CN114771532A

CN114771532A - Energy recovery control method, electronic device, vehicle, and storage medium

Info

Publication number: CN114771532A
Application number: CN202210535610.6A
Authority: CN
Inventors: 周建鹏
Original assignee: Guangzhou Xiaopeng Motors Technology Co Ltd
Current assignee: Zhaoqing Xiaopeng New Energy Investment Co Ltd
Priority date: 2022-05-17
Filing date: 2022-05-17
Publication date: 2022-07-22

Abstract

The present application relates to an energy recovery control method, an electronic apparatus, a vehicle, and a storage medium. The method comprises the following steps: acquiring high-precision map data and running state information corresponding to the current position of the vehicle; and performing energy recovery control of the vehicle according to the high-precision map data and the driving state information. The scheme that this application embodiment provided can the energy recuperation of automatic control vehicle, and the energy waste that the energy recuperation of having avoided artifical manual control vehicle caused promotes the continuation of the journey mileage of vehicle and the driver to the last rate of electric motor car energy recuperation control.

Description

Energy recovery control method, electronic device, vehicle, and storage medium

Technical Field

The present disclosure relates to the field of electric vehicles, and more particularly, to an energy recovery control method, an electronic device, a vehicle, and a storage medium.

Background

With the development of energy recovery technology, new energy vehicles generally have an energy recovery function, and the energy recovery function is to convert kinetic energy into electric energy through the reverse dragging of a motor during braking or freewheeling. Most car owners do not know how to set up energy recovery intensity effectively, under different road conditions, through artifical manual adjustment energy recovery intensity, energy recovery's efficiency can't be ensured, leads to too much energy waste, is unfavorable for energy recovery's high-efficient use.

Disclosure of Invention

In order to solve or partially solve the problems in the related art, the application provides an energy recovery control method, an electronic device, a vehicle and a storage medium, which can automatically control the energy recovery of the vehicle, avoid energy waste caused by manually controlling the energy recovery of the vehicle, and improve the driving mileage of the vehicle and the success rate of the driver on the energy recovery control of the electric vehicle.

A first aspect of the present application provides an energy recovery control method, the method comprising:

acquiring high-precision map data and running state information corresponding to the current position of the vehicle;

and performing energy recovery control of the vehicle according to the high-precision map data and the driving state information.

In one embodiment, the performing energy recovery control of the vehicle based on the high-precision map data and the travel state information includes:

judging whether the vehicle currently meets a preset road condition or not at least according to the high-precision map data, and if so, determining that the vehicle is in a first energy recovery intensity; and

and adjusting the energy recovery intensity of the vehicle according to the running state information.

In an embodiment, the determining whether the vehicle currently meets a preset road condition at least according to the high-precision map data includes:

judging whether the vehicle currently accords with a preset road condition or not according to the high-precision map data, and if so, determining that the vehicle currently accords with the preset road condition; alternatively, the first and second liquid crystal display panels may be,

judging whether the vehicle currently meets preset road condition conditions or not according to the high-precision map data; if the road condition information is in accordance with the preset road condition, acquiring road condition verification data according to the driving state information, verifying the accuracy of the high-precision map data by using the road condition verification data, and if the road condition verification data passes the verification, determining that the vehicle currently meets the preset road condition;

the high-precision map data comprises part or all of lane position data, lane gradient data, lane curvature data, lane course and lane transverse slope angle;

the running state information includes some or all of the speed, the levelness, and the angular speed of the vehicle.

In one embodiment, the adjusting the energy recovery intensity of the vehicle according to the driving state information includes:

judging whether the vehicle currently accords with a preset driving condition corresponding to the preset road condition or not according to the driving state information, if so, adjusting the energy recovery intensity of the vehicle according to the preset driving condition which the vehicle accords with based on the first energy recovery intensity;

wherein the driving state information includes at least one of: a speed of the vehicle, a distance between the vehicle and an adjacent vehicle of the same lane, a speed of the adjacent vehicle.

In an embodiment, the determining whether the vehicle currently meets the preset road condition includes at least one of:

judging whether the vehicle is changed from a faster lane to a slower lane;

judging whether the vehicle drives into a downhill lane or not;

judging whether the vehicle enters a curved lane with the curvature exceeding a preset range;

and judging whether the vehicle is changed from a main lane to a ramp or not.

In one embodiment, the determining whether the vehicle currently meets a preset road condition according to at least the high-precision map data includes: judging whether the vehicle is changed from a faster lane to a slower lane or not at least according to the high-precision map data;

the adjusting the energy recovery intensity of the vehicle according to the driving state information includes:

judging whether the speed of the vehicle in the slower lane is greater than a first speed threshold value or not, and if so, adjusting the energy recovery intensity of the vehicle to a second energy recovery intensity higher than the first energy recovery intensity; alternatively, the first and second liquid crystal display panels may be,

and determining a speed range corresponding to the speed of the vehicle in the slower lane in a plurality of preset speed ranges, obtaining energy recovery intensity corresponding to the determined speed range according to the preset corresponding relation between the plurality of preset speed ranges and different energy recovery intensities, and adjusting the energy recovery intensity of the vehicle according to the obtained energy recovery intensity.

In one embodiment, the adjusting the energy recovery intensity of the vehicle according to the driving state information further comprises:

acquiring the speed of an adjacent vehicle in front of the vehicle, and if the speed of the adjacent vehicle is smaller than a second speed threshold value, adjusting the energy recovery intensity of the vehicle to be higher than the first energy recovery intensity or higher than the second energy recovery intensity; wherein the second speed threshold is less than the first speed threshold.

In one embodiment, the determining whether the vehicle currently meets a preset road condition according to at least the high-precision map data includes: judging whether the vehicle drives into a downhill lane or not at least according to the high-precision map data;

judging whether the speed of the vehicle on the downhill lane is greater than a third speed threshold, and if so, adjusting the energy recovery intensity of the vehicle to a third energy recovery intensity higher than the first energy recovery intensity; alternatively, the first and second electrodes may be,

determining a speed range corresponding to the speed of the vehicle on the downhill lane in a plurality of preset speed ranges, obtaining energy recovery intensity corresponding to the determined speed range according to preset corresponding relations between the plurality of preset speed ranges and different energy recovery intensities, and adjusting the energy recovery intensity of the vehicle according to the obtained energy recovery intensity.

acquiring a vehicle distance between the vehicle and a front adjacent vehicle; and if the distance between the vehicles is smaller than a first distance threshold value, adjusting the energy recovery intensity of the vehicles to be higher than the first energy recovery intensity or higher than the third energy recovery intensity.

