CN113370792A - Electric vehicle energy recovery grade setting method, storage medium and electronic equipment - Google Patents
Electric vehicle energy recovery grade setting method, storage medium and electronic equipment Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/18—Controlling the braking effect
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract
The application discloses an electric vehicle energy recovery grade setting method, a storage medium and electronic equipment, which are used for acquiring real-time road condition information of a current position; determining real-time driving conditions according to the real-time road condition information; and setting an energy recovery grade according to the real-time driving working condition. This application sets up the energy recuperation grade according to real-time driving operating mode through acquireing real-time driving operating mode in the stroke, has realized the dynamic adjustment of energy recuperation grade, guarantees that the setting of energy recuperation grade accords with the road conditions, and existing improvement driving experience that is favorable to also can improve energy efficiency, saves driving cost.
Description
Technical Field
The application relates to the technical field of electric vehicles, in particular to an electric vehicle energy recovery grade setting method, a storage medium and electronic equipment.
Background
The development and popularization of electric vehicles, the holding amount of electric vehicles is gradually increasing. The driving system is an electrically driven vehicle, a motor used by the electric drive can consume electric energy to drive the vehicle and can also block the driving of the vehicle, when the driving of the vehicle is blocked, the motor can generate electric energy, the kinetic energy of the vehicle can be converted into the electric energy when the running of the vehicle is slowed down, and the larger the proportion of the converted energy is, the larger the resistance for slowing down the running of the vehicle is.
The energy recovery grade of the conventional electric vehicle is set by a driver, the higher the grade is, the larger the conversion ratio is, the larger the resistance is, and the short sliding distance is; conversely, the lower the grade, the smaller the transformation ratio, the smaller the resistance, and the greater the sliding distance. A driver sets according to own driving habits or subjective intentions, and if the driver likes to have large dragging force after loosening the accelerator, the set energy recovery level is high; and if the dragging force is small after the oil door is loosened, the set energy recovery level is low.
However, the current setting method of energy recovery grade is consistent regardless of any road condition, and cannot exert all advantages of conversion of electric energy and kinetic energy. Therefore, it is desirable to provide a method capable of automatically changing the energy recovery level according to the road condition, which is not only beneficial to improving the driving experience, but also capable of improving the energy efficiency and saving the driving cost.
Disclosure of Invention
The application aims to overcome the defects of the prior art and provide an electric vehicle energy recovery grade setting method, a storage medium and electronic equipment capable of automatically changing the energy recovery grade according to road conditions.
The technical scheme of the application provides an electric vehicle energy recovery grade setting method, which comprises the following steps:
acquiring real-time road condition information of a current position;
determining real-time driving conditions according to the real-time road condition information;
and setting an energy recovery grade according to the real-time driving working condition.
Further, the real-time driving working conditions comprise a high-frequency speed change working condition, a medium-frequency speed change working condition and a low-frequency speed change working condition;
the method comprises the following steps of setting an automobile energy recovery grade according to the real-time driving working condition, and specifically comprising the following steps:
if the real-time driving working condition is a high-frequency speed change working condition, setting the energy recovery grade as a first energy recovery grade;
if the real-time driving working condition is an intermediate frequency speed change working condition, setting the energy recovery grade as a second energy recovery grade, wherein the second energy recovery grade is lower than the first energy recovery grade;
and if the real-time driving working condition is a low-frequency speed change working condition, setting the energy recovery grade as a third energy recovery grade, wherein the third energy recovery grade is lower than the second energy recovery grade.
Further, the road condition information comprises a road type, a road smoothness condition and a traffic light distribution condition;
the determining of the real-time driving condition according to the real-time road condition information specifically includes:
determining a driving condition division standard according to the road type;
and determining real-time driving conditions according to the driving condition division standard and the road smoothness condition and the traffic light distribution condition.
