminal device produce a device for realizing the function specified in one process or multiple processes and / or one box or multiple boxes of the flow chart.

[0173] The various component embodiments of the present disclosure can be implemented in hardware, or in software modules running on one or more processors, or in a combination thereof. It should be understood by those skilled in the art that a microprocessor or digital signal processor (DSP) can be used in practice to implement some or all of the functions of some or all of the components in the computing processing equipment according to the embodiments of the present disclosure. The present disclosure can also be implemented as a device or apparatus program (e.g., computer program and computer program product) for executing part or all of the methods described herein. Such a program implementing the present disclosure can be stored on a computer-readable medium, or can have the form of one or more signals. Such a signal can be downloaded from an Internet website, or provided on a carrier signal, or provided in any other form.

[0174] For example, FIG4 illustrates a computing and processing device that can implement the methods of the present disclosure. The computing and processing device conventionally includes a processor 301 and a computer program product or computer-readable medium in the form of a memory 302. Memory 302 can be an electronic memory such as flash memory, EEPROM (Electrically Erasable Programmable Read-Only Memory), EPROM, hard disk, or ROM. Memory 302 has storage space 1030 for program code 1031 for executing any of the method steps described above. For example, the storage space 1030 for program code can include individual program codes 1031 for implementing various steps in the above method. These program codes can be read from or written to one or more computer program products. These computer program products include program code carriers such as hard disks, compact disks (CDs), memory cards, or floppy disks. Such computer program products are typically portable or fixed storage units, as described with reference to FIG5 . The storage unit can have storage segments, storage space, and the like arranged similarly to memory 302 in the computing and processing device of FIG4 . The program code can, for example, be compressed in a suitable form. Typically, the storage unit includes computer-readable codes 1031 ′, ie, codes that can be read by a processor such as 301 , which, when executed by a computing processing device, cause the computing processing device to perform the steps of the method described above.

[0175] These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing terminal device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce a manufactured product including an instruction device that implements the functions specified in one or more processes in the flowchart and / or one or more boxes in the block diagram.

[0176] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal device so that a series of operating steps are executed on the computer or other programmable terminal device to produce computer-implemented processing, so that the instructions executed on the computer or other programmable terminal device provide steps for implementing the functions specified in one or more processes in the flowchart and / or one or more boxes in the block diagram.

[0177] Although preferred embodiments of the present invention have been described, those skilled in the art may make additional changes and modifications to these embodiments once they become aware of the basic inventive concepts. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the embodiments of the present invention.

Claims

1. A vehicle control method, characterized in that: The method comprises: When a braking energy recovery function of the vehicle is in an activated state, determining a first coasting energy recovery torque and a first available braking energy recovery capacity value of the vehicle at a first moment; Inputting the first available braking energy recovery capability value into a pre-trained first prediction model to predict a second available braking energy recovery capability value at a second moment; wherein the difference between the second moment and the first moment is a preset time length; determining a first braking energy recovery torque request value at the first moment based on the first available braking energy recovery capacity value, the second available braking energy recovery capacity value, and a brake pedal opening; determining an actual execution torque of the first motor at the first moment based on the first braking energy recovery torque request value and the first coasting energy recovery torque; determining a second braking energy recovery torque request value of the vehicle at the second moment; and Whether to disable the braking energy recovery function at the second time is determined based on the actual execution torque of the first motor and the second braking energy recovery torque request value.

2. The vehicle control method according to claim 1, wherein: When the braking energy recovery function of the vehicle is in the activated state, before the step of determining the first coasting energy recovery torque and the first available braking energy recovery capacity value of the vehicle at the first moment, the method further includes: determining a current torque request value of the vehicle when detecting that an accelerator pedal of the vehicle is in a released state; When the current torque request value is greater than a torque threshold, determining that the braking energy recovery function is in a disabled state; When the current torque request value is less than or equal to the torque threshold, it is determined that the braking energy recovery function is in an activated state.

