Coasting energy recovery control method and control system

Abstract

The present application relates to the technical field of vehicle control, and specifically relates to a coasting energy recovery control method and control system. The method comprises: recognizing the terrain of the road surface on which a vehicle is traveling, and calculating a road surface energy recovery coefficient on the basis of the terrain of the road surface on which the vehicle is traveling; estimating the weight of the vehicle, and calculating a vehicle weight energy recovery coefficient on the basis of the current estimated vehicle weight; identifying the slope condition of the road on which the vehicle is traveling, and calculating a slope energy recovery coefficient on the basis of the slope condition of the road on which the vehicle is traveling; identifying a curve in the road on which the vehicle is traveling, and calculating a curve energy recovery coefficient on the basis of the traveling state of the vehicle at the curve; calculating an initial energy recovery coefficient at the current moment; calculating a corrected energy recovery coefficient at the current moment; and obtaining a corrected energy recovery torque at the current moment. By means of the present application, coasting energy can be recovered to the maximum extent, the driving comfort, stability and controllability can be ensured, and both the coasting energy recovery and driving and riding experience are taken into consideration.

Description

Coasting energy recovery control method and control system CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims priority to Chinese patent application No. 202410108613.0 filed on January 26, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0002] The present application relates to the field of automobile control technology, and specifically to a coasting energy recovery control method and control system. Background Art

[0003] With the development of new energy vehicles, pure electric and hybrid vehicles are becoming increasingly popular in the market. These vehicles all feature energy recovery functions. Currently, the control of vehicle coasting energy recovery can lead to problems with either excessive or insufficient energy recovery. Excessive coasting energy recovery can cause a significant drop in vehicle speed. Under the same energy recovery torque, the driver must accelerate or brake to generate additional energy for acceleration or mechanical braking, regardless of terrain, vehicle status, and road conditions. This results in additional energy consumption and increased driver effort. Failure to adjust energy recovery for different terrain and road conditions can also lead to vehicle stability and safety issues.

[0004] To address the aforementioned technical issues, a Chinese invention patent, CN108515960A, entitled "Coasting Energy Recovery Method, Device, and System," discloses a coasting energy recovery control method that takes into account the slope of the road being driven. The method comprises: obtaining current vehicle driving parameters and a slope signal; wherein the driving parameters include vehicle speed, gear position, and brake pedal signal; calculating an initial recovery torque at the current vehicle speed based on the driving parameters; correcting the initial recovery torque based on the slope signal to obtain a target recovery torque; and transmitting the target recovery torque to a motor to trigger energy recovery. During the energy recovery process, this method can correct the initial recovery torque based on the road signal, avoiding problems such as frequent accelerator pedaling due to excessive vehicle deceleration during uphill driving, or frequent brake pedaling due to insufficient vehicle deceleration during downhill driving, thereby helping to ensure vehicle driving comfort. However, this method only considers the slope of the road being driven. Coasting energy recovery during driving is affected by more factors than just the road slope.

[0005] For example, the coasting energy recovery control method when a vehicle is on a curve is definitely different from the coasting energy control method when the vehicle is on a straight road. To address this situation, a Chinese invention patent with the patent number "CN117360243A" entitled "A method, device, equipment and medium for adaptive control of energy recovery intensity" discloses a coasting energy recovery control method that takes into account the curves of the driving road. The method includes: if it is recognized that the adaptive adjustment mode of the energy recovery intensity is in a working state and the energy recovery trigger condition is met, then road information is obtained; curve identification is performed based on the road information, and the current vehicle speed and curve information are obtained; and the energy recovery intensity is determined based on the current vehicle speed and the curve information. This method can adaptively control the energy recovery intensity based on the road conditions, improve the endurance of new energy vehicles, and enhance the driving experience of the driver.

[0006] However, this method, like the solution described above, only considers one factor during the vehicle's driving process, and does not comprehensively consider the many factors that affect the vehicle's coasting energy recovery. If the vehicle's coasting energy recovery is performed according to the above method, the effect of accurately controlling energy recovery cannot be achieved. There are problems such as vehicle instability, poor comfort, and the driver needing to step on the accelerator pedal or brake to operate the vehicle when coasting. There may also be additional energy consumption, resulting in poor overall economy. Summary of the Invention

[0007] The purpose of this application is to address the deficiencies of the above-mentioned background technology and to provide a coasting energy recovery control method and control system.

[0008] The technical solution of the present application is: a coasting energy recovery control method, the method comprising:

[0009] Identify the terrain of the vehicle's driving surface and calculate the road energy recovery coefficient based on the driving surface terrain;

[0010] Estimate the vehicle weight and calculate the vehicle weight energy recovery coefficient based on the current estimated vehicle weight;

[0011] Identify the slope conditions of the road on which the vehicle is traveling and calculate the slope energy recovery coefficient based on the slope conditions of the road;

[0012] Identify the curves on the road where the vehicle is traveling and calculate the curve energy recovery coefficient based on the vehicle's driving state on the curve;

[0013] Calculate the initial energy recovery coefficient for the current vehicle driving state based on the current road surface energy recovery coefficient, vehicle weight energy recovery coefficient, slope energy recovery coefficient, and curve energy recovery coefficient;

[0014] Correcting the initial energy recovery coefficient at the current moment based on the corrected energy recovery coefficient at the previous moment to obtain the corrected energy recovery coefficient at the current moment;

[0015] The basic energy recovery torque at the current moment is corrected by the corrected energy recovery coefficient at the current moment to obtain the corrected energy recovery torque at the current moment.

[0016] According to a coasting energy recovery control method provided in the present application, the method of calculating the road surface energy recovery coefficient based on the terrain of the driving road includes: dividing the terrain of the vehicle's driving road into six types: road, rock, mud, sand, snow and wading. After identifying the terrain of the current vehicle's driving road, querying the value corresponding to the current terrain and vehicle speed in a pre-stored road surface energy recovery coefficient table, which is the road surface energy recovery coefficient.

[0017] According to a coasting energy recovery control method provided by the present application, the method for calculating the vehicle weight energy recovery coefficient based on the current estimated vehicle weight includes: taking the sum of the vehicle's curb mass at start-up and the weight of a standard driver as the standard vehicle weight, estimating the vehicle's current weight, obtaining the ratio of the current vehicle weight to the standard vehicle weight, and querying the value corresponding to the current ratio and vehicle speed in a pre-stored vehicle weight energy recovery coefficient table, which is the vehicle weight energy recovery coefficient.

