CN113511081B - Control method and device for self-adaptive energy recovery of electric automobile - Google Patents
Control method and device for self-adaptive energy recovery of electric automobile Download PDFInfo
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- CN113511081B CN113511081B CN202110620602.7A CN202110620602A CN113511081B CN 113511081 B CN113511081 B CN 113511081B CN 202110620602 A CN202110620602 A CN 202110620602A CN 113511081 B CN113511081 B CN 113511081B
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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
- 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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a control method and a device for self-adaptive energy recovery of an electric automobile, which relate to the technical field of electric automobile driving, and can automatically adjust required braking torque according to actual road and traffic conditions when the electric automobile is driven in a free-running state of releasing an accelerator and not stepping on a brake, wherein the main technical scheme of the invention is as follows: under the free-running state that the current vehicle is driven to release the brake pedal and does not step on the accelerator pedal, acquiring a target vehicle with the minimum relative distance from the current vehicle within a preset range from the current vehicle; according to the preset running safety distance between the current vehicle and the target vehicle, calculating the target deceleration corresponding to the current vehicle; calculating the actual deceleration corresponding to the current vehicle; determining a target braking torque corresponding to the current vehicle according to the target deceleration and the actual deceleration; the target braking torque is sent to the motor controller for controlling driving of the current vehicle in accordance with the target braking torque.
Description
Technical Field
The invention relates to the technical field of electric automobile driving, in particular to a control method and a device for self-adaptive energy recovery of an electric automobile.
Background
With the continuous innovative development of technology, electric automobiles are increasingly popular due to the superiority of the drivability of the electric automobiles. In the driving process of electric vehicles, energy recovery is an important part, and because the electric vehicles are driven by motors, the electric vehicles can charge power batteries in the braking or sliding process, so that most of the electric vehicles currently have the energy recovery function so as to increase the driving range of the electric vehicles.
At present, in a state of driving an electric automobile to travel based on energy recovery, a driving safety distance still needs to be considered, however, the driver is required to frequently switch back and forth between stepping on an accelerator pedal and stepping on a brake pedal in an actual driving process so as to achieve the purpose of adjusting required brake torque according to an actual road and traffic conditions, and the frequent operation is caused to aggravate driving fatigue.
Disclosure of Invention
In view of the above, the present invention provides a control method and device for adaptive energy recovery of an electric vehicle, which mainly aims to automatically adjust a required braking torque according to actual road and traffic conditions when the electric vehicle is driven in a free-running state in which the accelerator is released and the brake is not stepped, thereby reducing driving fatigue and balancing driving safety and comfort of the electric vehicle.
In order to achieve the above purpose, the present application mainly provides the following technical solutions:
the first aspect of the application provides a control method for self-adaptive energy recovery of an electric automobile, which comprises the following steps:
under the free-running state that the current vehicle is driven to release a brake pedal and does not step on an accelerator pedal, acquiring a target vehicle with the minimum relative distance from the current vehicle within a preset range from the current vehicle;
calculating a target deceleration corresponding to the current vehicle according to the preset running safety distance between the current vehicle and the target vehicle;
calculating the actual deceleration corresponding to the current vehicle;
determining a target braking torque corresponding to the current vehicle according to the target deceleration and the actual deceleration;
the target braking torque is sent to a motor controller for controlling driving of the current vehicle according to the target braking torque.
In some modified embodiments of the first aspect of the present application, the determining, according to the target deceleration and the actual deceleration, a target braking torque corresponding to the current vehicle includes:
acquiring a target preset braking torque corresponding to the target deceleration by inquiring a preset braking torque data table, wherein the preset braking torque data table stores a mapping relation between the vehicle deceleration and the required preset braking torque in advance;
Calculating a correction torque corresponding to a difference value between the actual deceleration and the target deceleration by using a proportional-integral-derivative closed-loop control algorithm;
and according to the target preset braking torque and the correction torque, obtaining the target braking torque required by the current vehicle.
In some modified embodiments of the first aspect of the present application, after the calculating the target deceleration corresponding to the current vehicle, the method further includes:
and correcting the target deceleration by using preset deceleration upper and lower limit values and gradient change processing.
In some modified embodiments of the first aspect of the present application, the obtaining, within a preset range from the current vehicle, the target vehicle with the smallest relative distance from the current vehicle includes:
detecting the vehicle distance information corresponding to at least one running vehicle in a preset range from the current vehicle, wherein the vehicle distance information at least comprises the transverse distance between the running vehicle and the central line of the current vehicle and the longitudinal distance between the running vehicle and the head of the current vehicle;
judging whether the transverse distance between the running vehicle and the central line of the current vehicle does not exceed a preset threshold value;
If yes, taking the traveling vehicle corresponding to the transverse distance which does not exceed the preset threshold value as the traveling vehicle to be screened;
and screening the to-be-screened traveling vehicle corresponding to the minimum longitudinal distance from the to-be-screened traveling vehicles corresponding to the longitudinal distance, and taking the to-be-screened traveling vehicle as the target vehicle with the minimum relative distance between the to-be-screened traveling vehicle and the current vehicle.
In some modified embodiments of the first aspect of the present application, the calculating, according to the preset running safety distance between the current vehicle and the target vehicle, the target deceleration corresponding to the current vehicle includes:
selecting two adjacent moments;
respectively measuring the relative distance between the current vehicle and the target vehicle at the two adjacent moments;
calculating the relative speed between the target vehicle and the current vehicle by using the difference of the relative distances corresponding to the adjacent two moments and the time difference between the adjacent two moments;
at the current moment, acquiring the current relative distance corresponding to the current vehicle and the target vehicle and the actual speed of the current vehicle;
and calculating the target deceleration corresponding to the current vehicle according to a preset first formula according to the current relative distance, the actual speed of the current vehicle, the relative speed and a preset driving safety distance.