A second aspect of the present application provides an electronic device, comprising:

a processor; and

a memory having executable code stored thereon which, when executed by the processor, causes the processor to perform the method as described above.

A third aspect of the application provides a vehicle comprising an electronic device as described above.

A fourth aspect of the present application provides a computer-readable storage medium having stored thereon executable code, which, when executed by a processor of an electronic device, causes the processor to perform the method as described above.

The technical scheme provided by the application can comprise the following beneficial effects:

according to the technical scheme, the energy recovery control of the vehicle is carried out according to the high-precision map data and the running state information corresponding to the current position of the vehicle; the road information of the lane level is obtained through the high-precision map data, the running state information is combined, the energy recovery of the vehicle can be automatically controlled, the energy recovery of the vehicle is not needed, under the premise of ensuring safety, the energy waste caused by the energy recovery of the vehicle is avoided, the energy recovery of the vehicle is facilitated, the cruising mileage of the vehicle is improved, and the success rate of the driver for controlling the energy recovery of the electric vehicle is improved.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application.

Drawings

The foregoing and other objects, features and advantages of the application will be apparent from the following more particular descriptions of exemplary embodiments of the application as illustrated in the accompanying drawings wherein like reference numbers generally represent like parts throughout the exemplary embodiments of the application.

FIG. 1 is a schematic flow chart diagram of an energy recovery control method according to an embodiment of the present application;

FIG. 2 is a schematic flow chart diagram of an energy recovery control method according to another embodiment of the present application;

FIG. 3 is a schematic view of lane curvature according to an embodiment of the present application;

FIG. 4 is a schematic view of a vehicle heading according to an embodiment of the present application;

FIG. 5 is a schematic illustration of a lane grade of an embodiment of the present application;

FIG. 6 is a schematic view of a crossroad slope according to an embodiment of the present application;

FIG. 7 is a schematic flow chart diagram of an energy recovery control method according to another embodiment of the present application;

FIG. 8 is a schematic flow chart diagram of an energy recovery control method according to another embodiment of the present application;

fig. 9 is a schematic structural diagram of an electronic device according to an embodiment of the present application.

Detailed Description

Embodiments of the present application will be described in more detail below with reference to the accompanying drawings. While embodiments of the present application are illustrated in the accompanying drawings, it should be understood that the present application 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 disclosure to those skilled in the art.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used in this application and the appended claims, the singular forms "a", "an", and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that the term "and/or" as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items.

It should be understood that although the terms "first," "second," "third," etc. may be used herein to describe various information, these information should not be limited to these terms. These terms are only used to distinguish one type of information from another. For example, first information may also be referred to as second information, and similarly, second information may also be referred to as first information, without departing from the scope of the present application. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present application, "a plurality" means two or more unless specifically limited otherwise.

Most car owners do not know how to use energy recovery efficiently, and under different road conditions, the efficiency of energy recovery cannot be guaranteed by manually adjusting the energy recovery intensity, so that excessive energy waste is caused, and the efficient use of energy recovery is not facilitated.

In view of the above problems, an embodiment of the present application provides an energy recovery control method, which can automatically control energy recovery of a vehicle, avoid energy waste caused by manually controlling energy recovery of the vehicle, and improve a driving range of the vehicle and a success rate of a driver in energy recovery control of an electric vehicle.

The technical solutions of the embodiments of the present application are described in detail below with reference to the accompanying drawings.

Fig. 1 is a schematic flow chart of an energy recovery control method according to an embodiment of the present application.

Referring to fig. 1, an energy recovery control method includes:

in step S101, high-accuracy map data and traveling state information corresponding to the current position of the vehicle are acquired.

In one embodiment, high-precision map data corresponding to the current position of the vehicle may be obtained according to the current position of the vehicle. The obtained high-precision map data includes, for example, but not limited to, lane positioning information of the vehicle, road information of a traveling road within a certain range of the current position of the vehicle. The lane locating information of the vehicle refers to which lane the vehicle is traveling in. The road information of the traveling road includes, for example, the number of lanes on the current road, position data of each lane, connection relationship of each lane, traffic lights of each lane, speed limit data of each lane, gradient data of each lane, cross slope data of each lane, curvature data of each lane, and the like.

The driving state information corresponding to the current position of the vehicle may include, for example and without limitation, a current driving direction of the vehicle, a speed, an angular velocity, a levelness, a distance from an adjacent vehicle in the same lane, and the like.

In step S102, the energy recovery control of the vehicle is performed based on the acquired high-accuracy map data and the traveling state information.

In one embodiment, whether the vehicle currently meets the preset road condition is judged at least according to the high-precision map data, if yes, the energy recovery function is started, and the energy recovery intensity of the vehicle is controlled according to the first energy recovery intensity. Thereafter, the energy recovery intensity of the vehicle may be adjusted according to the acquired running state information.

According to the energy recovery control method disclosed by the embodiment of the application, the energy recovery control of the vehicle is carried out according to the high-precision map data and the running state information corresponding to the current position of the vehicle; the road information of the lane level is obtained through the high-precision map data, the running state information is combined, the energy recovery of the vehicle can be automatically controlled, the energy recovery of the vehicle is not needed, under the premise of ensuring safety, the energy waste caused by manual control of the energy recovery is avoided, the efficient energy recovery of the vehicle is facilitated, and the cruising mileage of the vehicle and the success rate of the driver to the energy recovery control of the electric vehicle are improved.

Fig. 2 is a schematic flow chart of an energy recovery control method according to another embodiment of the present application.

Referring to fig. 2, an energy recovery control method includes:

in step S201, high-accuracy map data and traveling state information corresponding to the current position of the vehicle are acquired.

In one embodiment, high-precision map data corresponding to the current position of the vehicle can be acquired based on a pre-stored high-precision map database, and the driving state information of the vehicle can be acquired through a sensor of the vehicle. The high-precision map data comprises part or all of lane position data, lane gradient data, lane curvature data and lane cross slope data; the running state information includes part or all of the running direction, speed, levelness, angular speed of the vehicle.

It is understood that in other embodiments, the high-precision map data corresponding to the current position of the vehicle may be obtained in real time based on the sensor of the vehicle, that is, the high-precision map data such as lane position data, lane gradient data, lane curvature data, lane cross slope data, etc. may be calculated by the real-time detection data of the vehicle sensor.