Further, when the road type is a highway, according to the driving condition division standard, the real-time driving condition is determined according to the road smoothness condition and the traffic light distribution condition, and the method specifically comprises the following steps:
if the feasible maximum speed of the current road is in the high-speed first speed interval, determining that the current road is in a high-frequency speed change working condition;
if the maximum feasible speed of the current road is in a high-speed second vehicle speed interval, determining that the current road is in a medium-frequency speed change working condition, wherein the high-speed second vehicle speed interval is larger than the high-speed first vehicle speed interval;
and if the feasible maximum speed of the current road is within a high-speed third speed interval, determining that the current road is in a low-frequency speed change working condition, wherein the high-speed third speed interval is larger than the high-speed second vehicle speed interval.
Further, when the road type is a suburban road, according to the driving condition division standard, determining a real-time driving condition according to the road smoothness condition and the traffic light distribution condition, specifically including:
if the feasible maximum speed of the current road is in a suburb first speed interval or the density of the traffic lights is in a suburb first density interval, determining that the current road is in a high-frequency speed change working condition;
if the feasible maximum speed of the current road is in a suburb second vehicle speed interval or the density of the traffic lights is in a suburb second density interval, determining that the current road is in the medium-frequency speed change working condition, wherein the suburb second vehicle speed interval is greater than the suburb first vehicle speed interval, and the suburb second density interval is smaller than the suburb first density interval;
and if the feasible maximum speed of the current road is in a suburban third speed interval or the traffic light density is in a suburban third density interval, determining that the current road is under the low-frequency speed change working condition, wherein the suburban third speed interval is greater than the suburban second speed interval, and the suburban third density interval is smaller than the suburban second density interval.
Further, when the road type is a downtown road, according to the driving condition division standard, the real-time driving condition is determined according to the road smoothness condition and the traffic light distribution condition, and the method specifically comprises the following steps:
if the feasible maximum speed of the current road is in a first speed interval of the urban area or the density of the traffic lights is in a first density interval of the urban area, determining that the current road is in a high-frequency speed change working condition;
if the maximum feasible speed of the current road is in a second vehicle speed interval of the urban area or the density of the traffic lights is in a second density interval of the urban area, determining that the current road is in the medium-frequency speed change working condition, wherein the second vehicle speed interval of the urban area is greater than the first vehicle speed interval of the urban area, and the second density interval of the urban area is less than the first density interval of the urban area;
and if the feasible maximum speed of the current road is within a third speed interval of the urban area or the traffic light density is within the third density interval of the urban area, determining that the current road is in the low-frequency speed change working condition, wherein the third speed interval of the urban area is greater than the second speed interval of the urban area, and the third density interval of the urban area is less than the second density interval of the urban area.
Further, acquiring the real-time traffic information of the current location specifically includes:
and acquiring real-time road condition information of the current position at set time intervals.
The technical scheme of the present application further provides a storage medium, wherein the storage medium stores computer instructions, and when the computer executes the computer instructions, the storage medium is used for executing the electric vehicle energy recovery level setting method.
The technical scheme of the application also provides electronic equipment which comprises at least one processor; and the number of the first and second groups,
a memory communicatively coupled to the at least one processor; wherein,
the memory stores instructions executable by the at least one processor to cause the at least one processor to perform:
acquiring real-time road condition information of a current position;
determining real-time driving conditions according to the real-time road condition information;
and setting an energy recovery grade according to the real-time driving working condition.
Further, the real-time driving working conditions comprise a high-frequency speed change working condition, a medium-frequency speed change working condition and a low-frequency speed change working condition;
the method comprises the following steps of setting an automobile energy recovery grade according to the real-time driving working condition, and specifically comprising the following steps:
if the real-time driving working condition is a high-frequency speed change working condition, setting the energy recovery grade as a first energy recovery grade;
if the real-time driving working condition is an intermediate frequency speed change working condition, setting the energy recovery grade as a second energy recovery grade, wherein the second energy recovery grade is higher than the first energy recovery grade;
and if the real-time driving working condition is a low-frequency speed change working condition, setting the energy recovery grade as a third energy recovery grade, wherein the third energy recovery grade is higher than the second energy recovery grade.