In some modified embodiments of the first aspect of the present application, the calculating the actual deceleration corresponding to the current vehicle includes:
selecting two adjacent moments;
respectively measuring the actual speed of the current vehicle at the two adjacent moments;
and calculating the actual deceleration corresponding to the current vehicle according to a preset second formula according to the two adjacent moments and the actual speed of the current vehicle corresponding to the two adjacent moments respectively.
In some modified embodiments of the first aspect of the present application, the sending the target braking torque to the motor controller includes:
and smoothing the target braking torque and then sending the smoothed target braking torque to a motor controller.
A second aspect of the present application provides a control device for adaptive energy recovery of an electric vehicle, the device comprising:
an acquisition unit configured to acquire a target vehicle having a smallest relative distance from a current vehicle within a preset range from the current vehicle in a free-running state in which the current vehicle is driven while a brake pedal is released and an accelerator pedal is not depressed;
a first calculating unit, configured to calculate a target deceleration corresponding to the current vehicle according to a preset running safety distance between the current vehicle and the target vehicle acquired by the acquiring unit;
A second calculation unit for calculating an actual deceleration corresponding to the current vehicle;
a determining unit, configured to determine a target braking torque corresponding to the current vehicle according to the target deceleration calculated by the first calculating unit and the actual deceleration calculated by the second calculating unit;
and a transmitting unit configured to transmit the target braking torque determined by the determining unit to a motor controller for controlling driving of the current vehicle according to the target braking torque.
In some variant embodiments of the second aspect of the present application, the determining unit includes:
the acquisition module is used for acquiring a target preset braking torque corresponding to the target deceleration by inquiring a preset braking torque data table, wherein the preset braking torque data table stores a mapping relation between the vehicle deceleration and the required preset braking torque in advance;
the calculation module is used for calculating the correction torque corresponding to the difference between the actual deceleration and the target deceleration by utilizing a proportional-integral-derivative closed-loop control algorithm;
and the processing module is used for obtaining the target braking torque required by the current vehicle according to the target preset braking torque obtained by the obtaining module and the correction torque superposition processing calculated by the calculating module.
In some variant embodiments of the second aspect of the present application, the apparatus further comprises:
and the processing unit is used for correcting the target deceleration by utilizing preset deceleration upper and lower limit values and gradient change processing after the target deceleration corresponding to the current vehicle is calculated.
In some modified embodiments of the second aspect of the present application, the obtaining unit includes:
the detection module is used for detecting the vehicle distance information corresponding to at least one running vehicle in a preset range from the current vehicle, wherein the vehicle distance information at least comprises the transverse distance between the running vehicle and the central line of the current vehicle and the longitudinal distance between the running vehicle and the head of the current vehicle;
the judging module is used for judging whether the transverse distance between the running vehicle detected by the detecting module and the central line of the current vehicle does not exceed a preset threshold value;
the determining module is used for taking the running vehicle corresponding to the transverse distance which does not exceed the preset threshold value as the running vehicle to be screened when the judging module judges that the transverse distance between the running vehicle and the central line of the current vehicle is not more than the preset threshold value;
And the screening module is used for screening the vehicle to be screened corresponding to the minimum longitudinal distance from the vehicles to be screened corresponding to the longitudinal distance, and taking the vehicle to be screened corresponding to the minimum longitudinal distance as the target vehicle with the minimum relative distance with the current vehicle.
In some variant embodiments of the second aspect of the present application, the first computing unit includes:
the selecting module is used for selecting two adjacent moments;
the measuring module is used for respectively measuring the relative distance between the current vehicle and the target vehicle at the adjacent two moments selected by the selecting module;
the calculating module is used for calculating the relative speed between the target vehicle and the current vehicle by utilizing the difference of the relative distances corresponding to the adjacent two moments and the time difference between the adjacent two moments;
the acquisition module is used for acquiring the current relative distance between the current vehicle and the target vehicle and the actual speed of the current vehicle at the current moment;
the calculation module is further configured to calculate, according to a preset first formula, a target deceleration corresponding to the current vehicle according to the current relative distance, an actual vehicle speed of the current vehicle, the relative speed, and a preset driving safety distance.
In some variant embodiments of the second aspect of the present application, the second computing unit further comprises:
the selecting module is used for selecting two adjacent moments;
the measuring module is used for respectively measuring the actual speed of the current vehicle at the two adjacent moments;
and the calculation module is used for calculating the actual deceleration corresponding to the current vehicle according to a preset second formula according to the two adjacent moments and the actual speed of the current vehicle corresponding to the two adjacent moments respectively.
In some modified embodiments of the second aspect of the present application, the sending unit is further specifically configured to send the target braking torque to the motor controller after performing smoothing filtering processing.
A third aspect of the present application provides a storage medium, the storage medium including a stored program, wherein the program, when executed, controls a device in which the storage medium is located to perform a control method for adaptive energy recovery of an electric vehicle as described above.
A fourth aspect of the application provides an electronic device comprising at least one processor, at least one memory connected to the processor, a bus;
the processor and the memory complete communication with each other through the bus;
The processor is used for calling the program instructions in the memory to execute the control method for the self-adaptive energy recovery of the electric automobile.