Fig. 3 is a lane curvature diagram according to an embodiment of the present application. As shown in FIG. 3, the Curvature (Curvature) is the rotation rate of the tangential angle to the arc length for a certain point on the curve, and is defined by differentiation, indicating the degree to which the curve deviates from a straight line. The numerical value of the degree of curve bending at a certain point is mathematically expressed. The larger the curvature, the more curved the curve is. The inverse of the curvature is the radius of curvature r. The Curvature of the lane (Curvature) is to abstract the lane into a curve 301, and when the point M moves along the curve 301 toward the point M₀When, if arc line MM₀The limit of the mean curvature of (3) exists, which is said to be the curve 301 at point M₀The Curvature of (A) is denoted as Curvature, i.e.

Or Curvature = 1/r.

FIG. 4 is a schematic view of a vehicle heading according to an embodiment of the present application. In fig. 4, the model 401 is a side view of the vehicle, the model 402 is a top view of the vehicle, the vehicle heading is represented by a vehicle heading angle, and the vehicle heading angle is an included angle 405 between a centroid velocity 403 of the vehicle and a horizontal axis 404 of a ground coordinate system under the ground coordinate system.

Fig. 5 is a schematic diagram of a lane gradient according to an embodiment of the present application. As shown in fig. 5, the Slope (Slope) is the degree of steepness of the ground surface unit, and the ratio of the vertical height H of the Slope surface to the horizontal distance L is generally called the Slope (or Slope ratio), i.e., the tangent of the Slope angle. The gradient of the lane is the longitudinal gradient of the lane unit, the lane line is abstracted into a curve 501, and when a point M trends to the point M along the curve 501₀Time, arc line MM₀The Slope of (c) is denoted as Slope, i.e., Slope ═ 100%.

Fig. 6 is a schematic view of a lane crossing slope according to an embodiment of the present application. As shown in fig. 6, the cross slope is a gradient in a direction transverse to the roadbed (road surface). The cross slope of the lane is the degree of steepness of the unit of the lateral road surface 601 of the lane,is generally expressed by the ratio of the vertical height h of the lateral road surface 601 to the lateral distance l of the lateral road surface 601. When a point N of the lane lateral road surface 601 tends toward the point N along the lateral road surface 601₀Time, road surface NN₀The cross slope of (a) is denoted as Super elevation, i.e., Super elevation ═ h/l × 100%.

In step S202, judging whether the vehicle currently accords with the preset road condition or not according to the high-precision map data; if yes, go to step S203; if not, step S201 is executed.

In one embodiment, according to the high-precision map data of the current position of the vehicle, it is determined whether the vehicle currently meets a preset road condition, for example, but not limited to, at least one of the following conditions: judging whether the vehicle is changed from a faster lane to a slower lane; judging whether the vehicle drives into a downhill lane or not; judging whether the vehicle enters a curved lane with the curvature exceeding a preset range; and judging whether the vehicle is changed from the main lane to the ramp or not. If the vehicle is judged to be in accordance with the preset road condition, executing step S203; if the vehicle is judged not to meet the preset road condition, the step S201 is continuously executed.

In one embodiment, whether the vehicle currently meets the preset road condition is judged according to the high-precision map data of the current position of the vehicle, and then the vehicle is determined to currently meet the preset road condition.

In another embodiment, whether the vehicle currently meets the preset road condition is judged according to the high-precision map data of the current position of the vehicle, if yes, road condition verification data are obtained according to the driving state information, the accuracy of the high-precision map data is verified by the aid of the road condition verification data, and if the vehicle currently meets the preset road condition is determined.

For example, in one embodiment, if it is determined that the vehicle enters the downhill lane according to the lane gradient data in the high-precision map data, the lane gradient check data may be obtained according to real-time detection data of a vehicle sensor (e.g., a gradient sensor), and if the lane gradient check data is the same as or different from the lane gradient data in the high-precision map data within a preset range, that is, the lane gradient check data and the lane gradient data are identical, the verification is passed, and it is determined that the vehicle enters the downhill lane.

For another example, in an embodiment, if it is determined that the vehicle-entering curve exceeds the curved lane with the curvature exceeding the preset range according to the lane curvature data in the high-precision map data, lane curvature check data may be obtained according to real-time detection data of a vehicle sensor (e.g., a vision sensor), and if the lane curvature check data is the same as or different from the lane curvature data in the high-precision map data within the preset range, that is, the lane curvature check data and the lane curvature data in the high-precision map data are identical, the lane curvature check data is verified, and the curved lane with the vehicle-entering curve exceeding the preset range is determined.

In step S203, the vehicle is determined to be a first energy recovery intensity.

In one embodiment, if the vehicle currently conforms to the preset road condition, the vehicle is determined to be in the first energy recovery intensity (for example, the weak energy recovery intensity) according to the high-precision map data and the driving state information corresponding to the current position of the vehicle, so that the vehicle starts the energy recovery mode, and the vehicle is decelerated through the braking capability corresponding to the first energy recovery intensity. For example, the energy recovery intensity of a vehicle is classified into three levels: the weak energy recovery intensity, the medium energy recovery intensity, and the high energy recovery intensity may be referred to as a first energy recovery intensity, a second energy recovery intensity, and a third energy recovery intensity, respectively, in one example, the second energy recovery intensity is higher than the first energy recovery intensity, and the third energy recovery intensity is higher than the second energy recovery intensity. It is understood that in other embodiments, the energy recovery intensity of the vehicle may be divided into more or less than three levels. It will be appreciated that in some embodiments, the vehicle has already been enabled to operate the energy recovery mode, such that the energy recovery control can be performed directly in accordance with the first energy recovery intensity without having to repeatedly enable the energy recovery mode after the vehicle is determined to be at the first energy recovery intensity (e.g., a weak energy recovery intensity).

In one specific example, the vehicle is traveling in a faster lane at a speed of 80km/h (kilometers per hour) and a slower lane adjacent to the faster lane is traveling at a speed limit of 60 km/h. When the vehicle is changed from a faster lane to a slower lane, the vehicle starts an energy recovery function to control the energy recovery of the vehicle at a first energy recovery intensity corresponding to a weak energy recovery intensity, and decelerates the vehicle through a braking capability corresponding to the first energy recovery intensity.

In step S204, whether the vehicle currently meets a preset driving condition corresponding to a preset road condition is determined according to the driving state information, and if yes, step S205 is executed; if not, go to step S206.

In one embodiment, the driving state information of the vehicle includes a speed of the vehicle, and whether the vehicle currently meets a preset driving condition corresponding to the preset road condition can be judged according to the speed of the vehicle.

In one embodiment, the driving state information of the vehicle includes a distance between the vehicle and an adjacent vehicle in the same lane, and whether the vehicle currently meets a preset driving condition corresponding to the preset road condition can be determined according to the distance between the vehicle and the adjacent vehicle in the same lane.