After adopting above-mentioned technical scheme, have following beneficial effect:
this application sets up the energy recuperation grade according to real-time driving operating mode through acquireing real-time driving operating mode in the stroke, has realized the dynamic adjustment of energy recuperation grade, guarantees that the setting of energy recuperation grade accords with the road conditions, and existing improvement driving experience that is favorable to also can improve energy efficiency, saves driving cost.
Drawings
The disclosure of the present application will become more readily understood by reference to the drawings. It should be understood that: these drawings are for illustrative purposes only and are not intended to limit the scope of the present application. In the figure:
FIG. 1 is a flow chart of a method for setting an energy recovery rating of an electric vehicle according to an embodiment of the present application;
FIG. 2 is a flow chart of an energy recovery rating setting method for an electric vehicle according to another embodiment of the present application;
fig. 3 is a schematic diagram of a hardware structure of an electronic device in an embodiment of the present application.
Detailed Description
Embodiments of the present application are further described below with reference to the accompanying drawings.
It is easily understood that according to the technical solutions of the present application, those skilled in the art can substitute various structures and implementations without changing the spirit of the present application. Therefore, the following detailed description and the accompanying drawings are merely illustrative of the technical solutions of the present application, and should not be construed as limiting or restricting the technical solutions of the present application in their entirety.
The terms of orientation of up, down, left, right, front, back, top, bottom, and the like referred to or may be referred to in this specification are defined relative to the configuration shown in the drawings, and are relative terms, and thus may be changed correspondingly according to the position and the use state of the device. Therefore, these and other directional terms should not be construed as limiting terms. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
Throughout the description of the present application, it is to be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "coupled" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; the two components can be directly connected or indirectly connected through an intermediate medium, and the two components can be communicated with each other. The foregoing is to be understood as belonging to the specific meanings in the present application as appropriate to the person of ordinary skill in the art.
The method for setting the energy recovery grade of the electric vehicle in the embodiment of the application comprises the following steps:
step S101: acquiring real-time road condition information of a current position;
step S102: determining real-time driving conditions according to the real-time road condition information;
step S103: and setting an energy recovery grade according to the real-time driving working condition.
Specifically, the real-time road condition information of the current position is acquired from the navigation system, and the driving state of the current road vehicle is deduced according to the road type, the traffic light distribution condition and the congestion condition in the navigation system, so that the real-time driving condition is determined. And in the whole process, setting the energy recovery grade according to a preset energy recovery grade setting rule.
The embodiment of the application can dynamically adjust the energy recovery level according to the driving working condition of the current road so as to improve the driving experience and the energy efficiency and save the driving cost.
In one embodiment, the real-time driving working condition comprises a high-frequency speed change working condition, a medium-frequency speed change working condition and a low-frequency speed change working condition;
the method comprises the following steps of setting an automobile energy recovery grade according to the real-time driving working condition, and specifically comprising the following steps:
if the real-time driving working condition is a high-frequency speed change working condition, setting the energy recovery grade as a first energy recovery grade;
if the real-time driving working condition is an intermediate frequency speed change working condition, setting the energy recovery grade as a second energy recovery grade, wherein the second energy recovery grade is lower than the first energy recovery grade;
and if the real-time driving working condition is a low-frequency speed change working condition, setting the energy recovery grade as a third energy recovery grade, wherein the third energy recovery grade is lower than the second energy recovery grade.
The driving conditions are divided according to the speed change frequency, and the speed change frequency in the driving process of the vehicle is deduced according to the current road condition. The higher the speed change frequency is, the lower the energy utilization rate is, and in order to improve the energy utilization rate and the driving stability, a higher energy recovery grade needs to be set. Therefore, the corresponding energy recovery levels of the three driving conditions are gradually reduced from high to low according to the speed change frequency.