By means of the technical scheme, the technical scheme provided by the invention has at least the following advantages:
the invention provides a control method and a device for self-adaptive energy recovery of an electric automobile, which are characterized in that a target vehicle with the minimum relative distance with the current vehicle is obtained when the current vehicle is driven in a free sliding state of releasing a brake pedal and not stepping on an accelerator pedal, the current vehicle is taken as the own vehicle, the target vehicle is the vehicle which needs to keep a safe vehicle distance in the driving process of the own vehicle in intersecting way, then the target deceleration which is needed by the current vehicle is calculated according to the preset driving safety distance, and the actual deceleration which is needed by the current vehicle is calculated at the same time. Compared with the prior art, the invention solves the technical problem of increasing driving fatigue caused by frequent switching between stepping on the accelerator pedal and stepping on the brake pedal in the actual driving process of a driver, can automatically adjust the required brake torque according to the actual road and traffic conditions, reduces the driving fatigue, and balances the driving safety and comfort of the electric automobile.
The foregoing description is only an overview of the present invention, and is intended to be implemented in accordance with the teachings of the present invention in order that the same may be more clearly understood and to make the same and other objects, features and advantages of the present invention more readily apparent.
Drawings
Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The drawings are only for purposes of illustrating the preferred embodiments and are not to be construed as limiting the invention. Also, like reference numerals are used to designate like parts throughout the figures. In the drawings:
fig. 1 is a flowchart of a control method for self-adaptive energy recovery of an electric vehicle according to an embodiment of the present invention;
fig. 2 is a flowchart of another control method for adaptive energy recovery of an electric vehicle according to an embodiment of the present invention;
FIG. 3 is a schematic view of the lateral distance from the centerline of a current vehicle and the longitudinal distance from the head of the current vehicle for other traveling vehicles as exemplified by an embodiment of the present invention;
fig. 4 is a block diagram of a control device for adaptive energy recovery of an electric vehicle according to an embodiment of the present invention;
Fig. 5 is a block diagram of another control device for adaptive energy recovery of an electric vehicle according to an embodiment of the present invention;
fig. 6 is an electronic device for controlling adaptive energy recovery of an electric vehicle according to an embodiment of the present invention.
Detailed Description
Exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present invention are shown in the drawings, it should be understood that the present invention may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.
The embodiment of the invention provides a control method for self-adaptive energy recovery of an electric automobile, as shown in fig. 1, the method can automatically adjust required braking torque when a driving current automobile is in a free-running state of releasing a brake pedal and not stepping on an accelerator pedal, and the driving electric automobile can ensure that a safe driving distance is kept between the driving current automobile and a front automobile in the driving process, and the embodiment of the invention provides the following specific steps:
101. and under the free-running state that the current vehicle is driven to release the brake pedal and does not step on the accelerator pedal, acquiring the target vehicle with the minimum relative distance from the current vehicle within a preset range from the current vehicle.
In the embodiment of the invention, the application scene of driving the current vehicle in a free-running state in which the brake pedal is released and the accelerator pedal is not stepped is limited, and in the case of an electric vehicle, the electric vehicle is driven to continue running even though the driving is in a brake pedal releasing and accelerator pedal not stepping operation, and the safety vehicle distance between the electric vehicle and other surrounding vehicles is required to be kept in a running road based on energy recovery so as to ensure running safety.
For the embodiment of the invention, regarding the current electric vehicle, other vehicles around the preset range are mainly focused, and the target vehicle with the smallest relative distance with the current vehicle is further screened out from the target vehicle, wherein the relative distance is the longitudinal distance between the current vehicle and the target vehicle.
102. And calculating the target deceleration corresponding to the current vehicle according to the preset running safety distance between the current vehicle and the target vehicle.
The preset driving safety distance is the minimum safety distance between the front and rear vehicles preset for driving safety, and if the preset driving safety distance is smaller than the minimum safety distance, a driver can not reach the actual road surface or the traffic environment to respond to the control operation vehicle to avoid danger.
In the embodiment of the invention, the current vehicle is the own vehicle, and the target vehicle is the running target obstacle with the nearest front and rear vehicles of the own vehicle relatively, and the embodiment of the invention integrates the running current vehicle, the running target vehicle and the preset running safety distance of the front and rear vehicles, and the three factors are used for calculating the target deceleration required by the current vehicle.
It should be noted that, the present vehicle and the target vehicle are both in a vehicle speed changing state, and the embodiment of the present invention combines two factors of changing states and a constant factor of a preset driving safety distance with a fixed value to calculate the target deceleration that should be required by the present vehicle in real time.
103. And calculating the actual deceleration corresponding to the current vehicle.
In the embodiment of the invention, the step is to integrate the two factors that the current vehicle and the target vehicle are in the vehicle speed change state to calculate the actual deceleration corresponding to the current vehicle in real time.
104. And determining the target braking torque corresponding to the current vehicle according to the target deceleration and the actual deceleration.
In the embodiment of the present invention, step 102 and step 103 are integrated, and for a current moment, the embodiment of the present invention can obtain a target deceleration and a current actual deceleration corresponding to the current vehicle, and since the target deceleration is calculated according to an empirical value, then step 104 is equivalent to integrating the required target deceleration and the current actual deceleration to measure the actual required deceleration of the final current vehicle, and further obtain the required target braking torque, so that a safe driving distance between the current vehicle and the target vehicle (i.e. front and rear vehicles) is maintained at all times during the driving process of the current vehicle.
105. The target braking torque is sent to the motor controller for controlling driving of the current vehicle in accordance with the target braking torque.
In the embodiment of the invention, after the target braking torque corresponding to the current vehicle is obtained in real time, the target braking torque is timely transmitted to the motor controller, and the motor controller mainly drives the electric vehicle to decelerate and accelerate according to different braking torques. For the embodiment of the invention, the electric automobile is driven according to the target braking torque to keep the front and rear running safety distance, and the target braking torque is determined in real time according to the target deceleration and the actual deceleration in the step 104, and then the required target braking torque is determined in real time along with the change of the target deceleration and the actual deceleration, so that the embodiment of the invention realizes the automatic adjustment of the required braking torque along with the change of the actual road and traffic conditions to drive the electric automobile.