In one embodiment, the driving state information of the vehicle includes a speed of the vehicle and a distance between the vehicle and an adjacent vehicle in the same lane, and whether the vehicle currently meets a preset driving condition corresponding to the preset road condition can be determined according to the speed of the vehicle and the distance between the vehicle and the adjacent vehicle in the same lane.

In one embodiment, whether the vehicle currently meets a preset driving condition corresponding to a preset road condition is determined according to the driving state information, including whether the speed of the vehicle in the current lane is greater than a first speed threshold corresponding to the preset road condition is determined, if yes, step S205 is executed; if not, go to step S206.

For example, when the vehicle enters a downhill lane, it is determined whether the speed of the vehicle in the current lane is greater than a first speed threshold corresponding to a road condition of entering the downhill lane. For another example, when the vehicle changes from a faster lane to a slower lane, it is determined whether the speed of the vehicle in the current lane is greater than a first speed threshold corresponding to a road condition of changing from the faster lane to the slower lane. The first speed threshold values under two different road conditions may be the same or different, and are selected according to actual needs.

In one embodiment, the determining whether the vehicle currently meets the preset driving condition corresponding to the preset road condition according to the driving state information includes: it is determined whether the speed of the adjacent vehicle is less than a second speed threshold. For example, if the vehicle detects that there is an adjacent vehicle in front of the same lane, the speed of the adjacent vehicle in front is acquired; judging whether the speed of the adjacent vehicle is less than a second speed threshold value corresponding to a preset road condition or not; if yes, go to step S205; if not, go to step S206.

In one embodiment, the determining whether the vehicle currently meets the preset driving condition corresponding to the preset road condition according to the driving state information includes: and judging whether the distance between the vehicle and the adjacent vehicle on the same lane is smaller than a preset safety distance threshold value or not. For example, if the vehicle detects that there is an adjacent vehicle in front of the same lane, the distance between the vehicle and the adjacent vehicle in front is acquired; judging whether the distance between the vehicle and the front adjacent vehicle is smaller than a preset safe distance threshold value, if so, executing a step S205; if not, go to step S206.

In step S205, the energy recovery intensity of the vehicle is adjusted in accordance with the preset running condition that the vehicle conforms, based on the first energy recovery intensity.

In an embodiment, if the vehicle currently meets the preset driving condition corresponding to the preset road condition, the energy recovery intensity of the vehicle is adjusted according to the preset driving condition met by the vehicle based on the first energy recovery intensity of the vehicle.

In one embodiment, if the speed of the vehicle in the current lane is greater than the first speed threshold, the energy recovery intensity of the vehicle is adjusted to a second energy recovery intensity that is higher than the first energy recovery intensity. For example, the speed limit of a faster lane is 80km/h, the speed limit of a slower lane is 60km/h, and the energy recovery intensity of the vehicle is the first energy recovery intensity when the vehicle is changed from the faster lane to the slower lane; and if the speed of the vehicle in the slower lane is 70km/h, adjusting the energy recovery intensity of the vehicle to be a second energy recovery intensity higher than the first energy recovery intensity according to the speed of the vehicle in the slower lane and the speed limit data of the slower lane, controlling the energy recovery of the vehicle, and decelerating the vehicle through the braking capacity corresponding to the second energy recovery intensity so as to reduce the speed of the vehicle to meet the speed limit of the slower lane.

In one embodiment, if the speed of the adjacent vehicle in front of the same lane is less than the second speed threshold, the energy recovery intensity of the vehicle is adjusted to a second energy recovery intensity higher than the first energy recovery intensity. In some embodiments, the second speed threshold is less than the first speed threshold. For example, the second speed threshold is 30km/h, the energy recovery intensity of the vehicle is determined as the first energy recovery intensity when the vehicle is changed from another lane to the current lane, the speed of the adjacent vehicle ahead is 20km/h, the energy recovery intensity of the vehicle can be adjusted to the second energy recovery intensity higher than the first energy recovery intensity according to the speed of the adjacent vehicle ahead in the current lane, the energy recovery of the vehicle is controlled, and the vehicle is decelerated by the braking ability corresponding to the second energy recovery intensity, so that a traffic accident between the vehicle and the adjacent vehicle ahead is avoided.

In one embodiment, the first speed threshold and the second speed threshold may be set according to the speed limit data of the current lane. In some embodiments, the first speed threshold may be equal to or less than the speed limit data for the current lane. The second speed threshold is smaller than the first speed threshold, and may be specifically set according to safety requirements.

In one embodiment, if the distance between the vehicle and an adjacent vehicle in front of the vehicle on the same lane is less than a preset safe distance threshold, the energy recovery intensity of the vehicle is adjusted to a second energy recovery intensity higher than the first energy recovery intensity. In some embodiments, the safe distance threshold may be set based on the speed of the vehicle. The vehicle can determine the braking distance of the vehicle according to the current speed; the safe distance threshold may be equal to or greater than a preset braking distance. For example, the current speed of the vehicle in the current lane is 60km/h, the preset braking distance is 30 meters, and the safety distance threshold is at least equal to 30 meters. If the distance between the vehicle and the adjacent vehicle in front of the same lane is smaller than the safety distance threshold, the energy recovery intensity of the vehicle is adjusted to be the second energy recovery intensity higher than the first energy recovery intensity, the energy recovery of the vehicle is controlled, the vehicle is decelerated through the braking capacity corresponding to the second energy recovery intensity, the distance between the vehicle and the adjacent vehicle in front is larger than or equal to the safety distance threshold, and traffic accidents between the vehicle and the adjacent vehicle in front are avoided.

In step S206, the energy recovery intensity of the vehicle is kept constant, or the energy recovery function of the vehicle is stopped.

In one embodiment, if the speed of the vehicle in the current lane is less than or equal to the first speed threshold, that is, the speed of the vehicle in the current lane is less than the speed limit of the current lane, the vehicle may end the energy recovery function without decelerating, and stop the energy recovery of the vehicle.

In one embodiment, if the speed of the vehicle adjacent to the front of the same lane as the vehicle is greater than or equal to the second speed threshold, the energy recovery intensity of the vehicle is kept unchanged.

In one embodiment, if the distance between the vehicle and the adjacent vehicle in front of the same lane is greater than or equal to the safe distance threshold, the energy recovery intensity of the vehicle is kept unchanged.

According to the energy recovery control method disclosed by the embodiment of the application, the energy recovery control of the vehicle is carried out according to the high-precision map data and the running state information corresponding to the current position of the vehicle; the road information of the lane level is obtained through the high-precision map data, the running state information is combined, the high-precision map data can be utilized to be combined with the vehicle sensor, the energy recovery of the vehicle is automatically controlled, the energy recovery of the vehicle is not needed to be manually controlled, under the premise of ensuring safety, the energy waste caused by the energy recovery of the manually controlled vehicle is avoided, the energy recovery of the vehicle is facilitated, and the cruising mileage of the vehicle and the success rate of the driver for controlling the energy recovery of the electric vehicle are improved.