[0018] According to a coasting energy recovery control method provided in the present application, the method for calculating the slope energy recovery coefficient based on the slope of the driving road includes: obtaining the slope of the current vehicle driving road surface, assigning positive and negative slope values ​​as positive when going uphill and negative when going downhill, and querying the numerical value corresponding to the current slope and positive and negative values ​​in a pre-stored slope energy recovery coefficient table, which is the slope energy recovery coefficient.

[0019] According to a coasting energy recovery control method provided in the present application, the method for calculating the cornering energy recovery coefficient based on the driving state of the vehicle on a curve includes: based on the current vehicle steering wheel angle and vehicle speed, querying the corresponding value in a pre-stored first cornering coefficient table as the first cornering coefficient, based on the current steering wheel angle and turning state, querying the corresponding value in a pre-stored second cornering coefficient table as the second cornering coefficient, the cornering energy recovery coefficient is the product of the first cornering coefficient and the second cornering coefficient; the turning state includes the cornering state, the cornering state and the cornering exit state.

[0020] According to a coasting energy recovery control method provided in the present application, the method for calculating the initial energy recovery coefficient at the current moment includes: the initial energy recovery coefficient at the current moment is the product of the road surface energy recovery coefficient, the vehicle weight energy recovery coefficient, the slope energy recovery coefficient and the curve energy recovery coefficient determined by the curve.

[0021] According to a coasting energy recovery control method provided by the present application, the method for correcting the initial energy recovery coefficient at the current moment includes correcting the initial energy recovery coefficient at the current moment according to the following formula:

[0022]

[0023] Where: K (N) - the corrected energy recovery coefficient at the current moment;

[0024] K(N-1)——corrected energy recovery coefficient at the previous moment;

[0025] K CalRaw ——The initial energy recovery coefficient at the current moment;

[0026] C1——road surface filter coefficient;

[0027] C2——Vehicle weight filtering coefficient;

[0028] C3——ramp filter coefficient;

[0029] C4——curve filter coefficient;

[0030] m——the number of influencing factors.

[0031] The present application also provides a coasting energy recovery control system, wherein the control system performs coasting energy recovery control according to the above-mentioned coasting energy recovery control method, including:

[0032] a road surface energy recovery coefficient calculation module, wherein the road surface energy recovery coefficient calculation module calculates the road surface energy recovery coefficient according to the currently identified terrain of the vehicle driving road;

[0033] a vehicle weight energy recovery coefficient calculation module, wherein the vehicle weight energy recovery coefficient calculation module calculates the vehicle weight energy recovery coefficient based on the estimated vehicle weight;

[0034] a slope energy recovery coefficient calculation module, wherein the slope energy recovery coefficient calculation module calculates the slope energy recovery coefficient according to the slope of the road on which the vehicle is currently traveling;

[0035] a cornering energy recovery coefficient calculation module, wherein the cornering energy recovery coefficient calculation module calculates the cornering energy recovery coefficient according to the driving state of the vehicle on the corner;

[0036] an initial energy recovery coefficient calculation module, the initial energy recovery coefficient calculation module calculating the current initial energy recovery coefficient based on the current road surface energy recovery coefficient, vehicle weight energy recovery coefficient, slope energy recovery coefficient, and curve energy recovery coefficient;

[0037] a first correction module, wherein the first correction module corrects the initial energy recovery coefficient at the current moment based on the corrected energy recovery coefficient at the previous moment to obtain the corrected energy recovery coefficient at the current moment;

[0038] The second correction module corrects the basic energy recovery torque at the current moment based on the corrected energy recovery coefficient at the current moment to obtain the corrected energy recovery torque at the current moment.

[0039] According to a coasting energy recovery control system provided by the present application, the road surface energy recovery coefficient calculation module includes:

[0040] A terrain recognition module, the terrain recognition module is used to identify the terrain of the current vehicle driving road as one of road, rock, mud, sand, snow and wading through image recognition or vehicle dynamics;

[0041] A vehicle speed acquisition module, which is used to obtain the current vehicle speed;

[0042] The road surface energy recovery coefficient acquisition module is used to query the value corresponding to the current terrain and vehicle speed in a pre-stored road surface energy recovery coefficient table to use it as the road surface energy recovery coefficient.

[0043] According to a coasting energy recovery control system provided by the present application, the vehicle weight energy recovery coefficient calculation module includes:

[0044] a standard vehicle weight acquisition module, configured to take the sum of the vehicle's curb weight at start-up and the weight of a standard driver as the standard vehicle weight;

[0045] a current vehicle weight acquisition module, configured to estimate the current vehicle weight based on vehicle dynamics or vehicle load conditions;

[0046] A vehicle weight ratio acquisition module, wherein the vehicle weight ratio acquisition module calculates a ratio between the current vehicle weight and the standard vehicle weight;

[0047] The vehicle weight energy recovery coefficient acquisition module is used to query the ratio of the current vehicle weight to the standard vehicle weight and the vehicle speed in a pre-stored vehicle weight energy recovery coefficient table as the vehicle weight energy recovery coefficient.

[0048] According to a coasting energy recovery control system provided by the present application, the ramp energy recovery coefficient calculation module includes:

[0049] A slope acquisition module, which is used to obtain the slope of the road on which the vehicle is currently traveling;

[0050] a slope direction acquisition module, the slope direction acquisition module being used to assign a positive value to the slope value when the vehicle is on an uphill slope and a negative value when the vehicle is on a downhill slope;

[0051] The ramp energy recovery coefficient acquisition module is used to query a pre-stored ramp energy recovery coefficient table for a value corresponding to the current slope and a positive or negative value as the ramp energy recovery coefficient.

[0052] According to a coasting energy recovery control system provided by the present application, the cornering energy recovery coefficient calculation module includes:

[0053] A steering wheel angle acquisition module, wherein the steering wheel angle acquisition module is used to obtain the current steering wheel angle;

[0054] A vehicle speed acquisition module, which is used to obtain the current vehicle speed;

[0055] A turning state acquisition module, wherein the turning state acquisition module is used to obtain whether the vehicle is in a current turning state, a turning state, or a turning exit state;

[0056] a first bending coefficient obtaining module, wherein the first bending coefficient obtaining module searches a pre-stored first bending coefficient table for a corresponding value as the first bending coefficient based on a current vehicle steering wheel angle and vehicle speed;

[0057] a second bending coefficient obtaining module, wherein the second bending coefficient obtaining module searches a pre-stored second bending coefficient table for a corresponding value as a second bending coefficient based on the current steering wheel angle and the turning state;

[0058] A cornering energy recovery coefficient acquisition module is configured to use the product of the first cornering coefficient and the second cornering coefficient as the cornering energy recovery coefficient.