The embodiment of the application divides driving conditions according to the variable speed frequency, each driving condition corresponds to one energy recovery grade, and the energy recovery grade can be set quickly.
In one embodiment, the traffic information includes a road type, a road smoothness condition and a traffic light distribution condition;
the determining of the real-time driving condition according to the real-time road condition information specifically includes:
determining a driving condition division standard according to the road type;
and determining real-time driving conditions according to the driving condition division standard and the road smoothness condition and the traffic light distribution condition.
Particularly, the comprehensive factors influencing the driving conditions comprise the vehicle speed and the speed change frequency, and the vehicle speed and the speed change frequency are influenced by the road type, the road smoothness condition, the traffic lights such as traffic lights and the like. The road types comprise expressways, suburban roads and urban roads, and because the allowable vehicle speeds and road conditions of the different types of roads are greatly different, for example, under the condition of the same smoothness, the vehicle speed on the expressways is necessarily greater than the vehicle speed on the suburban roads; and the expressway is not provided with traffic lights, and the suburb roads and the urban roads are different in the density of the traffic lights. Therefore, different driving condition division standards are set for different road types, and driving conditions are determined according to road smoothness and traffic light distribution conditions, so that driving condition division can be performed more scientifically.
In one embodiment, when the road type is an expressway, the method for determining the real-time driving condition according to the road smoothness condition and the traffic light distribution condition according to the driving condition division standard specifically includes:
if the feasible maximum speed of the current road is in the high-speed first speed interval, determining that the current road is in a high-frequency speed change working condition;
if the maximum feasible speed of the current road is in a high-speed second vehicle speed interval, determining that the current road is in a medium-frequency speed change working condition, wherein the high-speed second vehicle speed interval is larger than the high-speed first vehicle speed interval;
and if the feasible maximum speed of the current road is within a high-speed third speed interval, determining that the current road is in a low-frequency speed change working condition, wherein the high-speed third speed interval is larger than the high-speed second vehicle speed interval.
Specifically, no traffic light is arranged in the expressway, so that the driving conditions are divided only according to the road unblocked condition, and the road unblocked condition is specifically embodied as the maximum feasible speed, namely the maximum speed at which the vehicle can run under the current road condition. And dividing the maximum feasible speed into three intervals, and determining that the current road is the corresponding driving working condition if the maximum feasible speed of the current road falls in the corresponding interval. As an example, the high-speed first vehicle speed section is less than or equal to 30km/h, the high-speed second vehicle speed section is 30km/h-60km/h (including 60km/h), and the high-speed third vehicle speed section is greater than 60 km/h.
The method and the device for judging the driving condition of the vehicle can judge the interval through the maximum speed which can be realized, and can divide the driving condition according to the smooth condition of the road.
In one embodiment, when the road type is a suburban road, the determining, according to the driving condition division standard, a real-time driving condition according to the road smoothness condition and the traffic light distribution condition specifically includes:
if the feasible maximum speed of the current road is in a suburb first speed interval or the density of the traffic lights is in a suburb first density interval, determining that the current road is in a high-frequency speed change working condition;
if the feasible maximum speed of the current road is in a suburb second vehicle speed interval or the density of the traffic lights is in a suburb second density interval, determining that the current road is in the medium-frequency speed change working condition, wherein the suburb second vehicle speed interval is greater than the suburb first vehicle speed interval, and the suburb second density interval is smaller than the suburb first density interval;
and if the feasible maximum speed of the current road is in a suburban third speed interval or the traffic light density is in a suburban third density interval, determining that the current road is under the low-frequency speed change working condition, wherein the suburban third speed interval is greater than the suburban second speed interval, and the suburban third density interval is smaller than the suburban second density interval.