Further, the energy recovery control method shown in the embodiment of the application judges whether the vehicle currently meets the preset road condition or not at least according to the high-precision map data, and if so, determines the first energy recovery intensity of the vehicle; judging whether the vehicle accords with the preset running condition that the preset road condition corresponds at present according to the running state information, if, then based on first energy recuperation intensity, adjust the energy recuperation intensity of vehicle according to the preset running condition that the vehicle accords with, be in under different road conditions and different running states at the vehicle, can automatic adjustment energy recuperation intensity, need not artifical manual adjustment energy recuperation intensity, road conditions that energy recuperation intensity is high, increase energy recuperation intensity under the prerequisite of guaranteeing safety, the energy waste that manual adjustment energy recuperation intensity caused has been avoided, be favorable to keeping the efficient energy recuperation state of vehicle of continuous stable maintenance under different road conditions, promote the continuation of the journey mileage of vehicle and driver's the rate of prior art to electric motor car energy recuperation control.

Fig. 7 is a schematic flow chart of an energy recovery control method according to another embodiment of the present application.

Referring to fig. 7, an energy recovery control method includes:

in step S701, high-accuracy map data and traveling state information corresponding to the current position of the vehicle are acquired.

The steps can be referred to the descriptions of steps S101 and S201, and are not described herein again.

In step S702, it is determined whether the vehicle is changed from a faster lane to a slower lane according to the high-precision map data; if yes, go to step S703; if not, go to step S701.

In one embodiment, the obtained high-precision map data of the current position of the vehicle includes, for example, lane positions, lane connection relationships, lane speed types, and lane speed limit data corresponding to the current position, and whether the vehicle is changed from a faster lane to a slower lane may be determined according to part or all of the lane positions, the lane connection relationships, the lane speed types, and the lane speed limit data; if yes, go to step S703; if not, go to step S701.

In step S703, the vehicle is determined to be a first energy recovery intensity.

In one embodiment, if the vehicle is determined to change from a faster lane to a slower lane based on the high-accuracy map data of the current position of the vehicle, the vehicle is determined to have a first energy recovery intensity (e.g., a weak energy recovery intensity), the vehicle is enabled to start an energy recovery mode according to the first energy recovery intensity, and the vehicle is decelerated through a braking capability corresponding to the first energy recovery intensity. It is understood that, in some embodiments, the first energy recovery intensity may also correspond to no energy recovery, and if it is determined that the vehicle is changed from a faster lane to a slower lane according to the high-precision map data of the current position of the vehicle, the energy recovery mode is started, and then the automatic adjustment of the energy recovery intensity is performed according to the driving state information of the vehicle.

In step S704, it is determined whether the speed of the vehicle in the slower lane is greater than a first speed threshold; if yes, go to step S705; if not, go to step S706.

In one embodiment, when a vehicle runs in a slower lane, whether the speed of the vehicle in the current slower lane is greater than a first speed threshold value is judged; if the speed of the vehicle in the current slow lane is larger than the first speed threshold, executing step S705; if the speed of the vehicle in the current slower lane is less than or equal to the first speed threshold, step S706 is performed.

In step S705, the energy recovery intensity of the vehicle is adjusted to a second energy recovery intensity that is higher than the first energy recovery intensity; step S707 is executed.

In one embodiment, if the speed of the vehicle in the current slower lane is greater than the first speed threshold, the energy recovery intensity of the vehicle may be adjusted to be higher, for example, to be a second energy recovery intensity (in one example, the intermediate energy recovery intensity) higher than the first energy recovery intensity, the energy recovery of the vehicle is controlled according to the second energy recovery intensity, and the vehicle is further decelerated through a braking capability corresponding to the second energy recovery intensity, so that the speed of the vehicle is less than or equal to the speed limit of the current slower lane.

In one embodiment, the first speed threshold may be set according to the speed limit data of the current slower lane. In some embodiments, the first speed threshold may be equal to or less than the speed limit data of the current slower lane, and may be specifically set according to safety requirements.

In another embodiment, a speed range corresponding to the speed of the vehicle in the current slower lane is determined in a plurality of preset speed ranges, energy recovery intensity corresponding to the determined speed range is obtained according to a preset corresponding relation between the plurality of preset speed ranges and different energy recovery intensities, and the energy recovery intensity of the vehicle is adjusted according to the obtained energy recovery intensity. For example, if the speed of the vehicle on the current slower lane is greater than the third speed threshold and less than the fourth speed threshold, the energy recovery intensity of the vehicle is increased to the medium energy recovery intensity, and if the speed of the vehicle on the current downhill lane is greater than the fourth speed threshold, the energy recovery intensity of the vehicle is increased to the strong energy recovery intensity.

In step S706, the energy recovery function of the vehicle is stopped.

In one embodiment, if the speed of the vehicle in the current slower lane is less than or equal to the first speed threshold, that is, the speed of the vehicle in the current slower lane is less than the speed limit of the current slower lane, the vehicle may end the energy recovery function without decelerating, and stop the energy recovery of the vehicle.

In step S707, the speed of the adjacent vehicle ahead of the vehicle, the inter-vehicle distance between the vehicle and the adjacent vehicle ahead are acquired; steps S708 and S709 are executed.

In the present embodiment, the adjustment of the vehicle energy recovery intensity is performed based on the speed of the adjacent vehicle ahead of the vehicle and the inter-vehicle distance between the vehicle and the adjacent vehicle ahead. It will be appreciated that in other embodiments, the adjustment of the energy recovery intensity of the vehicle may also be made based on either of the speed of an adjacent vehicle in front of the vehicle and the separation between the vehicle and the adjacent vehicle in front.

In one embodiment, when a vehicle sensor detects an adjacent vehicle ahead of a lane in which the vehicle is traveling, a speed of the adjacent vehicle ahead of the vehicle, and a vehicle distance between the vehicle and the adjacent vehicle ahead are acquired.

In step S708, it is determined whether the speed of the adjacent vehicle ahead of the vehicle is less than a second speed threshold; if yes, go to step S710; if not, step S711 is executed.