[0059] According to a coasting energy recovery control system provided by the present application, the initial energy recovery coefficient calculation module is used to take the product of the road surface energy recovery coefficient, vehicle weight energy recovery coefficient, slope energy recovery coefficient and curve energy recovery coefficient at the current moment as the initial energy recovery coefficient at the current moment.

[0060] According to a coasting energy recovery control system provided by the present application, the first correction module corrects the initial energy recovery coefficient according to the following formula:

[0061]

[0062] Where: K (N) - the corrected energy recovery coefficient at the current moment;

[0063] K(N-1)——corrected energy recovery coefficient at the previous moment;

[0064] K CalRaw ——The initial energy recovery coefficient at the current moment;

[0065] C1——road surface filter coefficient;

[0066] C2——Vehicle weight filtering coefficient;

[0067] C3——ramp filter coefficient;

[0068] C4——curve filter coefficient;

[0069] m——the number of influencing factors.

[0070] According to a coasting energy recovery control system provided by the present application, the second correction module is configured to take the product of the current basic energy recovery torque and the correction energy recovery coefficient as the current correction energy recovery torque.

[0071] The advantages of this application are as follows: 1. During the vehicle coasting process, this application fully considers factors such as road topography, vehicle weight, slopes, and curves that may affect the vehicle. By specifying these influencing factors, the coasting energy recovery coefficient is calculated and corrected. The corrected coasting energy recovery coefficient is used to correct the basic coasting energy recovery torque, thereby obtaining a coasting energy recovery torque that is more in line with the current vehicle state, maximizing coasting energy recovery and ensuring driving comfort, stability, and controllability. This application takes into account both coasting energy recovery and driving experience, and has great promotion value.

[0072] 2. This application categorizes terrain recognition for vehicle driving surfaces. Terrain recognition can be performed through image recognition, vehicle dynamics, or a combination of image recognition and vehicle dynamics. This allows the user to determine whether the current vehicle driving surface is road, rock, mud, sand, snow, or wading, accurately determining the terrain of the vehicle driving surface and obtaining a terrain-related road energy recovery coefficient. This provides data on the terrain's impact on the energy recovery coefficient for subsequent calculations.

[0073] 3. This application estimates the vehicle weight. Different vehicle weights have a significant impact on the vehicle's coasting deceleration. By estimating the vehicle weight, the impact of the vehicle weight is concretized, providing data on the impact of the vehicle weight for the subsequent calculation of the energy recovery coefficient, thereby obtaining a more accurate control method.

[0074] 4. This application quantitatively analyzes the impact of coasting energy recovery when the vehicle is driving on a slope, fully considering the impact of the vehicle on coasting energy recovery when driving on a curve. By calculating the slope energy recovery coefficient, the slope effect data is provided for the subsequent calculation of the energy recovery coefficient, making the final energy recovery torque more accurate.

[0075] 5. This application considers the impact of cornering on coasting energy recovery. The application fully considers the vehicle's turning situation, speed, and turning state in calculating the cornering energy recovery coefficient. This comprehensive consideration of various factors during cornering allows the resulting cornering energy recovery system to accurately reflect the degree of influence of cornering on coasting energy recovery.

[0076] 6. This application calculates the initial energy recovery coefficient by comprehensively considering the vehicle and environmental conditions, summarizing the complex vehicle and environmental scenarios into four influencing factors: road surface, vehicle weight, slope, and curve. The initial energy recovery coefficient is obtained by multiplying the road surface energy recovery coefficient, vehicle weight energy recovery coefficient, slope energy recovery coefficient, and curve energy recovery coefficient. This initial energy recovery coefficient incorporates the effects of terrain, vehicle weight, slope, and curve on the vehicle's coasting energy recovery process, providing a basis for subsequent control of the coasting energy recovery torque.

[0077] 7. This application corrects the initial energy recovery coefficient at the current moment by using the corrected energy recovery coefficient at the previous moment, thereby obtaining a more accurate corrected energy recovery coefficient at the current moment, eliminating fluctuations caused by changes in road surface and road conditions, and making the vehicle more drivable and smooth.

[0078] 8. The present application also provides a control system. The control system of the present application has a simple structure and well-defined module functions. It can quantify the effects of road topography, vehicle weight, slopes, and curves on vehicle coasting energy recovery. It also integrates these influencing factors to obtain a modified energy recovery coefficient for correcting the basic energy recovery torque, thereby obtaining a more accurate modified energy recovery torque, maximizing coasting energy recovery while ensuring driving comfort, stability, and controllability, and taking into account both coasting energy recovery and the driving experience.

[0079] 9. The road surface energy recovery coefficient calculation module of the present application is rationally designed. The terrain recognition module identifies the terrain of the vehicle's road surface, the vehicle speed acquisition module obtains the vehicle speed, and then searches for the corresponding road surface energy recovery coefficient based on a pre-stored road surface energy recovery coefficient table. The overall calculation process is simple and easy to operate, and can quickly and accurately determine the impact of road surface terrain on vehicle coasting energy recovery, or the coefficient of road surface terrain correction on vehicle coasting energy recovery.

[0080] 10. The vehicle weight energy recovery coefficient calculation module of the present application considers the effect of vehicle weight on vehicle coasting energy recovery. By calculating the ratio of the current vehicle weight to the standard vehicle weight and substituting the ratio and vehicle speed into a pre-stored vehicle weight energy recovery coefficient table to look up the corresponding value, the required vehicle weight energy recovery coefficient can be quickly and accurately obtained, facilitating subsequent correction of the basic energy recovery torque.

[0081] 11. The slope energy recovery coefficient calculation module of the present application not only considers the effect of slope on vehicle coasting energy recovery, but also considers the effect of slope direction on vehicle coasting energy recovery. By comprehensively considering slope and slope direction, and then querying a pre-stored slope energy recovery coefficient table, the current slope energy recovery coefficient can be obtained. The overall calculation method is very simple and the operation is extremely convenient.