Particularly, when the road type is suburb road, based on the road setting, the unobstructed condition of road and traffic light distribution condition all can cause the influence to the driving condition, need follow these two conditions and carry out the driving condition and judge, and wherein arbitrary condition satisfies can confirm for the driving condition that corresponds. And judging the driving working condition, preferentially judging whether the current road is in the high-frequency speed change working condition, and if not, sequentially judging whether the current road is in the medium-frequency speed change working condition or the low-frequency speed change working condition. As an example, the suburban first vehicle speed section is less than or equal to 25km/h, the suburban second vehicle speed section is 25km/h-50km/h (including 50km/h), and the suburban third vehicle speed section is more than 50 km/h; the suburb first density interval is greater than or equal to 1.5/kilometer, the suburb second density interval is 0.4-1.5/kilometer (including 0.4/kilometer), and the suburb third density interval is less than 0.4/kilometer.
The method and the device for judging the urban road traffic conditions have the advantages that the interval judgment is carried out according to the maximum feasible speed and the traffic light density, the high-frequency speed change working condition, the medium-frequency speed change working condition and the low-frequency speed change working condition are sequentially carried out, and the driving working condition division can be carried out on the suburban road according to the road unblocked condition and the traffic light distribution condition.
In one embodiment, when the road type is an urban road, determining a real-time driving condition according to the road smoothness condition and the traffic light distribution condition according to the driving condition division standard specifically includes:
if the feasible maximum speed of the current road is in a first speed interval of the urban area or the density of the traffic lights is in a first density interval of the urban area, determining that the current road is in a high-frequency speed change working condition;
if the maximum feasible speed of the current road is in a second vehicle speed interval of the urban area or the density of the traffic lights is in a second density interval of the urban area, determining that the current road is in the medium-frequency speed change working condition, wherein the second vehicle speed interval of the urban area is greater than the first vehicle speed interval of the urban area, and the second density interval of the urban area is less than the first density interval of the urban area;
and if the feasible maximum speed of the current road is within a third speed interval of the urban area or the traffic light density is within the third density interval of the urban area, determining that the current road is in the low-frequency speed change working condition, wherein the third speed interval of the urban area is greater than the second speed interval of the urban area, and the third density interval of the urban area is less than the second density interval of the urban area.
Specifically, when the road type is an urban road, based on the road setting, the road smoothness condition and the traffic light distribution condition both affect the driving condition, the driving condition needs to be judged from the two conditions, any one of the conditions is satisfied, and the corresponding driving condition can be determined, and the urban vehicle density is high, so that the vehicle speed of the urban road is generally smaller than that of the suburban road, and the vehicle speed interval for judging the driving condition is smaller than that of the suburban road.
And judging the driving working condition, preferentially judging whether the current road is in the electric high-frequency speed change working condition, and if not, sequentially judging whether the current road is in the intermediate-frequency speed change working condition or the low-frequency speed change working condition. As an example, a first urban vehicle speed interval is less than or equal to 15km/h, a second urban vehicle speed interval is 15km/h-45km/h (including 45km/h), and a third urban vehicle speed interval is greater than 45 km/h; the first density interval is greater than or equal to 1.5/km, the second density interval is 0.5-1.5/km (including 0.5/km), and the third density interval is less than 0.5/km.
The method and the device for judging the urban road traffic conditions have the advantages that the interval judgment is carried out according to the maximum feasible speed and the traffic light density, the high-frequency speed change working condition, the medium-frequency speed change working condition and the low-frequency speed change working condition are sequentially carried out, and the urban road traffic conditions can be divided according to the road smoothness condition and the traffic light distribution condition.
Further, acquiring the real-time traffic information of the current location specifically includes:
and acquiring real-time road condition information of the current position at set time intervals.
According to the embodiment of the application, the real-time road condition information of the current position is acquired at set time intervals, the set time intervals are set to be more than 5 minutes at least, unnecessary energy consumption caused by frequent sampling is avoided, and meanwhile, the set time intervals of two adjacent energy recovery levels are more than the preset time intervals, so that frequent adjustment of the energy recovery levels is avoided.