In one embodiment, it is determined whether the speed of an adjacent vehicle in front of the vehicle is less than a second speed threshold; if the speed of the adjacent vehicle in front of the vehicle is less than the second speed threshold, executing step S710; if the speed of the adjacent vehicle in front of the vehicle is greater than or equal to the second speed threshold, step S711 is executed. In one embodiment, the second speed threshold is less than the first speed threshold. For example, the second speed threshold is a smaller speed value, and the vehicle is a tortoise car when the speed of the front adjacent vehicle is smaller than the second speed threshold.

In step S709, it is determined whether a vehicle distance between the vehicle and an adjacent vehicle ahead is smaller than a first distance threshold; if yes, go to step S710; if not, step S711 is executed.

In one embodiment, whether the distance between the vehicle and the adjacent vehicle in front is smaller than a first distance threshold value is judged; if the vehicle distance between the vehicle and the adjacent vehicle in front is smaller than the first distance threshold, executing step S710; if the vehicle distance between the vehicle and the adjacent vehicle in front is greater than or equal to the first distance threshold, step S711 is executed.

In step S710, the energy recovery intensity of the vehicle is adjusted to be higher than the first energy recovery intensity or higher than the second energy recovery intensity.

In one embodiment, if the speed of the adjacent vehicle in front of the vehicle is less than the second speed threshold, that is, the adjacent vehicle in front of the vehicle is a tortoise car, the energy recovery intensity of the vehicle is adjusted to be higher than the second energy recovery intensity, for example, the energy recovery intensity is increased to be strong energy recovery intensity, the energy recovery of the vehicle is controlled, the vehicle is decelerated through a braking capability corresponding to the strong energy recovery intensity, the speed of the vehicle is rapidly reduced, so that the distance between the vehicle and the adjacent vehicle in front is kept large enough to avoid traffic accidents with the adjacent vehicle in front.

In one embodiment, if the distance between the vehicle and the adjacent vehicle in front is smaller than the first distance threshold, the energy recovery intensity of the vehicle is adjusted to be higher than the second energy recovery intensity, for example, the energy recovery intensity is adjusted to be high, the energy recovery of the vehicle is controlled, the vehicle is decelerated through the braking capacity corresponding to the high energy recovery intensity, the speed of the vehicle is rapidly reduced, the distance between the vehicle and the adjacent vehicle in front is kept sufficient, and traffic accidents are avoided being sent to the adjacent vehicle in front.

In one embodiment, the energy recovery of the vehicle may be controlled after the vehicle has changed from the faster lane to the slower lane regardless of the current speed of the vehicle and the speed of the adjacent vehicle in front of the vehicle (i.e. regardless of the speed at which the vehicle is travelling in the slower lane and regardless of the speed at which the adjacent vehicle in front is travelling in the slower lane), if the separation between the vehicle and the adjacent vehicle in front is less than the first distance threshold, the energy recovery intensity of the vehicle is adjusted to be higher, for example, to be higher than the first energy recovery intensity or to be higher than the second energy recovery intensity, and the speed of the vehicle is rapidly reduced by decelerating the vehicle with a braking capability corresponding to the higher energy recovery intensity or to be higher than the second energy recovery intensity, such that the separation between the vehicle and the adjacent vehicle in front remains sufficiently large to avoid a traffic accident with the adjacent vehicle in front.

In one embodiment, if the speed of the vehicle in the current slower lane is greater than the first speed threshold, the energy recovery intensity of the vehicle is adjusted to be a second energy recovery intensity higher than the first energy recovery intensity, the energy recovery of the vehicle is controlled, the vehicle is continuously decelerated through the braking capacity corresponding to the second energy recovery intensity, and after the speed of the vehicle is reduced, whether the speed of the vehicle in the slower lane is greater than the first speed threshold can be continuously judged; and if the speed of the vehicle in the current slower lane is still greater than the first speed threshold, adjusting the energy recovery intensity of the vehicle to be higher than the second energy recovery intensity, controlling the energy recovery of the vehicle, continuing to decelerate the vehicle through the braking capacity corresponding to the energy recovery intensity higher than the second energy recovery intensity, and reducing the speed of the vehicle until the energy recovery intensity is adjusted to be maximum, so that the speed of the vehicle is less than or equal to the speed limit of the current slower lane.

In step S711, the energy recovery intensity of the vehicle is kept unchanged.

In one embodiment, the energy recovery intensity of the vehicle is maintained if the speed of an adjacent vehicle in front of the vehicle is greater than or equal to the second speed threshold.

In one embodiment, if the distance between the vehicle and the adjacent vehicle in front is greater than or equal to the first distance threshold, the energy recovery intensity of the vehicle is kept unchanged.

Fig. 8 is a flowchart illustrating an energy recovery control method according to another embodiment of the present application.

Referring to fig. 8, an energy recovery control method includes:

in step S801, high-precision map data and traveling state information corresponding to the current position of the vehicle are acquired.

In step S802, it is determined whether the vehicle is driving into a downhill lane based on the high-precision map data; if yes, go to step S803; if not, go to step S801.

In one embodiment, the obtained high-precision map data of the current position of the vehicle comprises lane gradient data of the current position of the vehicle, and whether the vehicle drives into a downhill lane can be judged according to the lane gradient data; if yes, go to step S803; if not, go to step S801.

In step S803, the vehicle is determined to be the first energy recovery intensity.

In one embodiment, if the vehicle is determined to enter the downhill lane according to the high-precision map data of the current position of the vehicle, the vehicle is determined to be at a first energy recovery intensity (in one example, a weak energy recovery intensity), so that the vehicle starts an energy recovery function according to the first energy recovery intensity, and the vehicle is decelerated through a braking capability corresponding to the first energy recovery intensity, the speed of the vehicle is reduced, and the vehicle enters the downhill lane. It is understood that, in some embodiments, the first energy recovery strength may also correspond to no energy recovery, and if it is determined that the vehicle enters the downhill lane according to the high-precision map data of the current position of the vehicle, the energy recovery function is started, and then the automatic adjustment of the energy recovery strength is performed according to the driving state information of the vehicle.

In step S804, it is determined whether the speed of the vehicle on the downhill lane is greater than a third speed threshold; if yes, go to step S805; if not, go to step S809.

In one embodiment, when the vehicle runs on a downhill lane, whether the speed of the vehicle on the current downhill lane is greater than a third speed threshold value is judged; if the speed of the vehicle on the current downhill lane is greater than the third speed threshold, executing step S805; if the speed of the vehicle on the current downhill lane is less than or equal to the third speed threshold, step S809 is performed.

In one embodiment, the third speed threshold may be set according to the speed limit data of the current downhill lane. In some embodiments, the third speed threshold may be equal to or less than the speed limit data of the current downhill lane, and may be specifically set according to safety requirements.

In step S805, the energy recovery intensity of the vehicle is adjusted to a third energy recovery intensity that is higher than the first energy recovery intensity.

