WO2023134605A1 - 一种汽车自适应能量回收方法、装置及汽车 - Google Patents

一种汽车自适应能量回收方法、装置及汽车 Download PDF

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Publication number
WO2023134605A1
WO2023134605A1 PCT/CN2023/071178 CN2023071178W WO2023134605A1 WO 2023134605 A1 WO2023134605 A1 WO 2023134605A1 CN 2023071178 W CN2023071178 W CN 2023071178W WO 2023134605 A1 WO2023134605 A1 WO 2023134605A1
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vehicle
distance
deceleration
vehicle speed
predicted
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English (en)
French (fr)
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王肖
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Great Wall Motor Co Ltd
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Great Wall Motor Co Ltd
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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
    • B60L7/18—Controlling the braking effect
    • 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
    • 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

Definitions

  • the present application relates to the technical field of automobiles, and more specifically, relates to an automobile self-adaptive energy recovery method, device and automobile.
  • some vehicles mainly electric vehicles or hybrid vehicles
  • energy recovery technology specifically: make full use of the vehicle's coasting time, make the vehicle transition from the natural coasting state to the braking coasting state, and let the motor Running in the state of power generation, thereby increasing the mileage.
  • the driver In the existing taxiing energy recovery strategy, the driver generally determines the taxiing time according to his own driving situation. However, during the driving process of the whole vehicle, the coasting timing is different, and there may be some additional energy loss when the available energy is recovered. For example, if the taxiing time is too early, the distance between the vehicle in front and the vehicle in front is relatively large, and the energy conversion loss caused by accelerator pedal acceleration is prone to occur; Mechanical friction losses due to active braking occur.
  • the present application discloses an automobile self-adaptive energy recovery method, device and automobile, so as to realize maximum energy recovery and ensure driving comfort.
  • a vehicle adaptive energy recovery method comprising:
  • the scene where the own vehicle is about to enter the deceleration demand is: there is a driving vehicle in front of the own vehicle, the speed of the vehicle in front is lower than the speed of the own vehicle, and the speed of the own vehicle and the The distance between vehicles in front is greater than the safety distance.
  • the obtaining the current vehicle speed of the host vehicle and the first deceleration corresponding to the current vehicle speed includes:
  • the first deceleration corresponding to the current vehicle speed is obtained from the pre-calibrated correspondence between vehicle speed and deceleration.
  • the deceleration corresponding to the predicted vehicle speed is acquired and recorded as the second deceleration
  • the judging whether the predicted vehicle distance is equal to the safety distance includes:
  • Predicting the distance traveled by the host vehicle within the preset deceleration period is recorded as a first distance, and predicting the distance traveled by the vehicle in front within the preset deceleration period is recorded as a second distance;
  • the distance difference is equal to the actual distance difference, so as to determine whether the predicted vehicle distance between the own vehicle and the vehicle in front is equal to the safety distance, wherein the actual distance difference is when the own vehicle is detected The difference between the actual distance between the own vehicle and the vehicle in front and the safety distance when it is about to enter the deceleration demand scene.
  • An automotive adaptive energy recovery device comprising:
  • a first acquiring unit configured to acquire the current vehicle speed of the host vehicle and a first deceleration corresponding to the current vehicle speed when it is detected that the host vehicle is about to enter a deceleration demand scene;
  • the first deceleration unit is used to use the current vehicle speed as the initial vehicle speed, and calculate and obtain the speed of the vehicle after a preset deceleration period in the coasting state by decelerating the initial vehicle speed according to the first deceleration predicted vehicle speed;
  • a first judging unit configured to judge whether the predicted vehicle speed is equal to the speed of the vehicle ahead of the vehicle
  • the second judging unit is configured to calculate the predicted vehicle distance between the vehicle in front and the vehicle in front after the self-vehicle passes through one preset deceleration cycle in a coasting state when the first judging unit judges yes distance, and judge whether the predicted vehicle distance is equal to the safety distance;
  • An information output unit configured to output taxiing prompt information when the second judging unit judges yes.
  • the second acquisition unit is configured to acquire the deceleration corresponding to the predicted vehicle speed when the first judgment unit judges No, and record it as the second deceleration;
  • the second deceleration unit is configured to use the predicted vehicle speed as the latest initial vehicle speed, and decelerate the latest initial vehicle speed according to the second deceleration, so that the vehicle passes through one preset deceleration period in a coasting state.
  • a third judging unit configured to judge whether the latest predicted vehicle speed is equal to the speed of the vehicle in front
  • the inter-vehicle distance re-acquisition unit is used to return to the second judgment unit when the judgment of the third judgment unit is yes, and calculate again after the vehicle passes through one preset deceleration cycle in the coasting state, The predicted vehicle distance to the vehicle ahead.
  • the second judging unit is specifically used for:
  • Predicting the distance traveled by the host vehicle within the preset deceleration period is recorded as a first distance, and predicting the distance traveled by the vehicle in front within the preset deceleration period is recorded as a second distance;
  • the distance difference is equal to the actual distance difference, so as to determine whether the predicted vehicle distance between the own vehicle and the vehicle in front is equal to the safety distance, wherein the actual distance difference is when the own vehicle is detected The difference between the actual distance between the own vehicle and the vehicle in front and the safety distance when it is about to enter the deceleration demand scene.
  • An automobile comprising a control device, the control device comprising a memory, a processor, and a computer program stored in the memory and operable on the processor, the processor implements the computer program when executing the computer program The steps of the method described above.
  • a non-volatile computer-readable storage medium stores at least one instruction, and the at least one instruction implements the steps of the above-mentioned method when executed by a processor.
  • the present application discloses a method and device for auto adaptive energy recovery and a car.
  • the current vehicle speed of the vehicle and the first corresponding to the current speed are obtained.
  • deceleration take the current vehicle speed as the initial vehicle speed, decelerate according to the first deceleration, calculate the predicted vehicle speed after a preset deceleration period of the vehicle in the coasting state, and the predicted vehicle distance between the vehicle and the vehicle in front, If the predicted speed is equal to the speed of the vehicle in front, and the predicted distance between the vehicle and the vehicle in front is equal to the safe distance, then output a sliding prompt message to the driver at this time to remind the driver to release the accelerator pedal for self-adaptive energy Recycling can make the distance between the vehicle and the vehicle in front relatively stable and maintain a safe distance after energy recovery, effectively avoiding the energy conversion loss caused by stepping on the accelerator and accelerating due to the excessive distance between the vehicles, as well as the If the distance is too small, there will be mechanical friction loss caused by active braking, so as to achieve maximum energy recovery and ensure driving comfort.