[0082] 12. The cornering energy recovery coefficient calculation module of the present application collects steering wheel angle, vehicle speed, and cornering state, obtains a first cornering coefficient for the corresponding corner based on the steering wheel angle and vehicle speed, obtains a second cornering coefficient for the corresponding corner based on the cornering state and steering wheel angle, and then obtains the cornering energy recovery coefficient using the first cornering coefficient and the second cornering coefficient. This overall calculation method fully considers the various effects of corners on vehicle coasting energy recovery. The obtained cornering energy recovery coefficient can more accurately correct the basic energy recovery torque.

[0083] 13. The initial energy recovery coefficient calculation module of this application is used to obtain the initial energy recovery coefficient. The method of obtaining it is very simple. It only needs to multiply the road energy recovery coefficient, the vehicle weight energy recovery coefficient, the slope energy recovery coefficient and the curve energy recovery coefficient to obtain the required initial energy recovery coefficient. The operation is simple;

[0084] 14. The first correction module of the present application uses the corrected energy recovery coefficient, road surface filter coefficient, vehicle weight filter coefficient, slope filter coefficient, and curve filter coefficient at the previous moment to correct the initial energy recovery coefficient at the current moment, thereby obtaining a more accurate corrected energy recovery coefficient, eliminating fluctuations caused by changes in road surface and road conditions, and providing the vehicle with better drivability and smoothness;

[0085] 15. The second correction module of the present application corrects the basic energy recovery torque at the current moment by correcting the energy recovery coefficient, thereby obtaining the corrected energy recovery torque at the current moment. The overall method is simple and easy to operate.

[0086] The gliding energy recovery control of this application fully considers the impact of road topography, vehicle weight, slopes and curves on gliding energy recovery, and uses these influencing factors to correct the basic gliding energy recovery torque to obtain a more accurate and appropriate corrected energy recovery torque, thereby recovering gliding energy to the greatest extent and ensuring driving comfort, stability and controllability, taking into account both gliding energy recovery and driving experience, and has great promotion value. BRIEF DESCRIPTION OF THE DRAWINGS

[0087] Figure 1: Schematic diagram of the glide energy recovery control method of the present application. DETAILED DESCRIPTION

[0088] The embodiments of the present application are described in detail below, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0089] In the description of this application, it should be understood that the terms "longitudinal", "transverse", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application.

[0090] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of the technical features indicated. Thus, a feature specified as "first" or "second" may explicitly or implicitly include one or more of the features. Throughout the description of this application, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0091] The present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0092] The present application relates to a coasting energy recovery control method. The coasting energy recovery control method of the present application takes into account various influencing factors in the vehicle's coasting energy recovery process, and quantifies these influencing factors and introduces them into the correction process of the basic energy recovery torque, so as to obtain a more accurate and corrected energy recovery torque suitable for the vehicle's current driving state, so that the vehicle can recover coasting energy to the greatest extent and ensure driving comfort, stability and controllability, taking into account both coasting energy recovery and driving experience.

[0093] This application considers that factors that influence vehicle coasting energy recovery include: road topography, vehicle weight, slopes, and curves. The main reason road topography affects vehicle coasting energy recovery is that the road adhesion coefficient varies across different terrains. If the same coasting energy recovery torque is used when coasting at the same speed on different terrains, the vehicle's driving performance may vary, potentially even leading to vehicle instability. Therefore, it is necessary to adjust the coasting energy recovery torque based on road topography to improve vehicle stability and driving experience. Therefore, it is necessary to consider the topography of the road on which the vehicle is traveling.

[0094] This application estimates the vehicle weight based on the consideration that different vehicle weights have different effects on coasting deceleration. The current weight of the vehicle is the total weight of the vehicle's curb weight plus the weight of the occupants and cargo on board. The current weight of the vehicle also has a significant impact on coasting deceleration. Under the same coasting energy recovery torque, different weights lead to different decelerations, resulting in a poor driving experience. The driver cannot accurately consider the impact of different vehicle weights, making it difficult to predict vehicle control. Poor control of the vehicle's handling may even lead to safety issues. When performing control, it is necessary to consider the impact of vehicle weight and adjust the energy recovery torque to improve driving feel and safety.

[0095] This application considers the impact of slopes on vehicle coasting energy recovery because the coasting energy recovery of a vehicle on a slope is completely different from that on flat ground. When a vehicle is driving on a slope, due to the influence of the vehicle's total weight component, the vehicle's coasting behavior is completely different from that on a flat road. Under the same circumstances, the size of the slope causes different vehicle decelerations, and uphill and downhill decelerations are also different. In order to improve the driving experience and fully recover energy, it is necessary to consider the slope factor and adjust the energy recovery torque. When going uphill, as the slope increases, the vehicle weight component increases. In order to maintain the same acceleration as on a flat road, the energy recovery torque needs to be reduced. This ensures that the driving feel is consistent with that on a flat road, while also avoiding the situation where excessive coasting energy recovery when coasting uphill requires pressing the accelerator pedal for extra energy consumption.

[0096] This application also considers the impact of curves on vehicle coasting energy recovery. When a vehicle is coasting on a curve, using the same energy recovery torque for different curves may result in oversteer or understeer, requiring the driver to intervene by pressing the accelerator or brake pedal to achieve steering. This increases the driver's operational burden and wastes energy. Therefore, it is necessary to adjust energy recovery based on curves.

[0097] Specifically, as shown in Figure 1, the present application performs the vehicle coasting energy control method according to the following steps: identifying the terrain of the vehicle driving road, and calculating the road energy recovery coefficient according to the driving road terrain; estimating the vehicle weight, and calculating the vehicle weight energy recovery coefficient according to the current estimated vehicle weight; identifying the slope condition of the vehicle driving road, and calculating the slope energy recovery coefficient according to the slope condition of the driving road; identifying the curve of the vehicle driving road, and calculating the curve energy recovery coefficient according to the driving state of the vehicle on the curve; calculating the initial energy recovery coefficient at the current moment based on the road energy recovery coefficient, vehicle weight energy recovery coefficient, slope energy recovery coefficient and curve energy recovery coefficient determined at the curve; correcting the initial energy recovery coefficient at the current moment based on the corrected energy recovery coefficient at the previous moment to obtain the corrected energy recovery coefficient at the current moment; correcting the basic energy recovery torque at the current moment by the corrected energy recovery coefficient at the current moment to obtain the corrected energy recovery torque at the current moment.