Fig. 2 shows a flowchart of an energy recovery level setting method for an electric vehicle in a preferred embodiment of the present application, which specifically includes:
step S201: acquiring real-time road condition information of the current position every set time period;
step S202: judging the road type of the current position, if the road type is an expressway, executing the step S203, if the road type is a suburban road, executing the step S206, and if the road type is a downtown road, executing the step S209;
step S203: if the maximum feasible speed of the current road is within the high-speed first speed interval, determining that the current road is in a high-frequency speed change working condition, and setting the energy recovery grade as a first energy recovery grade;
step S204: if the maximum feasible speed of the current road is in a high-speed second vehicle speed interval, determining that the current road is in a medium-frequency speed change working condition, and setting the energy recovery level as a second energy recovery level, wherein the high-speed second vehicle speed interval is larger than the high-speed first vehicle speed interval;
step S205: if the feasible maximum speed of the current road is within a high-speed third speed interval, determining that the current road is in a low-frequency speed change working condition, and setting the energy recovery level as a third energy recovery level, wherein the high-speed third speed interval is greater than the high-speed second vehicle speed interval;
step S206: if the feasible maximum speed of the current road is in a suburb first speed interval or the density of traffic lights is in a suburb first density interval, determining that the current road is in a high-frequency speed change working condition, and setting the energy recovery grade as a first energy recovery grade;
step S207: if the maximum feasible speed of the current road is in a suburb second vehicle speed interval or the density of the traffic lights is in a suburb second density interval, determining that the current road is in the medium-frequency speed change working condition, and setting the energy recovery level as a second energy recovery level, wherein the suburb second vehicle speed interval is greater than the suburb first vehicle speed interval, and the suburb second density interval is less than the suburb first density interval;
step S208: if the feasible maximum speed of the current road is in a suburban third speed interval or the traffic light density is in a suburban third density interval, determining that the current road is under a low-frequency speed change working condition, and setting the energy recovery level as a third energy recovery level, wherein the suburban third speed interval is greater than the suburban second speed interval, and the suburban third density interval is less than the suburban second density interval;
step S209: if the maximum feasible speed of the current road is within a first speed interval of the urban area or the density of the traffic lights is within a first density interval of the urban area, determining that the current road is in a high-frequency speed change working condition, and setting the energy recovery grade as a first energy recovery grade;
step S210: if the maximum feasible speed of the current road is in a second vehicle speed interval of the urban area or the density of the traffic lights is in a second density interval of the urban area, determining that the current road is in the medium-frequency speed change working condition, and setting the energy recovery grade as a second energy recovery grade, wherein the second vehicle speed interval of the urban area is greater than the first vehicle speed interval of the urban area, and the second density interval of the urban area is less than the first density interval of the urban area;
step S211: if the maximum feasible speed of the current road is within a third speed interval of the urban area or the density of the traffic lights is within the third density interval of the urban area, determining that the current road is in a low-frequency speed change working condition, setting the energy recovery level as a third energy recovery level, wherein the third speed interval of the urban area is greater than the second speed interval of the urban area, and the third density interval of the urban area is less than the second density interval of the urban area.
The technical scheme of the present application further provides a storage medium, where the storage medium stores computer instructions, and when the computer executes the computer instructions, the storage medium is used to execute the method for setting the energy recovery level of the electric vehicle in any of the foregoing embodiments.
Fig. 3 shows an electronic device of the present application, comprising:
at least one processor 301; and the number of the first and second groups,
a memory 302 communicatively coupled to the at least one processor 301; wherein,
the memory 302 stores instructions executable by the at least one processor 301, the instructions being executable by the at least one processor 301 to enable the at least one processor 301 to perform all the steps of the method for setting an energy recovery level of an electric vehicle in any of the above-described method embodiments.