  • Fig. 1 is a flow chart of a method for auto adaptive energy recovery disclosed in the embodiment of the present application
  • FIG. 2 is a flow chart of another automobile self-adaptive energy recovery method disclosed in the embodiment of the present application.
  • Fig. 3 is a schematic diagram of a scene where the vehicle is about to enter a deceleration demand disclosed in the embodiment of the present application;
  • FIG. 4 is a schematic structural diagram of an automotive adaptive energy recovery device disclosed in an embodiment of the present application.
  • Fig. 5 is a schematic structural diagram of another vehicle adaptive energy recovery device disclosed in an embodiment of the present application.
  • the embodiment of the present application discloses a method, device and vehicle for self-adaptive energy recovery.
  • the current vehicle speed of the vehicle and the first deceleration corresponding to the current vehicle speed are obtained, and the current The vehicle speed is used as the initial vehicle speed, decelerates according to the first deceleration, and calculates the predicted vehicle speed of the vehicle after a preset deceleration period in the coasting state, and the predicted vehicle distance between the vehicle and the vehicle in front.
  • the vehicle speeds are equal, and the predicted distance between the vehicle and the vehicle in front is equal to the safe distance, then output a taxi prompt message to the driver at this time to remind the driver to release the accelerator pedal for adaptive energy recovery, which can make the vehicle After energy recovery, the distance between the vehicle and the vehicle in front is relatively stable and maintained at a safe distance, effectively avoiding the energy conversion loss caused by stepping on the accelerator due to the excessive distance between the vehicles, and the active The mechanical friction loss caused by braking can achieve maximum energy recovery and ensure driving comfort.
  • a flow chart of a method for auto adaptive energy recovery disclosed in an embodiment of the present application includes:
  • Step S101 when it is detected that the vehicle is about to enter a deceleration demand scene, acquiring the current vehicle speed of the vehicle and a first deceleration corresponding to the current vehicle speed;
  • vehicle driving related information can be obtained through tools such as radar, camera, and map installed in the vehicle, so as to obtain the upcoming deceleration demand scene in advance, calculate the taxiing time in advance according to the vehicle driving related information, and realize the efficiency of taxiing energy recovery. maximize.
  • the scene where the vehicle is about to enter the deceleration demand is: there is a driving vehicle in front of the vehicle, the speed of the vehicle in front is lower than the speed of the vehicle, and the distance between the vehicle and the vehicle in front is greater than the safety distance.
  • Step S102 using the current vehicle speed as the initial vehicle speed, by decelerating the initial vehicle speed according to the first deceleration rate, calculating the predicted vehicle speed of the vehicle after a preset deceleration cycle in the coasting state;
  • This embodiment predicts the driving trajectory of the vehicle according to the predetermined deceleration, that is, the first deceleration, and the driving trajectory is the calculation of the predicted vehicle speed in a preset deceleration period after the vehicle releases the accelerator pedal.
  • the formula is as follows:
  • Vsim V0+at (1)
  • Vsim is the predicted vehicle speed of the vehicle
  • V0 is the initial vehicle speed of the vehicle
  • a is the first deceleration
  • t is the preset deceleration period.
  • the value of the preset deceleration cycle t needs to consider the driver's reaction time of releasing the pedal.
  • the preset deceleration period t is a fixed value, and the specific value is determined according to actual needs, which is not limited in this application.
  • Step S103 judging whether the predicted vehicle speed is equal to the vehicle speed of the vehicle in front of the own vehicle, if yes, then execute step S104;
  • the predicted vehicle speed of the self-vehicle is equal to the vehicle speed of the vehicle in front, it will continue to judge whether the predicted vehicle distance between the self-vehicle and the vehicle in front is equal to the safety distance.
  • Step S104 Calculate the predicted distance between the vehicle and the vehicle in front after one preset deceleration cycle in the coasting state, and judge whether the predicted distance is equal to the safety distance, if yes, then Execute step S105;
  • Step S105 output taxiing prompt information.
  • the present application predicts whether there will be a vehicle speed of the own vehicle (that is, the predicted vehicle speed) equal to the speed of the vehicle in front in the future, and the distance between the vehicle and the vehicle in front is
  • the distance between vehicles that is, the predicted distance
  • the driver is prompted to release the accelerator pedal, and after it is detected that the driver releases the accelerator pedal, energy recovery is performed to make the vehicle follow the first deceleration. Speed reduction for maximum energy recovery and guaranteed driving comfort.
  • the present application discloses an adaptive energy recovery method for automobiles.
  • the current vehicle speed of the vehicle and the first deceleration corresponding to the current vehicle speed are obtained, and the current vehicle speed is used as The initial vehicle speed is decelerated according to the first deceleration, and the predicted vehicle speed of the vehicle after a preset deceleration period in the coasting state is calculated, as well as the predicted vehicle distance between the vehicle and the vehicle in front.
  • the predicted vehicle speed and the distance between the vehicle in front When the vehicle speeds are equal and the predicted distance between the vehicle and the vehicle in front is equal to the safe distance, the distance between the vehicle and the vehicle in front is relatively stable and maintained at the safe distance.
  • the taxi prompt information is output to the driver.
  • To remind the driver to release the accelerator pedal for adaptive energy recovery which can effectively avoid the energy conversion loss caused by stepping on the accelerator to accelerate due to the excessive distance between the vehicles, and the mechanical friction loss caused by active braking due to the small distance between the vehicles. This enables maximum energy recovery and ensures driving comfort.
  • the application can also obtain the maximum energy recovery torque by performing the coasting operation. While improving comfort, reduce the frequency of stepping on the brakes.
  • step S101 may specifically include:
  • the first deceleration corresponding to the current vehicle speed is obtained.
  • the corresponding relationship between vehicle speed and deceleration can be obtained through test calibration.
  • the calibration process it can be based on the driving state of the own vehicle, the driving state of the vehicle in front, and the safety distance, etc., and the driving state can include: speed, acceleration, and position information.
  • the present application in order to prevent the deceleration obtained from the initial calibration from causing a jump in the vehicle speed of the vehicle volume, the present application also performs filtering processing on the deceleration when determining the corresponding relationship between the vehicle speed and the deceleration.