The embodiment of the invention provides a control method for self-adaptive energy recovery of an electric automobile, which is characterized in that a target vehicle with the minimum relative distance with the current vehicle is obtained when the current vehicle is driven in a free sliding state of releasing a brake pedal and not stepping on an accelerator pedal, the current vehicle is taken as the own vehicle, the target vehicle is the vehicle needing to keep a safe vehicle distance most in the driving process of the own vehicle in intersecting, then the target deceleration required by the current vehicle is calculated according to the preset driving safety distance, and the actual deceleration corresponding to the current vehicle is calculated at the same time. Compared with the prior art, the method and the device solve the technical problem of increasing driving fatigue caused by frequent switching between stepping on the accelerator pedal and stepping on the brake pedal in the actual driving process of a driver, and the embodiment of the invention can automatically adjust the required brake torque according to the actual road and traffic conditions, thereby reducing the driving fatigue and balancing the driving safety and the comfort of the electric automobile.
In order to make a more detailed description of the above embodiments, the embodiment of the present invention further provides another control method for adaptive energy recovery of an electric vehicle, as shown in fig. 2, which is a further detailed statement and a supplementary statement of the above embodiment, and the following specific steps are provided for this embodiment of the present invention:
201. and under the free-running state that the current vehicle is driven to release the brake pedal and does not step on the accelerator pedal, acquiring the target vehicle with the minimum relative distance from the current vehicle within a preset range from the current vehicle.
The main purpose of this step in the embodiment of the present invention is to obtain the target obstacle closest to the current vehicle, and the specific implementation steps for obtaining the target obstacle may include the following steps:
the first step, detecting the vehicle distance information corresponding to at least one running vehicle in a preset range from the current vehicle, wherein the vehicle distance information at least comprises the transverse distance between the running vehicle and the central line of the current vehicle and the longitudinal distance between the running vehicle and the head of the current vehicle.
In the embodiment of the invention, the detection of all the obstacles around the current vehicle, specifically, the obstacles around other running vehicles around the current vehicle, can be realized by using an advanced driving assistance system (Advanced Driver Assistance System, ADAS), for example, millimeter wave radar sent by the ADAS system is received in real time, and the ADAS system is used for mainly detecting the lateral distance between the other running vehicles and the central line of the current vehicle and the longitudinal distance between the other running vehicles and the head of the current vehicle.
Such as the lateral distance from the current vehicle center line, the longitudinal distance from the current vehicle head, for other traveling vehicles shown in fig. 3, where a rectangle is shown in fig. 3 for the current vehicle, and a circle is shown for the other traveling vehicles.
In order to efficiently screen out the target vehicles closest to the current vehicle from other running vehicles, the method mainly adopts a mode of comparing the transverse distances and then comparing the longitudinal distances preferentially to screen out the target vehicles, for example, if the transverse distances between the other vehicles and the central line of the current vehicle are far, the longitudinal distances of the other vehicles and the central line of the current vehicle are not required to be compared, so that the number of vehicles to be compared and the comparison times are reduced.
Accordingly, in the embodiment of the invention, whether the lateral distance between other running vehicles and the central line of the current vehicle does not exceed the preset threshold value is preferentially judged, and then the screening operation of lateral distance comparison is realized by utilizing the preset threshold value.
And if the transverse distance between the other running vehicles and the central line of the current vehicle is not more than a preset threshold value, the corresponding other running vehicles are used as the running vehicles to be screened.
And thirdly, screening the smallest longitudinal distance from the longitudinal distances corresponding to the vehicles to be screened, and taking the vehicle to be screened corresponding to the smallest longitudinal distance as the target vehicle with the smallest relative distance with the current vehicle.
202. And calculating the target deceleration corresponding to the current vehicle according to the preset running safety distance between the current vehicle and the target vehicle.
In the embodiment of the invention, the target deceleration is: in the current vehicle driving process, if the relative distance is ensured to be always larger than the preset driving safety distance, the required deceleration needs to be met. The step refinement statement may include the following:
the first step, selecting two adjacent moments. At two adjacent moments, the relative distance between the current vehicle and the target vehicle, which refers to the longitudinal distance between the target vehicle and the current vehicle head, is measured respectively.
The second step of calculating the relative speed between the target vehicle and the current vehicle using the difference between the relative distances corresponding to the adjacent two times and the time difference between the adjacent two times, specifically, the following formula (1) may be adopted:
the relative distance at time t1 is s1, the relative distance at time t2 is s2, and Δv is the relative speed, and then the relative distance variation Δs=s2-s 1 of the vehicles (i.e. between the target vehicle and the current vehicle) before and after the current time is detected in real time.
And thirdly, acquiring the current relative distance corresponding to the current vehicle and the target vehicle and the actual speed of the current vehicle at the current moment. And calculating the target deceleration corresponding to the current vehicle according to a preset first formula according to the current relative distance, the actual speed and the relative speed of the current vehicle and the preset driving safety distance. The preset first formula may be the following formula (2):
Wherein the target deceleration a, the current relative distance st, the actual vehicle speed v of the current vehicle, the relative speed Δv, and the preset running safety distance s0.
It should be noted that, in the embodiment of the present invention, the real-time calculation of the target deceleration may be set, or a time period may be preset to further periodically calculate the target deceleration, and then, as time goes by, a plurality of target decelerations are obtained in time sequence, and accordingly, for each target deceleration, there is what the corresponding actual deceleration of the current vehicle is at the same unit time point.
203. The target deceleration is corrected using preset deceleration upper and lower limit values and gradient change processing.