The Electronic device is preferably an on-vehicle Electronic Control Unit (ECU), and further, a Microcontroller Unit (MCU) in the on-vehicle Electronic Control Unit.
In fig. 3, a processor 302 is taken as an example:
the electronic device may further include: an input device 303 and an output device 304.
The processor 301, the memory 302, the input device 303 and the display device 304 may be connected by a bus or other means, and are illustrated as being connected by a bus.
The memory 302, which is a non-volatile computer-readable storage medium, may be used to store non-volatile software programs, non-volatile computer-executable programs, and modules, such as program instructions/modules corresponding to the method for setting an energy recovery level of an electric vehicle in the embodiment of the present application, for example, the method flow shown in fig. 1 or 2. The processor 301 executes various functional applications and data processing by running the nonvolatile software programs, instructions, and modules stored in the memory 302, that is, implements the electric vehicle energy recovery level setting method in the above-described embodiment.
The memory 302 may include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program required for at least one function; the storage data area may store data created according to the use of the electric vehicle energy recovery level setting method, and the like. Further, the memory 302 may include high speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, flash memory device, or other non-volatile solid state storage device. In some embodiments, the memory 302 optionally includes memory remotely located from the processor 301, and these remote memories may be connected over a network to a device that performs the electric vehicle energy recovery level setting method. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
The input device 303 may receive an input of a user click and generate signal inputs related to user setting of an energy recovery level setting method of the electric vehicle and function control. The display device 304 may include a display screen or the like.
The electric vehicle energy recovery level setting method of any of the above method embodiments is performed when the one or more modules are stored in the memory 302 and executed by the one or more processors 301.
What has been described above is merely the principles and preferred embodiments of the present application. It should be noted that, for those skilled in the art, the embodiments obtained by appropriately combining the technical solutions respectively disclosed in the different embodiments are also included in the technical scope of the present invention, and several other modifications may be made on the basis of the principle of the present application and should be regarded as the protective scope of the present application.
Claims (10)
1. An energy recovery grade setting method for an electric vehicle is characterized by comprising the following steps:
acquiring real-time road condition information of a current position;
determining real-time driving conditions according to the real-time road condition information;
and setting an energy recovery grade according to the real-time driving working condition.
2. The method for setting the energy recovery grade of the electric vehicle according to claim 1, wherein the real-time driving working condition comprises a high-frequency speed change working condition, a medium-frequency speed change working condition and a low-frequency speed change working condition;
the method comprises the following steps of setting an automobile energy recovery grade according to the real-time driving working condition, and specifically comprising the following steps:
if the real-time driving working condition is a high-frequency speed change working condition, setting the energy recovery grade as a first energy recovery grade;
if the real-time driving working condition is an intermediate frequency speed change working condition, setting the energy recovery grade as a second energy recovery grade, wherein the second energy recovery grade is lower than the first energy recovery grade;
and if the real-time driving working condition is a low-frequency speed change working condition, setting the energy recovery grade as a third energy recovery grade, wherein the third energy recovery grade is lower than the second energy recovery grade.
3. The electric vehicle energy recovery grade setting method according to claim 2, wherein the road condition information includes a road type, a road smoothness condition and a traffic light distribution condition;
the determining of the real-time driving condition according to the real-time road condition information specifically includes:
determining a driving condition division standard according to the road type;
and determining real-time driving conditions according to the driving condition division standard and the road smoothness condition and the traffic light distribution condition.
4. The method for setting the energy recovery grade of the electric vehicle according to claim 3, wherein when the road type is an expressway, the real-time driving condition is determined according to the road smoothness condition and the traffic light distribution condition according to the driving condition division standard, and specifically comprises:
if the feasible maximum speed of the current road is in the high-speed first speed interval, determining that the current road is in a high-frequency speed change working condition;
if the maximum feasible speed of the current road is in a high-speed second vehicle speed interval, determining that the current road is in a medium-frequency speed change working condition, wherein the high-speed second vehicle speed interval is larger than the high-speed first vehicle speed interval;
and if the feasible maximum speed of the current road is within a high-speed third speed interval, determining that the current road is in a low-frequency speed change working condition, wherein the high-speed third speed interval is larger than the high-speed second vehicle speed interval.