  • this application predicts the predicted vehicle speed after a preset deceleration cycle based on the current vehicle speed of the vehicle and the corresponding deceleration, when the predicted vehicle speed is not equal to the speed of the vehicle in front, it indicates that the current vehicle speed of the vehicle is After the vehicle speed has been decelerated for a preset deceleration cycle, the vehicle speed has not been decelerated to a vehicle speed equal to the vehicle speed of the vehicle in front. In this case, the obtained predicted vehicle speed needs to be decelerated again.
  • step S103 is judged as no , which can also include:
  • Step S106 obtaining the deceleration corresponding to the predicted vehicle speed, and denoting it as the second deceleration;
  • the second deceleration corresponding to the predicted vehicle speed is also obtained from the pre-calibrated correspondence between vehicle speed and deceleration.
  • Step S107 taking the predicted vehicle speed as the latest initial vehicle speed, and decelerating the latest initial vehicle speed according to the second deceleration to obtain the latest predicted vehicle speed of the vehicle after a preset deceleration cycle in the coasting state;
  • the expression of the latest predicted vehicle speed can refer to formula (1).
  • Vsim is the latest predicted vehicle speed of the vehicle
  • V0 is the predicted vehicle speed of the vehicle
  • a is the second deceleration
  • t is the preset deceleration cycle.
  • Step S108 judging whether the latest predicted vehicle speed is equal to the vehicle speed of the vehicle in front, if yes, return to step S104, and calculate again the distance between the vehicle in the coasting state and the vehicle in front after one preset deceleration period. the predicted distance between vehicles;
  • step S106 when the latest predicted vehicle speed is not equal to the vehicle speed of the vehicle in front, return to step S106, and again use the latest predicted vehicle speed as the latest initial vehicle speed to perform deceleration operation.
  • step S104 determines whether the determination in step S104 is no, continue to execute step S106.
  • step S104 judging whether the distance between the own vehicle and the vehicle in front is equal to the safety distance specifically includes:
  • the actual distance difference is the difference between the actual distance between the own vehicle and the preceding vehicle and the safety distance when it is detected that the own vehicle is about to enter a deceleration demand scene.
  • taxiing prompt information is output. Since the predicted distance between the vehicle in front and the vehicle in front is predicted, the vehicle cannot directly detect this parameter in real time using equipment such as radar. Based on this, the present application calculates the distance difference between the vehicle and the vehicle in front when the speeds of the vehicle and the vehicle in front are equal, that is, the distance difference between the first distance and the second distance in this embodiment.
  • the distance difference is equal to L3, it indicates During the deceleration process of the vehicle to the speed of the vehicle in front, the total travel distance is L3 longer than that of the vehicle in front, so that the speed of the vehicle and the vehicle in front are equal, and the distance between the vehicle and the vehicle in front is equal to the safety distance.
  • the present application also discloses an adaptive energy recovery device for automobiles.
  • FIG. 4 a schematic structural diagram of an automotive adaptive energy recovery device disclosed in an embodiment of the present application, the device includes:
  • the first acquiring unit 201 is configured to acquire the current vehicle speed of the host vehicle and a first deceleration corresponding to the current vehicle speed when it is detected that the host vehicle is about to enter a deceleration demand scene;
  • relevant information about vehicle driving can be obtained through tools such as radar, camera, and map installed in the vehicle, so as to obtain the upcoming deceleration demand scene in advance and maximize the energy recovery of taxiing.
  • the scene where the vehicle is about to enter the deceleration demand is: there is a driving vehicle in front of the vehicle, the speed of the vehicle in front is lower than the speed of the vehicle, and the distance between the vehicle and the vehicle in front is greater than the safety distance.
  • the first deceleration unit 202 is used to use the current vehicle speed as the initial vehicle speed, and by decelerating the initial vehicle speed according to the first deceleration, calculate and obtain that the vehicle passes through a preset deceleration cycle in the coasting state The predicted speed of the vehicle;
  • the driving trajectory of the vehicle is determined, and the driving trajectory is the calculation of the predicted vehicle speed in a preset deceleration period after the vehicle releases the accelerator pedal.
  • the formula is as follows:
  • Vsim V0+at (1)
  • Vsim is the predicted vehicle speed of the vehicle
  • V0 is the initial vehicle speed of the vehicle
  • a is the first deceleration
  • t is the preset deceleration period.
  • the value of the preset deceleration cycle t needs to consider the driver's reaction time of releasing the pedal.
  • the preset deceleration period t is a fixed value, and the specific value is determined according to actual needs, which is not limited in this application.
  • a first judging unit 203 configured to judge whether the predicted vehicle speed is equal to the vehicle speed of the vehicle in front of the vehicle;
  • the second judging unit 204 is configured to calculate the distance between the vehicle in front and the vehicle in front after the self-vehicle passes through one preset deceleration period in a coasting state if the judgment of the first judging unit 203 is yes. Predicting the vehicle distance, and judging whether the predicted vehicle distance is equal to the safety distance;
  • the information output unit 205 is configured to output taxiing prompt information when the second judging unit 204 judges yes.
  • the present application predicts whether there will be a vehicle speed of the own vehicle (that is, the predicted vehicle speed) equal to the speed of the vehicle in front in the future, and the distance between the vehicle and the vehicle in front is
  • the distance between vehicles that is, the predicted distance
  • the driver is prompted to release the accelerator pedal, and after it is detected that the driver releases the accelerator pedal, energy recovery is performed to make the vehicle follow the first deceleration. Speed reduction for maximum energy recovery and guaranteed driving comfort.
  • the present application discloses an adaptive energy recovery device for automobiles.
  • the current vehicle speed of the vehicle and the first deceleration corresponding to the current vehicle speed are obtained, and the current vehicle speed is used as The initial vehicle speed is decelerated according to the first deceleration, and the predicted vehicle speed of the vehicle after a preset deceleration period in the coasting state is calculated, as well as the predicted vehicle distance between the vehicle and the vehicle in front.
  • the application outputs a taxi prompt message to the driver at this moment to remind the driver to release the accelerator pedal for adaptive energy recovery, which can make the vehicle After energy recovery, the distance between the vehicle and the vehicle in front is relatively stable and maintained at a safe distance, effectively avoiding the energy conversion loss caused by stepping on the accelerator due to the excessive distance between the vehicles, and the active
  • the mechanical friction loss caused by braking can achieve maximum energy recovery and ensure driving comfort.
  • the application can also obtain the maximum energy recovery torque by performing the coasting operation. While improving comfort, reduce the frequency of stepping on the brakes.