In one embodiment, if the speed of the vehicle on the current downhill lane is greater than a third speed threshold, the energy recovery intensity of the vehicle may be adjusted to be higher, for example, a third energy recovery intensity higher than the first energy recovery intensity, the energy recovery of the vehicle is controlled according to the third energy recovery intensity, and the vehicle is continuously decelerated by a braking capability corresponding to the third energy recovery intensity, so that the speed of the vehicle is rapidly reduced, and the speed of the vehicle is not greater than the speed limit of the current downhill lane. The third energy recovery intensity may be, for example, a medium energy recovery intensity.

In another embodiment, a speed range corresponding to the speed of the vehicle on the downhill lane is determined in a plurality of preset speed ranges, the energy recovery intensity corresponding to the determined speed range is obtained according to the preset corresponding relationship between the plurality of preset speed ranges and different energy recovery intensities, and the energy recovery intensity of the vehicle is adjusted according to the obtained energy recovery intensity. For example, if the speed of the vehicle on the current downhill lane is greater than the third speed threshold and less than the fourth speed threshold, the energy recovery intensity of the vehicle is adjusted to a third energy recovery intensity (in one example, an intermediate energy recovery intensity) that is higher than the first energy recovery intensity, and if the speed of the vehicle on the current downhill lane is greater than the fourth speed threshold, the energy recovery intensity of the vehicle is adjusted to a fourth energy recovery intensity (in one example, a strong energy recovery intensity) that is higher than the third energy recovery intensity.

In one embodiment, if the distance between the vehicle and the front adjacent vehicle is greater than or equal to the first distance threshold, the vehicle may also increase the energy recovery intensity to a third energy recovery intensity higher than the first energy recovery intensity, control the energy recovery of the vehicle, continue to decelerate the vehicle through a braking capability corresponding to the third energy recovery intensity, and rapidly reduce the speed of the vehicle, so that the distance between the vehicle and the front adjacent vehicle is maintained to be greater than or equal to the first distance threshold, avoid a traffic accident with the front adjacent vehicle, that is, the recovered energy can be increased while ensuring safe driving.

In the embodiment of the present application, the third energy recovery intensity and the second energy recovery intensity are not in a one-level relationship, and the third energy recovery intensity and the second energy recovery intensity may be the same energy recovery intensity or different energy recovery intensities.

In step S806, the inter-vehicle distance between the vehicle and the adjacent vehicle ahead is acquired.

In one embodiment, the vehicle travels on a downhill lane, and when the vehicle sensor detects an adjacent vehicle in front of the same downhill lane, a vehicle distance between the vehicle and the adjacent vehicle in front is acquired.

In step S807, it is determined whether the vehicle distance between the vehicle and an adjacent vehicle ahead is smaller than a first distance threshold; if not, executing step S805; if so, go to step S808.

In one embodiment, when a vehicle sensor detects an adjacent vehicle in front of the same downhill lane, it is determined whether the vehicle-to-front distance between the vehicle and the adjacent vehicle in front is less than a first distance threshold; if the vehicle distance between the vehicle and the front adjacent vehicle is greater than or equal to the first distance threshold, executing step S805; if the vehicle-to-front adjacent vehicle distance is less than the first distance threshold, step S808 is performed.

In step S808, the energy recovery intensity of the vehicle is adjusted to be higher than the third energy recovery intensity.

In one embodiment, if the speed of the vehicle on the current downhill lane is greater than the third speed threshold and the distance between the vehicle and the adjacent vehicle ahead is less than the first distance threshold, the energy recovery intensity of the vehicle is adjusted to be higher than the third energy recovery intensity, for example, to be the fourth energy recovery intensity, and the vehicle is continuously decelerated by the braking capability corresponding to the fourth energy recovery intensity, so that the speed of the vehicle is reduced more quickly, traffic accidents with the adjacent vehicle ahead are avoided, and the recovered energy can be increased.

In one embodiment, regardless of the current speed of the vehicle (i.e., regardless of the speed at which the vehicle is traveling on the downhill lane), if the separation between the vehicle and the adjacent vehicle ahead is less than the first distance threshold, the energy recovery intensity of the vehicle is adjusted to be high, e.g., a third energy recovery intensity higher than the first energy recovery intensity or a fourth energy recovery intensity higher than the third energy recovery intensity, the energy recovery of the vehicle is controlled, and the vehicle is continuously decelerated by a braking capability corresponding to the third energy recovery intensity or the fourth energy recovery intensity such that there is a sufficient separation between the vehicle and the adjacent vehicle ahead to avoid a traffic accident with the adjacent vehicle ahead.

In one embodiment, if the speed of the vehicle on the current downhill lane is greater than a third speed threshold, the energy recovery intensity of the vehicle is adjusted to be the third energy recovery intensity, the energy recovery of the vehicle is controlled, the vehicle is continuously decelerated through the braking capacity corresponding to the third energy recovery intensity, and after the speed of the vehicle is reduced, whether the speed of the vehicle on the downhill lane is greater than the third speed threshold can be continuously judged; if the speed of the vehicle on the current downhill lane is still larger than the third speed threshold, the energy recovery intensity of the vehicle is increased to a fourth energy recovery intensity, the energy recovery of the vehicle is controlled, the vehicle is continuously decelerated through the braking capacity corresponding to the energy recovery intensity higher than the third energy recovery intensity, the speed of the vehicle is reduced until the energy recovery intensity is adjusted to be the maximum, and the speed of the vehicle is enabled to be smaller than or equal to the speed limit of the current downhill lane.

In step S809, the energy recovery intensity of the vehicle is kept unchanged.

In one embodiment, if the speed of the vehicle on the current downhill lane is less than or equal to the third speed threshold, the energy recovery intensity of the vehicle is maintained at the first energy recovery intensity, and the energy recovery of the vehicle is controlled until the vehicle exits the current downhill lane.

It is understood that, in other embodiments, step S806 may be performed before step S804, or simultaneously with step S804.

In the present embodiment, the adjustment of the vehicle energy recovery strength is performed based on the speed of the vehicle on the downhill lane and the vehicle distance between the vehicle and the preceding adjacent vehicle together. In other embodiments, after it is determined that the vehicle enters the downhill lane, the adjustment of the vehicle energy recovery intensity may also be performed based on either one of the speed of the vehicle on the downhill lane and the vehicle distance to the preceding adjacent vehicle.

It is understood that, in another embodiment, when the vehicle distance between the vehicle and the adjacent vehicle in front is smaller than the first distance threshold, step S809 may be executed instead of step S808.