[0098] In some embodiments, this embodiment optimizes the aforementioned method for calculating the road surface energy recovery coefficient based on the terrain of the driving road. This embodiment categorizes the terrain of the vehicle's driving road into six types: road, rock, mud, sand, snow, and wading. The method for identifying the terrain of the vehicle's driving road in this embodiment can be based on image recognition, vehicle dynamics, or a combination of both. The image recognition method can pre-store a corresponding standard terrain model in the vehicle's control system. Then, a camera on the vehicle can be used to capture an image of the road ahead of the vehicle. The captured image is then processed and compared with the stored standard terrain model to determine the terrain of the current vehicle's driving road. For details, see Chinese invention patent application number "CN107977641A," entitled "A Method, Apparatus, On-Board Terminal, and Vehicle for Intelligent Terrain Identification." Identifying the terrain of the vehicle's driving road based on vehicle dynamics primarily involves obtaining the vehicle's current driving parameters and deducing the terrain of the current vehicle's driving road based on the current driving parameters. For details, see Chinese invention patent application number "CN109727334A," entitled "A Method, Apparatus, and Vehicle for Identifying the Terrain of a Vehicle."

[0099] After the terrain of the current vehicle road is identified, the value corresponding to the current terrain and vehicle speed is searched in the pre-stored road energy recovery coefficient table, which is the road energy recovery coefficient K1. The specific road energy recovery coefficient table of this embodiment is shown in Table 1:

[0100] Table 1: Road energy recovery coefficient under different terrains and different vehicle speeds

[0101]

[0102] In practice, the terrain of the road surface on which the vehicle is traveling can also be classified into other types as long as it meets actual needs. The parameters in Table 1 are obtained through calibration and can be used in actual applications as other parameters as long as they meet the needs. They are not limited to the above parameter values.

[0103] In some embodiments, this embodiment optimizes the aforementioned method for calculating the vehicle weight energy recovery coefficient based on the currently estimated vehicle weight. Specifically, this embodiment first establishes a standard vehicle weight. When calculating vehicle weight, the vehicle's speed is low and its driving resistance is low during the starting phase, making the estimated vehicle weight more accurate. Furthermore, the vehicle's mass remains essentially unchanged after the vehicle completes the start. Therefore, the vehicle's state parameters at the start of the start phase are used for calculation.

[0104] Vehicle weight can be calculated using either dynamics or vehicle load, utilizing current vehicle parameters and state. If calculated using dynamics, after terrain identification, the road friction coefficient corresponding to the terrain can be determined, and the current road resistance can be determined from the road friction coefficient. Vehicle weight is then calculated using vehicle speed, longitudinal acceleration, slope, and road resistance using a vehicle dynamics formula. If calculated using vehicle load, the vehicle weight can be calculated based on the vehicle's slip rate and load.

[0105] When the vehicle is just started, the standard vehicle weight is taken as the current vehicle weight. The default standard vehicle weight is the sum of the vehicle's curb weight and a standard driver weight. After the vehicle starts, the current vehicle weight is updated according to the calculated vehicle weight. During this driving cycle, the calculated vehicle weight remains unchanged.

[0106] When calculating the vehicle weight energy recovery coefficient, first use the sum of the vehicle's curb mass at start-up and the weight of a standard driver as the standard vehicle weight, estimate the vehicle's current weight, obtain the ratio of the current vehicle weight to the standard vehicle weight, and look up the value corresponding to the current ratio and vehicle speed in the pre-stored vehicle weight energy recovery coefficient table, which is the vehicle weight energy recovery coefficient K2.

[0107] The vehicle weight energy recovery coefficient table is shown in Table 2:

[0108] Table 2: Vehicle weight energy recovery coefficients for different ratios of current vehicle weight to standard vehicle weight

[0109]

[0110] The parameters in Table 2 are obtained through calibration. In actual application, other parameters can be used as long as they meet the requirements. They are not limited to the above parameter values.

[0111] In some embodiments, this embodiment optimizes the above method of calculating the slope energy recovery coefficient based on the slope of the driving road. In the process of calculating the slope energy recovery coefficient, this embodiment not only considers the slope of the slope, but also considers the influence of the slope direction.

[0112] In the specific process of calculating the slope energy recovery coefficient, the slope of the current road surface on which the vehicle is traveling is first obtained, and the slope is assigned a positive or negative value, with positive when going uphill and negative when going downhill. The value corresponding to the current slope and positive or negative value is queried in the pre-stored slope energy recovery coefficient table, which is the slope energy recovery coefficient K3.

[0113] The ramp energy recovery coefficient table is shown in Table 3:

[0114] Table 3: Energy recovery coefficients for descending different slopes

[0115]

[0116] In this embodiment, the slope and direction of the vehicle when it is currently traveling can be obtained through an angle sensor on the vehicle body, or other methods can be used.

[0117] The parameters in Table 3 are obtained through calibration. In actual application, other parameters can also be used as long as they meet the requirements. They are not limited to the above parameter values.

[0118] In some embodiments, this embodiment optimizes the aforementioned method for calculating the energy recovery coefficient based on the vehicle's cornering state. This calculation considers not only the radius of the corner but also the vehicle's approach to the corner. Different energy recovery torques are applied to different corners to ensure that oversteer or understeer is avoided. This eliminates the need for driver intervention by accelerator or brake pedal, reducing driver workload and conserving energy.

[0119] Similarly, different regenerative torques are used in different cornering situations to ensure oversteer or understeer is avoided. For front-wheel drive vehicles, regenerative torque is increased when understeer occurs, and reduced when oversteer occurs. For rear-wheel drive vehicles, regenerative torque is reduced when understeer occurs, and increased when oversteer occurs. Therefore, regenerative adjustments must be made based on the vehicle's cornering state (entering, mid-corner, and exiting a corner).

[0120] Specifically, based on the current vehicle steering wheel angle and vehicle speed, the corresponding value is queried in the pre-stored first bending coefficient table as the first bending coefficient K41, and based on the current steering wheel angle and turning state, the corresponding value is queried in the pre-stored second bending coefficient table as the second bending coefficient K42. The cornering energy recovery coefficient is the product of the first bending coefficient and the second bending coefficient, that is, , K4 is the cornering energy recovery coefficient; the cornering state includes the cornering state, the cornering state and the cornering state.

[0121] The first curve coefficient table is shown in Table 4:

[0122] Table 4: First bend coefficients at different steering wheel angles and vehicle speeds

[0123]

[0124] The second curve coefficient table is shown in Table 5:

[0125] Table 5: Second bend coefficients under different turning states and steering wheel angles

[0126]

[0127] The turning state can be identified based on the steering wheel angle, vehicle speed, and lateral acceleration.