  • the first acquiring unit 201 may specifically be used for:
  • the first deceleration corresponding to the current vehicle speed is obtained.
  • the corresponding relationship between vehicle speed and deceleration can be obtained through test calibration.
  • the calibration process it can be based on the driving state of the own vehicle, the driving state of the vehicle in front, and the safety distance, etc., and the driving state can include: speed, acceleration, and position information.
  • the present application in order to prevent the deceleration obtained from the initial calibration from causing a jump in the vehicle speed of the vehicle volume, the present application also performs filtering processing on the deceleration when determining the corresponding relationship between the vehicle speed and the deceleration.
  • this application predicts the predicted vehicle speed after a preset deceleration cycle based on the current vehicle speed of the vehicle and the corresponding deceleration, when the predicted vehicle speed is not equal to the speed of the vehicle in front, it indicates that the current vehicle speed of the vehicle is After the vehicle speed has been decelerated for a preset deceleration cycle, the vehicle speed has not been decelerated to a vehicle speed equal to the vehicle speed of the vehicle in front. In this case, the obtained predicted vehicle speed needs to be decelerated again.
  • FIG. 5 is a schematic structural diagram of another automobile adaptive energy recovery device disclosed in the embodiment of the present application.
  • the device may also include:
  • the second acquisition unit 206 is configured to acquire the deceleration corresponding to the predicted vehicle speed when the first judgment unit 203 judges No, and record it as the second deceleration;
  • the second deceleration corresponding to the predicted vehicle speed is also obtained from the pre-calibrated correspondence between vehicle speed and deceleration.
  • the second deceleration unit 207 is configured to use the predicted vehicle speed as the latest initial vehicle speed, and decelerate the latest initial vehicle speed according to the second deceleration, so that the vehicle undergoes one preset deceleration in a coasting state.
  • a third judging unit 208 configured to judge whether the latest predicted vehicle speed is equal to the vehicle speed of the vehicle in front;
  • the expression of the latest predicted vehicle speed can refer to formula (1).
  • Vsim is the latest predicted vehicle speed of the vehicle
  • V0 is the predicted vehicle speed of the vehicle
  • a is the second deceleration
  • t is the preset deceleration cycle.
  • the inter-vehicle distance acquisition unit 209 is used to return to the second determination unit 204 when the determination of the third determination unit 208 is yes, and calculate again the distance after the vehicle passes through one preset deceleration cycle in the coasting state. , the predicted vehicle distance from the preceding vehicle.
  • the second judging unit 204 may specifically be used for:
  • Predicting the distance traveled by the host vehicle within the preset deceleration period is recorded as a first distance, and predicting the distance traveled by the vehicle in front within the preset deceleration period is recorded as a second distance;
  • the distance difference is equal to the actual distance difference, so as to determine whether the predicted vehicle distance between the own vehicle and the vehicle in front is equal to the safety distance, wherein the actual distance difference is when the own vehicle is detected The difference between the actual distance between the own vehicle and the vehicle in front and the safety distance when it is about to enter the deceleration demand scene.
  • the present application also discloses an automobile, which includes a control device, the control device includes a memory, a processor, and a computer program stored in the memory and operable on the processor, the processor When the computer program is executed, the vehicle self-adaptive energy recovery is realized.
  • the control device includes a memory, a processor, and a computer program stored in the memory and operable on the processor, the processor
  • the computer program When the computer program is executed, the vehicle self-adaptive energy recovery is realized.
  • the process of the vehicle self-adaptive energy recovery please refer to the corresponding part of the above-mentioned embodiments, which will not be repeated here.
  • the present application also discloses a non-volatile computer-readable storage medium, the non-volatile computer-readable storage medium stores at least one instruction, and when the at least one instruction is executed by a processor, the vehicle self-adaptive energy recovery is realized, and the vehicle realizes
  • the process of adaptive energy recovery refer to the corresponding part of the foregoing embodiment for details, and details are not repeated here.
  • the integrated module/unit is realized in the form of a software function unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on such an understanding, all or part of the processes in the methods of the above-mentioned embodiments in the present application can also be completed by instructing related hardware through computer programs, and the computer programs can be stored in a non-volatile computer-readable storage medium In this example, when the computer program is executed by the processor, the steps of the above-mentioned embodiments of the vehicle adaptive energy recovery method can be realized.
  • the computer program includes computer program code
  • the computer program code may be in the form of source code, object code, executable file or some intermediate form.
  • the computer-readable storage medium may include: any entity or device capable of carrying the computer program code, recording medium, U disk, removable hard disk, magnetic disk, optical disk, computer memory, read-only memory (Read-Only Memory, ROM) ), random access memory (Random Access Memory, RAM), electric carrier signal, telecommunication signal and software distribution medium, etc. It should be noted that the content contained in the computer-readable storage medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable Storage media excludes electrical carrier signals and telecommunication signals.