5. The method for setting the energy recovery grade of the electric vehicle according to claim 3, wherein when the road type is a suburban road, the real-time driving condition is determined according to the standard for dividing the driving condition and the road smoothness and the traffic light distribution condition, and specifically comprises:
if the feasible maximum speed of the current road is in a suburb first speed interval or the density of the traffic lights is in a suburb first density interval, determining that the current road is in a high-frequency speed change working condition;
if the feasible maximum speed of the current road is in a suburb second vehicle speed interval or the density of the traffic lights is in a suburb second density interval, determining that the current road is in the medium-frequency speed change working condition, wherein the suburb second vehicle speed interval is greater than the suburb first vehicle speed interval, and the suburb second density interval is smaller than the suburb first density interval;
and if the feasible maximum speed of the current road is in a suburban third speed interval or the traffic light density is in a suburban third density interval, determining that the current road is under the low-frequency speed change working condition, wherein the suburban third speed interval is greater than the suburban second speed interval, and the suburban third density interval is smaller than the suburban second density interval.
6. The method for setting the energy recovery grade of the electric vehicle according to claim 3, wherein when the road type is an urban road, the real-time driving condition is determined according to the road smoothness condition and the traffic light distribution condition according to the driving condition division standard, and specifically comprises:
if the feasible maximum speed of the current road is in a first speed interval of the urban area or the density of the traffic lights is in a first density interval of the urban area, determining that the current road is in a high-frequency speed change working condition;
if the maximum feasible speed of the current road is in a second vehicle speed interval of the urban area or the density of the traffic lights is in a second density interval of the urban area, determining that the current road is in the medium-frequency speed change working condition, wherein the second vehicle speed interval of the urban area is greater than the first vehicle speed interval of the urban area, and the second density interval of the urban area is less than the first density interval of the urban area;
and if the feasible maximum speed of the current road is within a third speed interval of the urban area or the traffic light density is within the third density interval of the urban area, determining that the current road is in the low-frequency speed change working condition, wherein the third speed interval of the urban area is greater than the second speed interval of the urban area, and the third density interval of the urban area is less than the second density interval of the urban area.
7. The method for setting the energy recovery level of the electric vehicle according to any one of claims 1 to 6, wherein the step of obtaining the real-time traffic information of the current location specifically comprises:
and acquiring real-time road condition information of the current position at set time intervals.
8. A storage medium storing computer instructions for performing the method of setting an energy recovery level of an electric vehicle according to any one of claims 1 to 7 when the computer instructions are executed by a computer.
9. An electronic device comprising at least one processor; and the number of the first and second groups,
a memory communicatively coupled to the at least one processor; wherein,
the memory stores instructions executable by the at least one processor to cause the at least one processor to perform:
acquiring real-time road condition information of a current position;
determining real-time driving conditions according to the real-time road condition information;
and setting an energy recovery grade according to the real-time driving working condition.
10. The electronic device of claim 9, wherein the real-time driving conditions include a high-frequency speed change condition, a medium-frequency speed change condition, and a low-frequency speed change condition;
the method comprises the following steps of setting an automobile energy recovery grade according to the real-time driving working condition, and specifically comprising the following steps:
if the real-time driving working condition is a high-frequency speed change working condition, setting the energy recovery grade as a first energy recovery grade;
if the real-time driving working condition is an intermediate frequency speed change working condition, setting the energy recovery grade as a second energy recovery grade, wherein the second energy recovery grade is higher than the first energy recovery grade;
and if the real-time driving working condition is a low-frequency speed change working condition, setting the energy recovery grade as a third energy recovery grade, wherein the third energy recovery grade is higher than the second energy recovery grade.
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