[0128] The parameters in Tables 4 and 5 are obtained through calibration. In actual application, other parameters can also be used as long as they meet the requirements. They are not limited to the above parameter values.

[0129] In some embodiments, this embodiment optimizes the above method for calculating the initial energy recovery coefficient at the current moment. Specifically, according to the above method, the road energy recovery coefficient K1, vehicle weight energy recovery coefficient K2, slope energy recovery coefficient K3 and curve energy recovery coefficient K4 can be obtained at the current moment. The initial energy recovery coefficient at the current moment of this embodiment is .

[0130] In some embodiments, this embodiment optimizes the above-mentioned method for correcting the initial energy recovery coefficient at the current moment. Specifically, this embodiment corrects the initial energy recovery coefficient at the current moment according to the following formula:

[0131]

[0132] Where: K (N) - the corrected energy recovery coefficient at the current moment;

[0133] K(N-1)——corrected energy recovery coefficient at the previous moment;

[0134] KCalRaw ——The initial energy recovery coefficient at the current moment;

[0135] C1——road surface filter coefficient;

[0136] C2——Vehicle weight filtering coefficient;

[0137] C3——ramp filter coefficient;

[0138] C4——curve filter coefficient;

[0139] m——the number of influencing factors.

[0140] The current moment in this embodiment refers to the time period of the current control cycle when the control system is used for control, and the previous moment refers to the time period of the previous control cycle when the control system is used for control. In this example, the control cycle is 10ms per cycle. If the current moment is T, the previous moment is T-10ms.

[0141] The filter coefficients C1, C2, C3, and C4 above represent the weighting of the impact of road surface, vehicle weight, slope, and curve on K(N). These are empirically derived and can be obtained through actual vehicle calibration. For example, when a vehicle is driving, these factors can be roughly ranked in the following order: curve > slope > road surface > vehicle weight. The greater the weight, the larger the filter coefficient.

[0142] The number of influencing factors m refers to the number of factors that currently affect the vehicle's coasting energy recovery system. If the vehicle is currently traveling on a road that is not on a slope but on a curve, then m=3; if the vehicle is currently traveling on a road that is not on a curve but on a slope, then m=3; if the vehicle is currently traveling on a road that is neither on a slope nor on a curve, then m=2.

[0143] When actually performing the vehicle coasting energy recovery control, the terrain of the vehicle's driving surface is first divided into six types: road, rock, mud, sand, snow and wading. After the terrain of the current vehicle's driving surface is identified, the value corresponding to the current terrain and vehicle speed is searched in the pre-stored road energy recovery coefficient table, which is the road energy recovery coefficient K1 at the current moment; the sum of the vehicle's curb weight at the time of vehicle start and the weight of a standard driver is used as the standard vehicle weight, the current vehicle weight is estimated, and the ratio of the current vehicle weight to the standard vehicle weight is obtained. The value corresponding to the current ratio and vehicle speed is searched in the pre-stored vehicle weight energy recovery coefficient table, which is the vehicle weight energy recovery coefficient K2 at the current moment; the slope of the current vehicle's driving surface is obtained, The slope is assigned a positive or negative value, with the value being positive when going uphill and negative when going downhill. The value corresponding to the current slope and the positive or negative value is looked up in the pre-stored slope energy recovery coefficient table, which is the slope energy recovery coefficient K3 at the current moment. Based on the current vehicle steering wheel angle and vehicle speed, the corresponding value is looked up in the pre-stored first bending coefficient table as the first bending coefficient K41. Based on the current steering wheel angle and turning state (turning state includes turning entry state, turning state and turning exit state), the corresponding value is looked up in the pre-stored second bending coefficient table as the second bending coefficient K42. The current bending energy recovery coefficient K4 is the product of the first bending coefficient K41 and the second bending coefficient K42; the initial energy recovery coefficient at the current moment ; Correct the initial energy recovery coefficient at the current moment:

[0144]

[0145] Where: K (N) - the corrected energy recovery coefficient at the current moment;

[0146] K(N-1)——corrected energy recovery coefficient at the previous moment;

[0147] K CalRaw ——The initial energy recovery coefficient at the current moment;

[0148] C1——road surface filter coefficient;

[0149] C2——Vehicle weight filtering coefficient;

[0150] C3——ramp filter coefficient;

[0151] C4——curve filter coefficient;

[0152] m——number of influencing factors;

[0153] A corrected energy recovery coefficient K(N) at the current moment is obtained, and the basic energy recovery torque at the current moment is corrected by the corrected energy recovery coefficient K(N) at the current moment to obtain the corrected energy recovery torque at the current moment. The vehicle control system controls the vehicle according to the obtained corrected energy recovery torque at the current moment.

[0154] The basic energy recovery torque at the current moment is calculated based on the vehicle speed according to the vehicle's coasting energy recovery deceleration requirements, and can be calibrated based on the actual vehicle.

[0155] The present application also provides a coasting energy recovery control system, the control system of the present application includes a road surface energy recovery coefficient calculation module, a vehicle weight energy recovery coefficient calculation module, a slope energy recovery coefficient calculation module, a cornering energy recovery coefficient calculation module, an initial energy recovery coefficient calculation module, a first correction module and a second correction module; wherein the road surface energy recovery coefficient calculation module calculates the road surface energy recovery coefficient according to the currently identified terrain of the vehicle driving road; the vehicle weight energy recovery coefficient calculation module calculates the vehicle weight energy recovery coefficient according to the estimated vehicle weight; the slope energy recovery coefficient calculation module calculates the slope energy recovery coefficient according to the slope of the road currently driving the vehicle; the cornering energy recovery coefficient calculation module calculates the slope energy recovery coefficient according to the slope of the road currently driving the vehicle; The energy recovery coefficient calculation module calculates the energy recovery coefficient of the curve according to the driving state of the vehicle in the curve; the initial energy recovery coefficient calculation module calculates the initial energy recovery coefficient at the current moment based on the road surface energy recovery coefficient, vehicle weight energy recovery coefficient, slope energy recovery coefficient and curve energy recovery coefficient determined at the current moment; the first correction module corrects the initial energy recovery coefficient at the current moment based on the corrected energy recovery coefficient at the previous moment to obtain the corrected energy recovery coefficient at the current moment; the second correction module corrects the basic energy recovery torque at the current moment based on the corrected energy recovery coefficient at the current moment to obtain the corrected energy recovery torque at the current moment.