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Abstract

本申请公开了一种汽车自适应能量回收方法、装置及汽车，当检测到本车辆即将进入减速需求场景时，获取本车辆的当前车速以及与当前车速对应的第一减速度，将当前车速按照第一减速度进行减速，得到本车辆在滑行状态下经过一个预设减速周期后的预测车速以及本车辆与前方车辆之间的预测车距，若预测车速与前方车辆的车速相等且预测车距等于安全车距，则此时向驾驶员输出滑行提示信息，从而可以使得本车辆在进行能量回收后，与前方车辆之间的车距相对稳定且维持在安全车距，有效避免因车距过大出现踩油门加速带来的能量转换损失，以及因车距过小出现主动制动带来的机械摩擦损失，实现最大能量回收并能保证驾驶的舒适性。

Description

一种汽车自适应能量回收方法、装置及汽车
本申请要求于2022年01月14日提交中国专利局、申请号为202210042422.X、发明名称为“一种汽车自适应能量回收方法、装置及汽车”的国内申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及汽车技术领域，更具体的说，涉及一种汽车自适应能量回收方法、装置及汽车。
背景技术
为了最大限度的节能，目前一些汽车(主要为电动汽车或混动汽车)已存在能量回收技术，具体为：充分利用汽车的滑行时间，使车辆由自然滑行状态转换至制动滑行状态，让电机运行于发电状态，从而增加续驶里程。
现有的滑行能量回收策略，一般由驾驶员根据自身驾驶情况，自行确定滑行时刻。然而，在整车驾驶过程中，滑行时机不同，可用能量在进行回收时可能会存在一些额外的能量损失。比如，滑行时刻过早，本车与前车之间的距离较大，容易出现因踩油门加速带来的能量转换损失；滑行时刻过晚，本车与前车之间的距离变短，容易出现因主动制动带来的机械摩擦损失。
因此，如何在车辆滑行过程中最大限度的进行能量回收成为本领域技术人员亟需解决的技术问题。
发明内容
有鉴于此，本申请公开一种汽车自适应能量回收方法、装置及汽车，以实现最大能量回收，并能保证驾驶的舒适性。
一种汽车自适应能量回收方法，包括：
当检测到本车辆即将进入减速需求场景时，获取所述本车辆的当前车速以及与所述当前车速对应的第一减速度；
将所述当前车速作为初始车速，通过对所述初始车速按照所述第一减速度进行减速，计算所述本车辆在滑行状态下经过一个预设减速周期后的预测车速；
判断所述预测车速与所述本车辆的前方车辆的车速是否相等；
如果是，则计算所述本车辆在滑行状态下经过一个所述预设减速周期后，与所述前方车辆之间的预测车距，并判断所述预测车距是否等于安全距离；
如果是，则输出滑行提示信息。
可选的，所述本车辆即将进入减速需求场景为：所述本车辆的前方有正在行驶的车辆，所述前方车辆的车速低于所述本车辆的车速，且所述本车辆与所述前方车辆之间的车距大于所述安全距离。
可选的，所述获取所述本车辆的当前车速以及与所述当前车速对应的第一减速度，包括：
获取所述本车辆的所述当前车速；
从预先标定的车速与减速度的对应关系中，获取所述当前车速对应的所述第一减速度。
可选的，还包括：
当所述预测车速与所述前方车辆的车速不相等时，获取所述预测车速对应的减速度，记为第二减速度；
将所述预测车速作为最新初始车速，对所述最新初始车速按照所述第二减速度进行减速，得到所述本车辆在滑行状态下经过一个所述预设减速周期后的最新预测车速；
判断所述最新预测车速与所述前方车辆的车速是否相等；
如果是，则再次计算所述本车辆在滑行状态下经过一个所述预设减速周期后，与所述前方车辆之间的预测车距。
可选的，还包括：
当所述预测车距不等于所述安全距离时，获取所述预测车速对应的减速度，记为第二减速度；
将所述预测车速作为最新初始车速，对所述最新初始车速按照所述第二减速度进行减速，得到所述本车辆在滑行状态下经过一个所述预设减速 周期后的最新预测车速；
判断所述最新预测车速与所述前方车辆的车速是否相等；
如果是，则再次计算所述本车辆在滑行状态下经过一个所述预设减速周期后，与所述前方车辆之间的预测车距。
可选的，所述判断所述预测车距是否等于安全距离，包括：
预测所述本车辆在所述预设减速周期内行驶的距离，记为第一距离，以及预测所述前方车辆在所述预设减速周期内行驶的距离，记为第二距离；
计算所述第一距离和所述第二距离之间的距离差；
判断所述距离差是否等于实际距离差，以确定所述本车辆与所述前方车辆之间的预测车距是否等于所述安全距离，其中，所述实际距离差为在检测到所述本车辆即将进入减速需求场景时，所述本车辆与所述前方车辆之间的实际距离与所述安全距离的差值。
一种汽车自适应能量回收装置，包括：
第一获取单元，用于当检测到本车辆即将进入减速需求场景时，获取所述本车辆的当前车速以及与所述当前车速对应的第一减速度；
第一减速单元，用于将所述当前车速作为初始车速，通过对所述初始车速按照所述第一减速度进行减速，计算得到所述本车辆在滑行状态下经过一个预设减速周期后的预测车速；
第一判断单元，用于判断所述预测车速与所述本车辆的前方车辆的车速是否相等；
第二判断单元，用于在所述第一判断单元判断为是的情况下，计算所述本车辆在滑行状态下经过一个所述预设减速周期后，与所述前方车辆之间的预测车距，并判断所述预测车距是否等于安全距离；
信息输出单元，用于在所述第二判断单元判断为是的情况下，输出滑行提示信息。
可选的，还包括：
第二获取单元，用于在所述第一判断单元判断为否的情况下，获取所述预测车速对应的减速度，记为第二减速度；
第二减速单元，用于将所述预测车速作为最新初始车速，对所述最新初始车速按照所述第二减速度进行减速，得到所述本车辆在滑行状态下经 过一个所述预设减速周期后的最新预测车速；
第三判断单元，用于判断所述最新预测车速与所述前方车辆的车速是否相等；
车距再次获取单元，用于在所述第三判断单元判断为是的情况下，返回所述第二判断单元，再次计算所述本车辆在滑行状态下经过一个所述预设减速周期后，与所述前方车辆之间的预测车距。
可选的，所述第二判断单元具体用于：
预测所述本车辆在所述预设减速周期内行驶的距离，记为第一距离，以及预测所述前方车辆在所述预设减速周期内行驶的距离，记为第二距离；
计算所述第一距离和所述第二距离之间的距离差；
判断所述距离差是否等于实际距离差，以确定所述本车辆与所述前方车辆之间的预测车距是否等于所述安全距离，其中，所述实际距离差为在检测到所述本车辆即将进入减速需求场景时，所述本车辆与所述前方车辆之间的实际距离与所述安全距离的差值。