In the current vehicle running process, a plurality of target decelerations are calculated according to time sequence, and the embodiment of the invention mainly corrects the target decelerations by using the preset deceleration upper and lower limit values and gradient change processing.
Wherein, the processing of these target decelerations with the preset deceleration upper and lower limit values means: if the target deceleration exceeds the preset upper limit value, the corresponding target deceleration value is replaced by the preset upper limit value, and if the target deceleration is smaller than the preset lower limit value, the corresponding target deceleration value is replaced by the preset lower limit value, so that the target deceleration which is not in the section corresponding to the upper limit value and the lower limit value is corrected by the preset upper limit value or the lower limit value, which is called as a first correction operation for short.
The gradient change process (i.e., RAMP change gradient process) refers to: after the above processing step using the preset deceleration upper and lower limit values, that is, after the first correction operation, for these target decelerations that fall within the preset deceleration upper and lower limit values, it is determined whether the second correction operation needs to be performed, specifically as follows:
the target decelerations are obtained one by one according to a time sequence, and corresponding values of the target decelerations can form a value change curve, so that the embodiment of the invention needs to detect whether the slope of the curve (i.e. the value change gradient) is excessive, and if so, the slope operation of the curve needs to be adjusted by fine adjustment, so that the values of other adjacent target decelerations are adjusted by taking the value of a certain designated target deceleration as a reference, and the second correction operation of the target decelerations is realized.
It should be noted that if the target deceleration with the excessively large gradient change is used to apply the target deceleration to the subsequent step of calculating the braking torque, even if the corresponding braking torque is obtained, the actual application to the driving process of the vehicle is unfavorable for smooth, comfortable and safe driving of the vehicle, so that the second correction operation is required in the embodiment of the present invention to avoid similar adverse situations as described above. The corrected target deceleration is obtained by combining the two correction operations, so that the better braking torque is obtained by subsequent calculation, and the smooth, comfortable and safe experience of the vehicle running is ensured while different actual roads and traffic conditions are dealt with.
204. And calculating the actual deceleration corresponding to the current vehicle.
In the embodiment of the invention, in the process of the free-running state of the current vehicle, the actual deceleration corresponding to the current vehicle can be calculated by combining any two adjacent moments, and the specific steps can be as follows:
firstly, two adjacent moments are selected, and the actual speed of the current vehicle is measured at the two adjacent moments respectively.
Secondly, calculating the actual deceleration corresponding to the current vehicle according to a preset second formula according to the actual speeds of the current vehicle corresponding to two adjacent moments and two adjacent moments respectively, wherein the second preset formula can be the following formula (3):
The actual deceleration a0, t1, v2 of the current vehicle is calculated.
205. And determining the target braking torque corresponding to the current vehicle according to the target deceleration and the actual deceleration.
In the embodiment of the invention, the required target braking torque corresponding to the current vehicle is determined according to the required target deceleration and the actual deceleration of the current vehicle, and the finally determined target braking torque is changed along with the two speed changes, so that when the motor controller receives the target braking torque, the current vehicle is controlled to automatically adjust the braking torque required for running.
Specifically, this step 205 may be elaborated as follows:
firstly, a target preset braking torque corresponding to a target deceleration is obtained by inquiring a preset braking torque data table, and the mapping relation between the vehicle deceleration and the required preset braking torque is prestored in the preset braking torque data table.
It should be noted that, the method of querying the preset brake torque data table is equivalent to using feedforward control to implement table lookup, and the preset brake torque data table is summarized according to the data information of the pre-test, and mainly stores the mapping relationship between the vehicle deceleration and the required preset brake torque.
Next, a correction torque corresponding to the difference between the actual deceleration and the target deceleration is calculated using a proportional-integral-derivative (Proportional Integral Derivative, PID) closed-loop control algorithm. And according to the superposition processing of the target preset braking torque and the correction torque, obtaining the target braking torque required by the current vehicle.
It should be noted that, the method of querying the preset braking torque data table is equivalent to summarizing according to test data to obtain the required target preset braking torque, but the braking torque obtained based on historical data is not necessarily completely suitable for the braking torque required in real time at present, then the embodiment of the invention calculates a correction torque by using the PID closed loop control algorithm, and finally the braking torque required in real time at present is obtained by superposing two braking torques.
206. And the target braking torque is subjected to smoothing filtering processing and then is sent to a motor controller for controlling the current vehicle to be driven according to the target braking torque.
The embodiment of the invention utilizes the smoothing filter processing of the target braking torque to obtain higher definition and accurate braking torque data, deletes redundant and noise data, and then sends the data to the motor controller so as to utilize the motor controller to utilize the target braking torque to drive and control the current vehicle in time.
Further, as an implementation of the methods shown in fig. 1 and fig. 2, an embodiment of the present invention provides a control device for adaptive energy recovery of an electric vehicle. The embodiment of the device corresponds to the embodiment of the method, and for convenience of reading, details of the embodiment of the method are not repeated one by one, but it should be clear that the device in the embodiment can correspondingly realize all the details of the embodiment of the method. The device is applied to automatically adjusting the required braking torque according to the actual road and traffic conditions, and particularly as shown in fig. 4, the device comprises:
an acquisition unit 31 for acquiring a target vehicle having a smallest relative distance from a current vehicle within a preset range from the current vehicle in a free-wheeling state in which the current vehicle is driven while a brake pedal is released and an accelerator pedal is not depressed;
a first calculating unit 32, configured to calculate a target deceleration corresponding to the current vehicle according to a preset running safety distance between the current vehicle and the target vehicle acquired by the acquiring unit 31;
a second calculation unit 33 for calculating an actual deceleration corresponding to the current vehicle;
A determining unit 34 that determines a target braking torque corresponding to the current vehicle based on the target deceleration calculated by the first calculating unit 32 and the actual deceleration calculated by the second calculating unit 33;
a transmitting unit 35 for transmitting the target braking torque determined by the determining unit 34 to a motor controller for controlling driving of the current vehicle according to the target braking torque.