[0156] The vehicle control system performs coasting energy recovery control on the vehicle according to the corrected energy recovery torque at the current moment obtained by the second correction module.

[0157] The above-mentioned road surface energy recovery coefficient calculation module includes a terrain recognition module, a vehicle speed acquisition module and a road surface energy recovery coefficient acquisition module. The terrain recognition module is used to identify the terrain of the current vehicle driving road surface as one of road, rock, mud, sand, snow and wading through image recognition or vehicle dynamics; the vehicle speed acquisition module is used to obtain the current vehicle speed; the road surface energy recovery coefficient acquisition module is used to query the value corresponding to the current terrain and vehicle speed in a pre-stored road surface energy recovery coefficient table to use this as the road surface energy recovery coefficient.

[0158] The vehicle weight energy recovery coefficient calculation module includes a standard vehicle weight acquisition module, a current vehicle weight acquisition module, a vehicle weight ratio acquisition module and a vehicle weight energy recovery coefficient acquisition module. The standard vehicle weight acquisition module is used to take the sum of the vehicle's curb weight at the start of the vehicle and the weight of a standard driver as the standard vehicle weight; the current vehicle weight acquisition module is used to estimate the current vehicle weight based on the vehicle dynamics or the vehicle load status; the vehicle weight ratio acquisition module calculates the ratio of the current vehicle weight to the standard vehicle weight; the vehicle weight energy recovery coefficient acquisition module is used to query the ratio of the current vehicle weight to the standard vehicle weight and the vehicle speed in a pre-stored vehicle weight energy recovery coefficient table as the vehicle weight energy recovery coefficient.

[0159] The slope energy recovery coefficient calculation module includes a slope acquisition module, a slope direction acquisition module, and a slope energy recovery coefficient acquisition module. The slope acquisition module is used to obtain the slope of the current vehicle driving road; the slope direction acquisition module is used to assign a positive value to the slope value when the vehicle is on an uphill slope and a negative value when the vehicle is on a downhill slope; the slope energy recovery coefficient acquisition module is used to query the value corresponding to the current slope and positive and negative values ​​in a pre-stored slope energy recovery coefficient table as the slope energy recovery coefficient.

[0160] The cornering energy recovery coefficient calculation module includes a steering wheel angle acquisition module, a vehicle speed acquisition module, a turning state acquisition module, a first cornering coefficient acquisition module, a second cornering coefficient acquisition module and a cornering energy recovery coefficient acquisition module. The steering wheel angle acquisition module is used to acquire the current steering wheel angle; the vehicle speed acquisition module is used to acquire the current vehicle speed; the turning state acquisition module is used to acquire whether the current vehicle is in a cornering state, a cornering state and a cornering exit state; the first cornering coefficient acquisition module queries a corresponding value in a pre-stored first cornering coefficient table based on the current vehicle steering wheel angle and vehicle speed as the first cornering coefficient; the second cornering coefficient acquisition module queries a corresponding value in a pre-stored second cornering coefficient table based on the current steering wheel angle and turning state as the second cornering coefficient; the cornering energy recovery coefficient acquisition module is used to take the product of the first cornering coefficient and the second cornering coefficient as the cornering energy recovery coefficient.

[0161] The initial energy recovery coefficient calculation module is used to take the product of the road surface energy recovery coefficient, vehicle weight energy recovery coefficient, slope energy recovery coefficient and curve energy recovery coefficient at the current moment as the initial energy recovery coefficient at the current moment.

[0162] The first correction module corrects the initial energy recovery coefficient according to the following formula:

[0163]

[0164] Where: K (N) - the corrected energy recovery coefficient at the current moment;

[0165] K(N-1)——corrected energy recovery coefficient at the previous moment;

[0166] K CalRaw ——The initial energy recovery coefficient at the current moment;

[0167] C1——road surface filter coefficient;

[0168] C2——Vehicle weight filtering coefficient;

[0169] C3——ramp filter coefficient;

[0170] C4——curve filter coefficient;

[0171] m——the number of influencing factors.

[0172] The second correction module is configured to take the product of the current basic energy recovery torque and the corrected energy recovery coefficient as the current corrected energy recovery torque.

[0173] The coasting energy recovery control system of the present application also includes other existing functional modules that support the operation of the coasting energy recovery control system. The above-mentioned coasting energy recovery control system is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0174] The coasting energy recovery control system of the present application is used to implement the above-mentioned coasting energy recovery control method. Therefore, the specific implementation steps of the coasting energy recovery control system can refer to the above-mentioned description of the coasting energy recovery control method, which will not be repeated here.

[0175] This application also discloses a computer-readable storage medium for storing a program that, when executed, implements the steps of the aforementioned coasting energy recovery control method. In some possible implementations, various aspects of this application may also be implemented in the form of a program product, which includes program code. When the program product is executed on a terminal device, the program code is configured to cause the terminal device to execute the steps described in the aforementioned coasting energy recovery control method according to various exemplary embodiments of this application.

[0176] The road surface energy recovery coefficient K1, vehicle weight energy recovery coefficient K2, slope energy recovery coefficient K3 and curve energy recovery coefficient K4 of this application are calibrated according to the vehicle model. The calibrated coefficients are stored in the control system and can be directly called when used.

[0177] The above shows and describes the basic principles, main features, and advantages of the present application. Those skilled in the art should understand that the present application is not limited to the above embodiments. The above embodiments and descriptions are merely illustrative of the principles of the present application. Various changes and improvements may be made to the present application without departing from the spirit and scope of the present application. Such changes and improvements are intended to fall within the scope of the present application. The scope of protection claimed in this application is defined by the appended claims and their equivalents.

Claims

1. A coasting energy recovery control method, the method comprising: Performing terrain recognition on the road surface where the vehicle travels, and determining a calculated road surface energy recovery coefficient according to the terrain of the traveling road surface; Estimating the vehicle weight, and calculating a vehicle weight energy recovery coefficient according to the currently estimated vehicle weight; Identifying the ramp condition of the road where the vehicle travels, and calculating a ramp energy recovery coefficient according to the ramp condition of the traveling road; Identifying the curve of the road where the vehicle travels, and calculating a curve energy recovery coefficient according to the traveling state of the vehicle on the curve; Calculating an initial energy recovery coefficient in the current vehicle traveling state based on the road surface energy recovery coefficient, vehicle weight energy recovery coefficient, ramp energy recovery coefficient, and curve energy recovery coefficient at the current moment; Correcting the initial energy recovery coefficient at the current moment based on the corrected energy recovery coefficient at the previous moment to obtain the corrected energy recovery coefficient at the current moment; Correcting the basic energy recovery torque at the current moment through the corrected energy recovery coefficient at the current moment to obtain the corrected energy recovery torque at the current moment.