一种汽车，包括一种控制装置，所述控制装置包括存储器、处理器以及存储在所述存储器中并可在所述处理器上运行的计算机程序，所述处理器执行所述计算机程序时实现上述所述方法的步骤。
一种非易失性计算机可读存储介质，所述非易失性计算机可读存储介质存储至少一个指令，所述至少一个指令被处理器执行时实现上述所述方法的步骤。
从上述的技术方案可知，本申请公开了一种汽车自适应能量回收方法、装置及汽车，当检测到本车辆即将进入减速需求场景时，获取本车辆的当前车速以及与当前车速对应的第一减速度，将当前车速作为初始车速，按照第一减速度进行减速，计算得到本车辆在滑行状态下经过一个预设减速周期后的预测车速，以及本车辆与前方车辆之间的预测车距，若预测车速与前方车辆的车速相等，且本车辆与前方车辆之间的预测车距等于安全车距，则此时向驾驶员输出滑行提示信息，来提醒驾驶员松开加速踏板进行自适应能量回收，可以使得本车辆在进行能量回收后，与前方车辆之间的车距相对稳定且维持在安全车距，有效避免因车距过大出现踩油门加速带 来的能量转换损失，以及因车距过小出现主动制动带来的机械摩擦损失，从而实现最大能量回收，并能保证驾驶的舒适性。
附图说明
为了更清楚地说明本申请实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本申请的实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据公开的附图获得其他的附图。
图1为本申请实施例公开的一种汽车自适应能量回收方法流程图；
图2为本申请实施例公开的另一种汽车自适应能量回收方法流程图；
图3为本申请实施例公开的一种本车辆即将进入减速需求场景的示意图；
图4为本申请实施例公开的一种汽车自适应能量回收装置的结构示意图；
图5为本申请实施例公开的另一种汽车自适应能量回收装置的结构示意图。
具体实施方式
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
本申请实施例公开了一种汽车自适应能量回收方法、装置及汽车，当检测到本车辆即将进入减速需求场景时，获取本车辆的当前车速以及与当前车速对应的第一减速度，将当前车速作为初始车速，按照第一减速度进行减速，计算得到本车辆在滑行状态下经过一个预设减速周期后的预测车速，以及本车辆与前方车辆之间的预测车距，若预测车速与前方车辆的车速相等，且本车辆与前方车辆之间的预测车距等于安全车距，则此时向驾 驶员输出滑行提示信息，来提醒驾驶员松开加速踏板进行自适应能量回收，可以使得本车辆在进行能量回收后，与前方车辆之间的车距相对稳定且维持在安全车距，有效避免因车距过大出现踩油门加速带来的能量转换损失，以及因车距过小出现主动制动带来的机械摩擦损失，从而实现最大能量回收，并能保证驾驶的舒适性。
参见图1，本申请实施例公开的一种汽车自适应能量回收方法流程图，该方法包括：
步骤S101、当检测到本车辆即将进入减速需求场景时，获取所述本车辆的当前车速以及与所述当前车速对应的第一减速度；
在实际应用中，可以通过本车辆中安装的雷达、摄像头和地图等工具获取车辆行驶相关信息，以便提前获取即将到来的减速需求场景，根据车辆行驶相关信息提前计算滑行时刻，实现滑行能量回收的最大化。
本实施例中的本车辆即将进入减速需求场景为：本车辆的前方有正在行驶的车辆，前方车辆的车速低于本车辆的车速，且本车辆和前方车辆之间的车距大于安全距离。
通常车速越高减速度越大，不同的驾驶模式对应的减速度不同。
步骤S102、将所述当前车速作为初始车速，通过对所述初始车速按照所述第一减速度进行减速，计算到所述本车辆在滑行状态下经过一个预设减速周期后的预测车速；
本实施例根据既定的减速度，也即第一减速度，预测本车辆的行驶轨迹，该行驶轨迹也即本车辆松开加速踏板后，在一个预设减速周期的车速路线，预测车速的计算公式如下：
Vsim＝V0+at  (1)；
式中，Vsim为本车辆的预测车速，V0为本车辆的初始车速，a为第一减速度，t为预设减速周期。
需要说明的是，考虑驾驶员的反应时间，预设减速周期t在取值时，需要考虑驾驶员松踏板的反应时间。本实施例中，预设减速周期t为一个定值，具体取值依据实际需要而定，本申请在此不做限定。
步骤S103、判断所述预测车速与所述本车辆的前方车辆的车速是否相等，如果是，则执行步骤S104；
可以理解的是，若前方车辆的车速大于本车辆的车速，两车之间的车距会持续变大；若前方车辆的车速小于本车辆的车速，两车之间的车距会持续变小，有碰撞的风险；当前方车辆的车速与本车辆的车速相等时，两车之间的车距不变，且该车距等于安全车距是最理想的状态。
因此，若本车辆的预测车速与前方车辆的车速相等时，会继续判断本车辆与前方车辆之间的预测车距是否等于安全距离。
步骤S104、计算所述本车辆在滑行状态下经过一个所述预设减速周期后，与所述前方车辆之间的预测车距，并判断所述预测车距是否等于安全距离，如果是，则执行步骤S105；
步骤S105、输出滑行提示信息。
需要说明的是，本申请根据本车辆的当前车速和对应的第一减速度，来预测未来是否存在本车辆的车速(即预测车速)与前方车辆的车速相等，且本车辆与前方车辆之间的车距(即预测车距)等于安全距离的时刻，当存在时，提示驾驶员松开加速踏板，且检测到驾驶员松开加速踏板后，再进行能量回收，以使车辆按照第一减速度减速，从而实现最大能量回收，并保证驾驶的舒适性。
综上可知，本申请公开了一种汽车自适应能量回收方法，当检测到本车辆即将进入减速需求场景时，获取本车辆的当前车速以及与当前车速对应的第一减速度，将当前车速作为初始车速，按照第一减速度进行减速，计算得到本车辆在滑行状态下经过一个预设减速周期后的预测车速，以及本车辆与前方车辆之间的预测车距，当预测车速与前方车辆的车速相等，且本车辆与前方车辆之间的预测车距等于安全车距时，本车辆与前方车辆之间的车距相对稳定且维持在安全车距，此时向驾驶员输出滑行提示信息，来提醒驾驶员松开加速踏板进行自适应能量回收，可以有效避免因车距过大出现踩油门加速带来的能量转换损失，以及因车距过小出现主动制动带来的机械摩擦损失，从而实现最大能量回收，并能保证驾驶的舒适性。
另外，本申请在本车辆的预测车速与前方车辆的车速相等，且本车辆与前方车辆之间的预测车距等于安全车距时，执行滑行操作，还可以获得最大能量回收扭矩，在保证驾驶舒适性的同时，减少踩制动的频率。