Further, as shown in fig. 5, the determination unit 34 includes:
the obtaining module 341 is configured to obtain a target preset braking torque corresponding to the target deceleration by querying a preset braking torque data table, where a mapping relationship between the vehicle deceleration and the required preset braking torque is pre-stored in the preset braking torque data table;
a calculating module 342, configured to calculate a correction torque corresponding to a difference between the actual deceleration and the target deceleration by using a proportional-integral-derivative closed-loop control algorithm;
a processing module 343, configured to obtain the target braking torque required by the current vehicle according to the target preset braking torque obtained by the obtaining module 341 and the correction torque obtained by the calculating module 342.
Further, as shown in fig. 5, the apparatus further includes:
and a processing unit 36 configured to correct the target deceleration by using preset deceleration upper and lower limit values and gradient change processing after the calculation of the target deceleration corresponding to the current vehicle.
Further, as shown in fig. 5, the acquisition unit 31 includes:
the detecting module 311 is configured to detect, within a preset range from the current vehicle, vehicle distance information corresponding to at least one running vehicle, where the vehicle distance information at least includes a lateral distance between the running vehicle and a center line of the current vehicle, and a longitudinal distance between the running vehicle and a head of the current vehicle;
a judging module 312, configured to judge whether the lateral distance between the running vehicle detected by the detecting module 311 and the current vehicle center line does not exceed a preset threshold;
a determining module 313, configured to, when the judging module 312 judges that the lateral distance between the running vehicle and the current vehicle center line is not greater than a preset threshold, take the running vehicle corresponding to the lateral distance not greater than the preset threshold as the running vehicle to be screened;
and a screening module 314, configured to screen the vehicle to be screened corresponding to the smallest longitudinal distance from the vehicles to be screened corresponding to the longitudinal distance, as the target vehicle with the smallest relative distance between the target vehicle and the current vehicle.
Further, as shown in fig. 5, the first calculating unit 32 includes:
a selecting module 321, configured to select two adjacent moments;
a measurement module 322, configured to measure the relative distances between the current vehicle and the target vehicle at two adjacent moments selected by the selection module, respectively;
a calculating module 323, configured to calculate a relative speed between the target vehicle and the current vehicle using a difference between relative distances corresponding to two adjacent times and a time difference between the two adjacent times;
an obtaining module 324, configured to obtain, at a current time, a current relative distance between the current vehicle and the target vehicle, and an actual speed of the current vehicle;
the calculating module 323 is further configured to calculate, according to a preset first formula, a target deceleration corresponding to the current vehicle according to the current relative distance, an actual vehicle speed of the current vehicle, the relative speed, and a preset driving safety distance.
Further, as shown in fig. 5, the second computing unit 33 further includes:
the selecting module 331 is configured to select two adjacent moments;
a measuring module 332, configured to measure the actual speed of the current vehicle at the two adjacent moments respectively;
And a calculating module 333, configured to calculate, according to a preset second formula, an actual deceleration corresponding to the current vehicle according to the two adjacent moments and the actual speeds of the current vehicle corresponding to the two adjacent moments respectively.
Further, as shown in fig. 5, the transmitting unit 35 is further specifically configured to perform smoothing filtering processing on the target braking torque and then transmit the smoothed filtered target braking torque to the motor controller.
In summary, the embodiment of the invention provides a control method and a device for self-adaptive energy recovery of an electric vehicle, which are defined in the embodiment of the invention as that a target vehicle with the minimum relative distance to a current vehicle is obtained when the current vehicle is driven in a free-running state in which a brake pedal is released and an accelerator pedal is not stepped, the current vehicle is taken as the own vehicle, the target vehicle is the vehicle which needs to keep a safe vehicle distance in the driving process of the own vehicle in intersecting, then the target deceleration which needs to be needed by the current vehicle is calculated according to a preset driving safety distance, and the actual deceleration which corresponds to the current vehicle is calculated at the same time. Compared with the prior art, the method and the device solve the technical problem of increasing driving fatigue caused by frequent switching between stepping on the accelerator pedal and stepping on the brake pedal in the actual driving process of a driver, and the embodiment of the invention can automatically adjust the required brake torque according to the actual road and traffic conditions, thereby reducing the driving fatigue and balancing the driving safety and the comfort of the electric automobile.
The control device for the self-adaptive energy recovery of the electric automobile comprises a processor and a memory, wherein the acquisition unit, the first calculation unit, the second calculation unit, the determination unit, the sending unit and the like are all stored in the memory as program units, and the processor executes the program units stored in the memory to realize corresponding functions.
The processor includes a kernel, and the kernel fetches the corresponding program unit from the memory. The inner core can be provided with one or more than one, and the required braking torque can be automatically adjusted according to the actual road and traffic conditions by adjusting the inner core parameters when the driving electric automobile is in a free-running state of releasing the accelerator and not stepping on the brake, so that the driving fatigue is reduced, and meanwhile, the driving safety and the driving comfort of the electric automobile are balanced.
The embodiment of the invention provides a storage medium, and a program is stored on the storage medium, and when the program is executed by a processor, the control method for the self-adaptive energy recovery of the electric automobile is realized.
The embodiment of the invention provides a processor which is used for running a program, wherein the control method for the self-adaptive energy recovery of the electric automobile is executed when the program runs.