3. The vehicle control method according to claim 1, wherein: The step of determining the first coasting energy recovery torque and the first available braking energy recovery capacity value of the vehicle at the first moment comprises: Determine the negative torque capacity of the vehicle based on the charging power of the power battery and the negative torque capacity of the motor; determining the first coasting energy recovery torque based on the vehicle speed at the first moment; The first available braking energy recovery capacity value is determined based on the vehicle negative torque capacity value and the first coasting energy recovery torque.

4. The vehicle control method according to claim 1, wherein: The first prediction model is a Markov model; the step of inputting the first available braking energy recovery capability value into a pre-trained first prediction model to predict the second available braking energy recovery capability value at the second moment includes: The first available braking energy recovery capability value is input into the Markov model, and the second available braking energy recovery capability value at the second moment is determined based on a state transfer matrix of the Markov model.

5. The vehicle control method according to claim 1, wherein: The step of determining the first braking energy recovery torque request value at the first moment based on the first available braking energy recovery capacity value, the second available braking energy recovery capacity value and the brake pedal opening comprises: Determine the larger value of the first available braking energy recovery capability value and the second available braking energy recovery capability value as an actual available braking energy recovery capability value, and send the actual available braking energy recovery capability value to a braking system controller; The first braking energy recovery torque request value returned by the braking system controller is received; the first braking energy recovery torque request value is determined by the braking system controller based on the actual available braking energy recovery capacity value and the brake pedal opening.

6. The vehicle control method according to claim 1, wherein: The step of determining whether to disable the braking energy recovery function at the second moment based on the actual execution torque of the first motor and the second braking energy recovery torque request value comprises: In a case where the actual execution torque of the first motor is less than the second braking energy recovery torque request value, determining the second braking energy recovery torque request value as a target execution value; In a case where the actual execution torque of the first motor is greater than or equal to the second braking energy recovery torque request value, the second braking energy recovery torque request value is input into a pre-trained second prediction model to predict a third braking energy recovery torque request value at a third moment, and a larger value of the actual execution torque of the first motor and the third braking energy recovery torque request value is determined as the target execution value; Based on the target execution value and the second braking energy recovery torque request value, it is determined whether The braking energy recovery function is disabled at the second moment.

7. The vehicle control method according to claim 6, wherein: The step of determining whether to disable the braking energy recovery function at the second moment based on the target execution value and the second braking energy recovery torque request value comprises: determining an absolute value of a difference between the target execution value and the second braking energy recovery torque request value; When the absolute value is greater than the difference threshold, determining to disable the braking energy recovery function at the second moment; When the absolute value is less than or equal to the difference threshold, it is determined that the braking energy recovery function is not disabled at the second time.

8. A vehicle control device, characterized in that: The device comprises: a first determining module, configured to determine, when a braking energy recovery function of the vehicle is in an activated state, a first coasting energy recovery torque and a first available braking energy recovery capacity value of the vehicle at a first moment; A prediction module, configured to input the first available braking energy recovery capability value into a pre-trained first prediction model, and predict a second available braking energy recovery capability value at a second moment; wherein the difference between the second moment and the first moment is a preset duration; a second determination module, configured to determine a first braking energy recovery torque request value at the first moment based on the first available braking energy recovery capability value, the second available braking energy recovery capability value, and a brake pedal opening; a third determining module, configured to determine an actual execution torque of the first motor at the first moment based on the first braking energy recovery torque request value and the first coasting energy recovery torque; a fourth determining module, configured to determine a second braking energy recovery torque request value of the vehicle at the second moment; and A fifth determination module is configured to determine whether to disable the braking energy recovery function at the second moment based on an actual execution torque of the first motor and the second braking energy recovery torque request value.

9. A storage medium, characterized in that: The storage medium stores machine executable instructions, and when the machine executable instructions are executed by the processor, the vehicle control method according to any one of claims 1 to 7 is implemented.

10. A vehicle, characterized in that: It comprises a processor and a memory, wherein the memory stores machine executable instructions that can be executed by the processor, and the processor is used to execute the machine executable instructions to implement the vehicle control method as described in any one of claims 1-7.

11. A computer program, comprising computer readable codes, which, when executed on a computing processing device, cause the computing processing device to execute the vehicle control method according to any one of claims 1 to 7.

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