为进一步优化上述实施例，步骤S101具体可以包括：
获取本车辆的当前车速；
从预先标定的车速与减速度的对应关系中，获取当前车速对应的第一减速度。
在实际应用中，车速与减速度的对应关系可以通过试验标定获得。在标定过程中，可以基于本车辆的行驶状态、前方车辆的行驶状态以及安全距离等，行驶状态可以包括：速度、加速度和位置信息等。
通常车速越高减速度越大，不同的驾驶模式对应的减速度不同。在进行减速度标定时，需要考虑驾驶的平顺性及舒适性。
其中，为防止初始标定得到的减速度使本车量的车速出现跳变，本申请在确定车速与减速度的对应关系时，还会对减速度进行滤波处理。
需要特别说明的是，由于本申请是根据本车辆的当前车速和对应的减速度来预测一个预设减速周期后的预测车速，当预测车速与前方车辆的车速不相等时，表明本车辆的当前车速经过一个预设减速周期的减速后，未减速至与前方车辆的车速相等的车速，在这种情况下，需要对得到的预测车速再次进行减速。
因此，为进一步优化上述实施例，参见图2，本申请另一实施例公开的一种汽车自适应能量回收方法流程图，在图1所示实施例的基础上，当步骤S103判断为否时，还可以包括：
步骤S106、获取预测车速对应的减速度，记为第二减速度；
需要特别说明的是，本申请在进行减速度标定时，考虑了两车之间的车距、相对速度等因素，因此，当本车辆的当前车速经过一个预设减速周期的减速后，不会减速至低于前方车辆的车速。
预测车速对应的第二减速度也是从预先标定的车速与减速度的对应关系中获取。
步骤S107、将预测车速作为最新初始车速，对所述最新初始车速按照所述第二减速度进行减速，得到所述本车辆在滑行状态下经过一个预设减速周期后的最新预测车速；
本实施例中，最新预测车速的表达式可以参见公式(1)，此时，Vsim为本车辆的最新预测车速，V0为本车辆的预测车速，a为第二减速度，t为预设减速周期。
步骤S108、判断最新预测车速与所述前方车辆的车速是否相等，如果是，则返回执行步骤S104，再次计算所述本车辆在滑行状态下经过一个所述预设减速周期后，与所述前方车辆之间的预测车距；
需要说明的是，当最新预测车速与前方车辆的车速不相等时，返回步骤S106，再次将最新预测车速作为最新初始车速，执行减速操作。
需要说明的是，当步骤S104判断为否时，继续执行步骤S106。
为进一步优化上述实施例，步骤S104判断本车辆与前方车辆之间的车距是否等于安全距离的过程具体包括：
(1)预测本车辆在预设减速周期内行驶的距离，记为第一距离，以及预测前方车辆在所述预设减速周期内行驶的距离，记为第二距离；
(2)计算所述第一距离和所述第二距离之间的距离差；
(3)判断所述预测距离差是否等于实际距离差，以确定所述本车辆与所述前方车辆之间的车距是否等于所述安全距离。
其中，所述实际距离差为在检测到所述本车辆即将进入减速需求场景时，所述本车辆与所述前方车辆之间的实际距离与所述安全距离的差值。
具体的，详见图3所示的本车辆即将进入减速需求场景的示意图，本车辆的当前车速用V1表示，前方车辆的车速用V2表示，当本车辆即将进入减速需求场景时，本车辆与前方车辆之间的实际距离为L1，本车辆与前方车辆之间的安全距离为L2，因此，本车辆与前方车辆之间的在初始时的实际距离差为L3＝L1-L2。
本实施例是在预测到本车辆的车速与前方车辆的车速相等，且本车辆与前方车辆之间的预测距离等于安全距离时，输出滑行提示信息。由于本车辆与前方车辆之间的预测距离是预测得到的，因此，本车辆是无法实时直接利用雷达等设备检测得到该参数。基于此，本申请计算本车辆和前方车辆的车速相等时，两车行驶的距离差，也即本实施例中的第一距离和第二距离的距离差，当该距离差等于L3时，表明本车辆减速至前方车辆的速度过程中，总行驶距离比前方车辆多行驶L3，从而实现本车辆和前方车辆车速相等，且本车辆和前方车辆之间的车距等于安全距离。
与上述方法实施例相对应，本申请还公开了一种汽车自适应能量回收装置。
参见图4，本申请实施例公开的一种汽车自适应能量回收装置的结构示意图，该装置包括：
第一获取单元201，用于当检测到本车辆即将进入减速需求场景时，获取所述本车辆的当前车速以及与所述当前车速对应的第一减速度；
在实际应用中，可以通过本车辆中安装的雷达、摄像头和地图等工具获取车辆行驶相关信息，以便提前获取即将到来的减速需求场景，实现滑行能量回收的最大化。
本实施例中的本车辆即将进入减速需求场景为：本车辆的前方有正在行驶的车辆，前方车辆的车速低于本车辆的车速，且本车辆和前方车辆之间的车距大于安全距离。
通常车速越高减速度越大，不同的驾驶模式对应的减速度不同。
第一减速单元202，用于将所述当前车速作为初始车速，通过对所述初始车速按照所述第一减速度进行减速，计算得到所述本车辆在滑行状态下经过一个预设减速周期后的预测车速；
本实施例根据既定的减速度，也即第一减速度，确定本车辆的行驶轨迹，该行驶轨迹也即本车辆松开加速踏板后，在一个预设减速周期的车速路线，预测车速的计算公式如下：
Vsim＝V0+at  (1)；
式中，Vsim为本车辆的预测车速，V0为本车辆的初始车速，a为第一减速度，t为预设减速周期。
需要说明的是，考虑驾驶员的反应时间，预设减速周期t在取值时，需要考虑驾驶员松踏板的反应时间。本实施例中，预设减速周期t为一个定值，具体取值依据实际需要而定，本申请在此不做限定。
第一判断单元203，用于判断所述预测车速与所述本车辆的前方车辆的车速是否相等；
可以理解的是，若前方车辆的车速大于本车辆的车速，两车之间的车距会持续变大；若前方车辆的车速小于本车辆的车速，两车之间的车距会持续变小，有碰撞的风险；当前方车辆的车速与本车辆的车速相等时，两车之间的车距不变，且该车距等于安全车距是最理想的状态。
因此，若本车辆的预测车速与前方车辆的车速相等时，会继续判断本 车辆与前方车辆之间的预测车距是否等于安全距离。
第二判断单元204，用于在所述第一判断单元203判断为是的情况下，计算所述本车辆在滑行状态下经过一个所述预设减速周期后，与所述前方车辆之间的预测车距，并判断所述预测车距是否等于安全距离；
信息输出单元205，用于在所述第二判断单元204判断为是的情况下，输出滑行提示信息。