The embodiment of the application provides an electronic device 40, as shown in fig. 6, the device comprises at least one processor 401, and at least one memory 402 and a bus 403 connected with the processor 401; wherein, the processor 401 and the memory 402 complete the communication with each other through the bus 403; the processor 401 is used for calling the program instructions in the memory 402 to execute the control method of the adaptive energy recovery of the electric automobile.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
In one typical configuration, the device includes one or more processors (CPUs), memory, and a bus. The device may also include input/output interfaces, network interfaces, and the like.
The memory may include volatile memory, random Access Memory (RAM), and/or nonvolatile memory, such as Read Only Memory (ROM) or flash memory (flash RAM), among other forms in computer readable media, the memory including at least one memory chip. Memory is an example of a computer-readable medium.
Computer readable media, including both non-transitory and non-transitory, removable and non-removable media, may implement information storage by any method or technology. The information may be computer readable instructions, data structures, modules of a program, or other data. Examples of storage media for a computer include, but are not limited to, phase change memory (PRAM), static Random Access Memory (SRAM), dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), read Only Memory (ROM), electrically Erasable Programmable Read Only Memory (EEPROM), flash memory or other memory technology, compact disc read only memory (CD-ROM), digital Versatile Discs (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices, or any other non-transmission medium, which can be used to store information that can be accessed by a computing device. Computer-readable media, as defined herein, does not include transitory computer-readable media (transmission media), such as modulated data signals and carrier waves.
It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article or apparatus that comprises an element.
It will be appreciated by those skilled in the art that embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The foregoing is merely exemplary of the present application and is not intended to limit the present application. Various modifications and variations of the present application will be apparent to those skilled in the art. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the application are to be included in the scope of the claims of the present application.
Claims (14)
1. The control method for the self-adaptive energy recovery of the electric automobile is characterized by comprising the following steps of:
under the free-running state that the current vehicle is driven to release a brake pedal and does not step on an accelerator pedal, acquiring a target vehicle with the minimum relative distance from the current vehicle within a preset range from the current vehicle;
calculating a target deceleration corresponding to the current vehicle according to the preset running safety distance between the current vehicle and the target vehicle;
correcting the target deceleration using preset deceleration upper and lower limit values and gradient change processing, including: a first correction operation and a second correction operation;
the first correction operation is as follows: if the target deceleration exceeds a preset upper limit value, replacing a corresponding target deceleration value by using the preset upper limit value; or if the target deceleration is smaller than the preset lower limit value, replacing the corresponding target deceleration value by the preset lower limit value;
the second correction operation is as follows: for the target deceleration obtained through the first correction operation at different adjacent moments, forming a numerical value change curve according to time sequence ordering, detecting the slope of the curve to obtain each numerical value change gradient on the curve, selecting a designated numerical value as a reference on the curve, and adjusting the slope of the curve to adjust other target decelerations at adjacent moments of the target deceleration represented by the designated numerical value so as to realize the second correction operation;
Calculating the actual deceleration corresponding to the current vehicle;
determining a target braking torque corresponding to the current vehicle according to the target deceleration and the actual deceleration;
the target braking torque is sent to a motor controller for controlling driving of the current vehicle according to the target braking torque.
2. The method of claim 1, wherein the determining the target braking torque corresponding to the current vehicle from the target deceleration and the actual deceleration comprises:
acquiring a target preset braking torque corresponding to the target deceleration by inquiring a preset braking torque data table, wherein the preset braking torque data table stores a mapping relation between the vehicle deceleration and the required preset braking torque in advance;
calculating a correction torque corresponding to a difference value between the actual deceleration and the target deceleration by using a proportional-integral-derivative closed-loop control algorithm;
and according to the target preset braking torque and the correction torque, obtaining the target braking torque required by the current vehicle.
3. The method according to claim 1, wherein the acquiring the target vehicle having the smallest relative distance from the current vehicle within the preset range from the current vehicle includes:
Detecting the vehicle distance information corresponding to at least one running vehicle in a preset range from the current vehicle, wherein the vehicle distance information at least comprises the transverse distance between the running vehicle and the central line of the current vehicle and the longitudinal distance between the running vehicle and the head of the current vehicle;
judging whether the transverse distance between the running vehicle and the central line of the current vehicle does not exceed a preset threshold value;
if yes, taking the traveling vehicle corresponding to the transverse distance which does not exceed the preset threshold value as the traveling vehicle to be screened;
and screening the to-be-screened traveling vehicle corresponding to the minimum longitudinal distance from the to-be-screened traveling vehicles corresponding to the longitudinal distance, and taking the to-be-screened traveling vehicle as the target vehicle with the minimum relative distance between the to-be-screened traveling vehicle and the current vehicle.
4. The method according to claim 1, wherein calculating the target deceleration corresponding to the current vehicle in accordance with the current vehicle maintaining a preset travel safety distance from the target vehicle includes:
selecting two adjacent moments;
respectively measuring the relative distance between the current vehicle and the target vehicle at the two adjacent moments;
calculating the relative speed between the target vehicle and the current vehicle by using the difference of the relative distances corresponding to the adjacent two moments and the time difference between the adjacent two moments;
At the current moment, acquiring the current relative distance corresponding to the current vehicle and the target vehicle and the actual speed of the current vehicle;
and calculating the target deceleration corresponding to the current vehicle according to a preset first formula according to the current relative distance, the actual speed of the current vehicle, the relative speed and a preset driving safety distance.
5. The method of claim 1, wherein said calculating an actual deceleration corresponding to the current vehicle comprises:
selecting two adjacent moments;
respectively measuring the actual speed of the current vehicle at the two adjacent moments;
and calculating the actual deceleration corresponding to the current vehicle according to a preset second formula according to the two adjacent moments and the actual speed of the current vehicle corresponding to the two adjacent moments respectively.