It is to be understood that, in another embodiment, when the vehicle distance between the vehicle and the adjacent vehicle in front is not less than the first distance threshold, step S805 may not be executed, but S809 may be executed.

The energy recovery control method shown in the embodiment of the application, when the vehicle is in different road conditions and different driving states, combine high-precision map data, the speed of the vehicle, the vehicle distance between the vehicle and the adjacent vehicle in front of the vehicle, the energy recovery function can be automatically started or the energy recovery intensity can be correspondingly increased to decelerate the vehicle, the vehicle drives in the road condition with high energy recovery intensity, the energy recovery intensity is reduced on the premise of ensuring the driving safety, the vehicle overspeed can be avoided, the driving safety and comfort of the vehicle are ensured, the energy waste caused by manually adjusting the energy recovery intensity is also avoided, the efficient energy recovery state of the vehicle can be continuously and stably maintained under different road conditions, and the energy utilization rate is improved.

Corresponding to the method embodiment, the application also provides the electronic equipment and the corresponding embodiment.

Fig. 9 is a schematic structural diagram of an electronic device according to an embodiment of the present application. It is understood that the electronic device of the present embodiment may be, for example, but not limited to, an electronic control unit of a vehicle, an automatic driving system controller, or a mobile device such as a smart navigation device, a smart phone, a smart tablet device, and the like.

Referring to fig. 9, an electronic device 900 includes a memory 910 and a processor 920.

The Processor 920 may be a Central Processing Unit (CPU), other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic device, discrete hardware component, etc. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.

The storage 910 may include various types of storage units, such as system memory, Read Only Memory (ROM), and permanent storage. Wherein the ROM may store static data or instructions for the processor 920 or other modules of the computer. The persistent storage device may be a read-write storage device. The persistent storage may be a non-volatile storage device that does not lose stored instructions and data even after the computer is powered off. In some embodiments, the persistent storage device employs a mass storage device (e.g., magnetic or optical disk, flash memory) as the persistent storage device. In other embodiments, the permanent storage may be a removable storage device (e.g., floppy disk, optical drive). The system memory may be a read-write memory device or a volatile read-write memory device, such as a dynamic random access memory. The system memory may store instructions and data that some or all of the processors require at runtime. Further, the memory 910 may include any combination of computer-readable storage media, including various types of semiconductor memory chips (e.g., DRAM, SRAM, SDRAM, flash, programmable read only memory), magnetic and/or optical disks, as well. In some embodiments, memory 910 may include a removable storage device that is readable and/or writable, such as a Compact Disc (CD), a digital versatile disc read only (e.g., DVD-ROM, dual layer DVD-ROM), a Blu-ray disc read only, an ultra-dense disc, a flash memory card (e.g., SD card, min SD card, Micro-SD card, etc.), a magnetic floppy disk, or the like. Computer-readable storage media do not contain carrier waves or transitory electronic signals transmitted by wireless or wired means.

The memory 910 has stored thereon executable code that, when processed by the processor 920, may cause the processor 920 to perform some or all of the methods described above.

According to another embodiment of the present application, the present application further provides a vehicle having the electronic device as described above.

Furthermore, the method according to the present application may also be implemented as a computer program or computer program product comprising computer program code instructions for performing some or all of the steps of the above-described method of the present application.

Alternatively, the present application may also be embodied as a computer-readable storage medium (or non-transitory machine-readable storage medium or machine-readable storage medium) having executable code (or a computer program or computer instruction code) stored thereon, which, when executed by a processor of an electronic device (or server, etc.), causes the processor to perform part or all of the various steps of the above-described method according to the present application.

The foregoing description of the embodiments of the present application has been presented for purposes of illustration and description and is not intended to be exhaustive or limited to the embodiments disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen in order to best explain the principles of the embodiments, the practical application, or improvements made to the technology in the marketplace, or to enable others of ordinary skill in the art to understand the embodiments disclosed herein.

Claims

1. An energy recovery control method, characterized by comprising:

2. The method according to claim 1, wherein the performing energy recovery control of the vehicle based on the high-accuracy map data and the travel state information includes:

3. The method according to claim 2, wherein said determining whether the vehicle currently meets a predetermined road condition based at least on the high-precision map data comprises:

judging whether the vehicle currently accords with a preset road condition or not according to the high-precision map data, and if so, determining that the vehicle currently accords with the preset road condition; alternatively, the first and second electrodes may be,

judging whether the vehicle currently accords with a preset road condition or not according to the high-precision map data; if the road condition information is in accordance with the preset road condition, acquiring road condition verification data according to the driving state information, verifying the accuracy of the high-precision map data by using the road condition verification data, and if the verification is passed, determining that the vehicle currently conforms to the preset road condition;

the running state information includes some or all of the speed, levelness, and angular velocity of the vehicle.

4. The method of claim 2, wherein the adjusting the energy recovery intensity of the vehicle based on the driving state information comprises:

wherein the driving state information includes at least one of: a speed of the vehicle, a distance between the vehicle and an adjacent vehicle on the same lane, a speed of the adjacent vehicle.

5. The method according to claim 3, wherein said determining whether the vehicle currently meets the predetermined road condition comprises at least one of:

determining whether the vehicle is changing from a faster lane to a slower lane;

judging whether the vehicle drives into a downhill lane or not;

and judging whether the vehicle is changed from a main lane to a ramp or not.

6. The method according to claim 3, wherein said determining whether the vehicle currently meets a predetermined road condition at least according to the high-precision map data comprises: judging whether the vehicle is changed from a faster lane to a slower lane or not at least according to the high-precision map data;

judging whether the speed of the vehicle in the slower lane is greater than a first speed threshold value or not, and if so, adjusting the energy recovery intensity of the vehicle to be a second energy recovery intensity higher than the first energy recovery intensity; alternatively, the first and second electrodes may be,

7. The method of claim 6, wherein the adjusting the energy recovery intensity of the vehicle based on the driving state information further comprises:

8. The method according to claim 3, wherein said determining whether the vehicle currently meets a predetermined road condition based at least on the high-precision map data comprises: judging whether the vehicle drives into a downhill lane or not at least according to the high-precision map data;

9. The method of claim 8, wherein the adjusting the energy recovery intensity of the vehicle based on the driving state information further comprises:

10. An electronic device comprising a processor, a memory; and a computer program stored on the memory and capable of running on the processor, the computer program when executed by the processor implementing the method of any one of claims 1 to 9.

11. A vehicle characterized by comprising the electronic device of claim 10.

12. A computer-readable storage medium characterized by: stored thereon executable code which, when executed by a processor of an electronic device, causes the processor to perform the method of any one of claims 1 to 9.