2. The method for controlling the recovery of gliding energy as described in claim 1, wherein, The method for calculating the road surface energy recovery coefficient according to the terrain of the traveling road surface includes: dividing the terrain of the road surface where the vehicle travels into six types: highway, rock, mud, sand, snow, and wading. After identifying the terrain of the current road surface where the vehicle travels, query the value corresponding to the current terrain and vehicle speed in the pre-stored road surface energy recovery coefficient table, which is the road surface energy recovery coefficient.

3. The method for controlling the recovery of gliding energy according to claim 1, wherein, The method for calculating the vehicle weight energy recovery coefficient according to the currently estimated vehicle weight includes: taking the sum of the curb weight of the vehicle when starting and the weight of a standard driver as the standard vehicle weight, estimating the current vehicle weight of the vehicle, obtaining the ratio of the current vehicle weight to the standard vehicle weight, and querying the value corresponding to the current ratio and vehicle speed in the pre-stored vehicle weight energy recovery coefficient table, which is the vehicle weight energy recovery coefficient.

4. The method for controlling the recovery of gliding energy according to claim 1, wherein, The method for calculating the ramp energy recovery coefficient according to the slope of the traveling road includes: obtaining the slope of the current road surface where the vehicle travels, assigning positive and negative values to the slope with positive for uphill and negative for downhill, and querying the value corresponding to the current slope and positive / negative value in the pre-stored ramp energy recovery coefficient table, which is the ramp energy recovery coefficient.

5. The method for controlling the recovery of sliding energy according to claim 1, wherein, The method for calculating the curve energy recovery coefficient according to the traveling state of the vehicle on the curve includes: querying the corresponding value in the pre-stored first curve coefficient table based on the current vehicle steering wheel angle and vehicle speed as the first curve coefficient, querying the corresponding value in the pre-stored second curve coefficient table based on the current steering wheel angle and turning state as the second curve coefficient, and the curve energy recovery coefficient is the product of the first curve coefficient and the second curve coefficient; the turning state includes the in-curve state, mid-curve state, and out-curve state.

6. The method for controlling the recovery of gliding energy according to claim 1, wherein, The method for calculating the initial energy recovery coefficient at the current moment includes: the initial energy recovery coefficient at the current moment is the product of the road surface energy recovery coefficient, vehicle weight energy recovery coefficient, ramp energy recovery coefficient, and curve energy recovery coefficient at the current moment.

7. The method for controlling the recovery of gliding energy as claimed in claim 1, wherein, The method for correcting the initial energy recovery coefficient at the current moment includes: correcting the initial energy recovery coefficient at the current moment according to the following formula: Where: K(N) - the corrected energy recovery coefficient at the current moment; K(N-1) - the corrected energy recovery coefficient at the previous moment; K CalRaw —— Initial energy recovery coefficient at the current moment; C1 - the road surface filtering coefficient; C2 - the vehicle weight filtering coefficient; C3 - the ramp filtering coefficient; C4 - the curve filtering coefficient; m - the number of influencing factors.

8. A coasting energy recovery control system, the control system operates according to a coasting energy recovery control method as described in any one of claims 1 to 7, including, A road surface energy recovery coefficient calculation module, the road surface energy recovery coefficient calculation module calculates the road surface energy recovery coefficient according to the terrain of the vehicle driving road currently identified; A vehicle weight energy recovery coefficient calculation module, the vehicle weight energy recovery coefficient calculation module calculates the vehicle weight energy recovery coefficient according to the estimated vehicle weight; A ramp energy recovery coefficient calculation module, the ramp energy recovery coefficient calculation module calculates the ramp energy recovery coefficient according to the slope of the road where the vehicle is currently driving; A curve energy recovery coefficient calculation module, the curve energy recovery coefficient calculation module calculates the curve energy recovery coefficient according to the driving state of the vehicle in the curve; An initial energy recovery coefficient calculation module, the initial energy recovery coefficient calculation module determines the curve energy recovery coefficient based on the road surface energy recovery coefficient, vehicle weight energy recovery coefficient, ramp energy recovery coefficient and curve at the current moment to calculate the initial energy recovery coefficient at the current moment; A first correction module, the first correction module corrects the initial energy recovery coefficient at the current moment based on the corrected energy recovery coefficient at the previous moment to obtain the corrected energy recovery coefficient at the current moment; A second correction module, the second correction module corrects the basic energy recovery torque at the current moment based on the corrected energy recovery coefficient at the current moment to obtain the corrected energy recovery torque at the current moment.

9. The sliding energy recovery control system according to claim 8, wherein, The road surface energy recovery coefficient calculation module includes, A terrain recognition module, the terrain recognition module is used to recognize the terrain of the current vehicle driving road as one of highway, rock, mud, sand, snow and wading through image recognition or vehicle dynamics method; A vehicle speed acquisition module, the vehicle speed acquisition module is used to acquire the vehicle speed of the current vehicle driving; A road surface energy recovery coefficient acquisition module, the road surface energy recovery coefficient acquisition module is used to query the value corresponding to the current terrain and vehicle speed in the pre-stored road surface energy recovery coefficient table as the road surface energy recovery coefficient.

10. A regenerative braking control system for a gliding vehicle as claimed in claim 8, wherein, The vehicle weight energy recovery coefficient calculation module includes, A standard vehicle weight acquisition module, the standard vehicle weight acquisition module is used to take the sum of the vehicle curb weight at vehicle start-up and the weight of a standard driver as the standard vehicle weight; A current vehicle weight acquisition module, the current vehicle weight acquisition module is used to estimate the current vehicle weight according to vehicle dynamics method or vehicle load state; A vehicle weight ratio acquisition module, the vehicle weight ratio acquisition module calculates the ratio of the current vehicle weight to the standard vehicle weight; A vehicle weight energy recovery coefficient acquisition module, the vehicle weight energy recovery coefficient acquisition module is used to query the value corresponding to the ratio of the current vehicle weight to the standard vehicle weight and the vehicle speed in the pre-stored vehicle weight energy recovery coefficient table as the vehicle weight energy recovery coefficient.

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