6. The method of claim 1, wherein said transmitting said target braking torque to a motor controller comprises:
and smoothing the target braking torque and then sending the smoothed target braking torque to a motor controller.
7. A control device for adaptive energy recovery of an electric vehicle, the device comprising:
An acquisition unit configured to acquire a target vehicle having a smallest relative distance from a current vehicle within a preset range from the current vehicle in a free-running state in which the current vehicle is driven while a brake pedal is released and an accelerator pedal is not depressed;
a first calculating unit, configured to calculate a target deceleration corresponding to the current vehicle according to a preset running safety distance between the current vehicle and the target vehicle acquired by the acquiring unit;
a processing unit, configured to correct a target deceleration corresponding to the current vehicle by using a preset deceleration upper and lower limit value and gradient change processing after the calculation of the target deceleration;
the processing unit is used for specifically executing a first correction operation and a second correction operation;
the first correction operation is as follows: if the target deceleration exceeds a preset upper limit value, replacing a corresponding target deceleration value by using the preset upper limit value; or if the target deceleration is smaller than the preset lower limit value, replacing the corresponding target deceleration value by the preset lower limit value;
the second correction operation is as follows: for the target deceleration obtained through the first correction operation at different adjacent moments, forming a numerical value change curve according to time sequence ordering, detecting the slope of the curve to obtain each numerical value change gradient on the curve, selecting a designated numerical value as a reference on the curve, and adjusting the slope of the curve to adjust other target decelerations at adjacent moments of the target deceleration represented by the designated numerical value so as to realize the second correction operation;
A second calculation unit for calculating an actual deceleration corresponding to the current vehicle;
a determining unit, configured to determine a target braking torque corresponding to the current vehicle according to the target deceleration calculated by the first calculating unit and the actual deceleration calculated by the second calculating unit;
and a transmitting unit configured to transmit the target braking torque determined by the determining unit to a motor controller for controlling driving of the current vehicle according to the target braking torque.
8. The apparatus according to claim 7, wherein the determining unit includes:
the acquisition module is used for acquiring a target preset braking torque corresponding to the target deceleration by inquiring a preset braking torque data table, wherein the preset braking torque data table stores a mapping relation between the vehicle deceleration and the required preset braking torque in advance;
the calculation module is used for calculating the correction torque corresponding to the difference between the actual deceleration and the target deceleration by utilizing a proportional-integral-derivative closed-loop control algorithm;
and the processing module is used for obtaining the target braking torque required by the current vehicle according to the target preset braking torque obtained by the obtaining module and the correction torque superposition processing calculated by the calculating module.
9. The apparatus of claim 7, wherein the acquisition unit comprises:
the detection module is used for detecting the vehicle distance information corresponding to at least one running vehicle in a preset range from the current vehicle, wherein the vehicle distance information at least comprises the transverse distance between the running vehicle and the central line of the current vehicle and the longitudinal distance between the running vehicle and the head of the current vehicle;
the judging module is used for judging whether the transverse distance between the running vehicle detected by the detecting module and the central line of the current vehicle does not exceed a preset threshold value;
the determining module is used for taking the running vehicle corresponding to the transverse distance which does not exceed the preset threshold value as the running vehicle to be screened when the judging module judges that the transverse distance between the running vehicle and the central line of the current vehicle is not more than the preset threshold value;
and the screening module is used for screening the vehicle to be screened corresponding to the minimum longitudinal distance from the vehicles to be screened corresponding to the longitudinal distance, and taking the vehicle to be screened corresponding to the minimum longitudinal distance as the target vehicle with the minimum relative distance with the current vehicle.
10. The apparatus of claim 7, wherein the first computing unit comprises:
The selecting module is used for selecting two adjacent moments;
the measuring module is used for respectively measuring the relative distance between the current vehicle and the target vehicle at the adjacent two moments selected by the selecting module;
the calculating module is used for calculating the relative speed between the target vehicle and the current vehicle by utilizing the difference of the relative distances corresponding to the adjacent two moments and the time difference between the adjacent two moments;
the acquisition module is used for acquiring the current relative distance between the current vehicle and the target vehicle and the actual speed of the current vehicle at the current moment;
the calculation module is further configured to calculate, according to a preset first formula, a target deceleration corresponding to the current vehicle according to the current relative distance, an actual vehicle speed of the current vehicle, the relative speed, and a preset driving safety distance.
11. The apparatus of claim 7, wherein the second computing unit further comprises:
the selecting module is used for selecting two adjacent moments;
the measuring module is used for respectively measuring the actual speed of the current vehicle at the two adjacent moments;
and the calculation module is used for calculating the actual deceleration corresponding to the current vehicle according to a preset second formula according to the two adjacent moments and the actual speed of the current vehicle corresponding to the two adjacent moments respectively.
12. The device according to claim 7, wherein the transmitting unit is further specifically configured to transmit the target braking torque to the motor controller after performing smoothing filtering processing.
13. A storage medium comprising a stored program, wherein the program, when run, controls a device in which the storage medium is located to perform the control method for adaptive energy recovery of an electric vehicle according to any one of claims 1 to 6.
14. An electronic device comprising at least one processor, and at least one memory, bus, coupled to the processor;
the processor and the memory complete communication with each other through the bus;
the processor is configured to invoke program instructions in the memory to perform the control method of adaptive energy recovery for an electric vehicle according to any of claims 1-6.
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| CN114312331B (en) * | 2021-12-31 | 2023-11-14 | 上海前晨汽车科技有限公司 | Coasting energy recovery torque adjustment method, system, device, apparatus and medium |
| CN115107525A (en) * | 2022-01-14 | 2022-09-27 | 长城汽车股份有限公司 | Automobile self-adaptive energy recovery method and device and automobile |
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