需要说明的是，本申请根据本车辆的当前车速和对应的第一减速度，来预测未来是否存在本车辆的车速(即预测车速)与前方车辆的车速相等，且本车辆与前方车辆之间的车距(即预测车距)等于安全距离的时刻，当存在时，提示驾驶员松开加速踏板，且检测到驾驶员松开加速踏板后，再进行能量回收，以使车辆按照第一减速度减速，从而实现最大能量回收，并保证驾驶的舒适性。
综上可知，本申请公开了一种汽车自适应能量回收装置，当检测到本车辆即将进入减速需求场景时，获取本车辆的当前车速以及与当前车速对应的第一减速度，将当前车速作为初始车速，按照第一减速度进行减速，计算得到本车辆在滑行状态下经过一个预设减速周期后的预测车速，以及本车辆与前方车辆之间的预测车距，若预测车速与前方车辆的车速相等，且本车辆与前方车辆之间的预测车距等于安全车距，则本申请在此刻向驾驶员输出滑行提示信息，来提醒驾驶员松开加速踏板进行自适应能量回收，可以使得本车辆在进行能量回收后，与前方车辆之间的车距相对稳定且维持在安全车距，有效避免因车距过大出现踩油门加速带来的能量转换损失，以及因车距过小出现主动制动带来的机械摩擦损失，从而实现最大能量回收，并能保证驾驶的舒适性。
另外，本申请在本车辆的预测车速与前方车辆的车速相等，且本车辆与前方车辆之间的预测车距等于安全车距时，执行滑行操作，还可以获得最大能量回收扭矩，在保证驾驶舒适性的同时，减少踩制动的频率。
为进一步优化上述实施例，第一获取单元201具体可以用于：
获取本车辆的当前车速；
从预先标定的车速与减速度的对应关系中，获取当前车速对应的第一减速度。
在实际应用中，车速与减速度的对应关系可以通过试验标定获得。在标定过程中，可以基于本车辆的行驶状态、前方车辆的行驶状态以及安全距离等，行驶状态可以包括：速度、加速度和位置信息等。
通常车速越高减速度越大，不同的驾驶模式对应的减速度不同。在进行减速度标定时，需要考虑驾驶的平顺性及舒适性。
其中，为防止初始标定得到的减速度使本车量的车速出现跳变，本申请在确定车速与减速度的对应关系时，还会对减速度进行滤波处理。
需要特别说明的是，由于本申请是根据本车辆的当前车速和对应的减速度来预测一个预设减速周期后的预测车速，当预测车速与前方车辆的车速不相等时，表明本车辆的当前车速经过一个预设减速周期的减速后，未减速至与前方车辆的车速相等的车速，在这种情况下，需要对得到的预测车速再次进行减速。
因此，为进一步优化上述实施例，参见图5，本申请实施例公开的另一种汽车自适应能量回收装置的结构示意图，在图4所示实施例的基础上，该装置还可以包括：
第二获取单元206，用于在所述第一判断单元203判断为否的情况下，获取所述预测车速对应的减速度，记为第二减速度；
需要特别说明的是，本申请在进行减速度标定时，考虑了两车之间的车距、相对速度等因素，因此，当本车辆的当前车速经过一个预设减速周期的减速后，不会减速至低于前方车辆的车速。
预测车速对应的第二减速度也是从预先标定的车速与减速度的对应关系中获取。
第二减速单元207，用于将所述预测车速作为最新初始车速，对所述最新初始车速按照所述第二减速度进行减速，得到所述本车辆在滑行状态下经过一个所述预设减速周期后的最新预测车速；
第三判断单元208，用于判断所述最新预测车速与所述前方车辆的车速是否相等；
本实施例中，最新预测车速的表达式可以参见公式(1)，此时，Vsim为本车辆的最新预测车速，V0为本车辆的预测车速，a为第二减速度，t为预设减速周期。
车距再次获取单元209，用于在所述第三判断单元208判断为是的情况下，返回第二判断单元204，再次计算所述本车辆在滑行状态下经过一个所述预设减速周期后，与所述前方车辆之间的预测车距。
为进一步优化上述实施例，第二判断单元204具体可以用于：
预测所述本车辆在所述预设减速周期内行驶的距离，记为第一距离，以及预测所述前方车辆在所述预设减速周期内行驶的距离，记为第二距离；
计算所述第一距离和所述第二距离之间的距离差；
判断所述距离差是否等于实际距离差，以确定所述本车辆与所述前方车辆之间的预测车距是否等于所述安全距离，其中，所述实际距离差为在检测到所述本车辆即将进入减速需求场景时，所述本车辆与所述前方车辆之间的实际距离与所述安全距离的差值。
需要特别说明的是，装置实施例中，各组成部分的具体工作原理，请参见方法实施例对应部分，此处不再赘述。
本申请还公开了一种汽车，该汽车包括一种控制装置，所述控制装置包括存储器、处理器以及存储在所述存储器中并可在所述处理器上运行的计算机程序，所述处理器执行所述计算机程序时实现汽车自适应能量回收，汽车实现自适应能量回收的过程具体参见上述实施例对应部分，此处不再赘述。
本申请还公开了一种非易失性计算机可读存储介质，该非易失性计算机可读存储介质存储至少一个指令，该至少一个指令被处理器执行时实现汽车自适应能量回收，汽车实现自适应能量回收的过程具体参见上述实施例对应部分，此处不再赘述。
所述集成的模块/单元如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可读取存储介质中。基于这样的理解，本申请实现上述实施例方法中的全部或部分流程，也可以通过计算机程序来指令相关的硬件来完成，所述的计算机程序可存储于一非易失性计算机可读存储介质中，该计算机程序在被处理器执行时，可实现上述各个汽车自适应能量回收方法实施例的步骤。其中，所述计算机程序包括计算机程序代码，所述计算机程序代码可以为源代码形式、对象代码形式、 可执行文件或某些中间形式等。所述计算机可读存储介质可以包括：能够携带所述计算机程序代码的任何实体或装置、记录介质、U盘、移动硬盘、磁碟、光盘、计算机存储器、只读存储器(Read-Only Memory，ROM)、随机存取存储器(Random Access Memory，RAM)、电载波信号、电信信号以及软件分发介质等。需要说明的是，所述计算机可读存储介质包含的内容可以根据司法管辖区内立法和专利实践的要求进行适当的增减，例如在某些司法管辖区，根据立法和专利实践，计算机可读存储介质不包括电载波信号和电信信号。
最后，还需要说明的是，在本文中，诸如第一和第二等之类的关系术语仅仅用来将一个实体或者操作与另一个实体或操作区分开来，而不一定要求或者暗示这些实体或操作之间存在任何这种实际的关系或者顺序。而且，术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、物品或者设备不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、方法、物品或者设备所固有的要素。在没有更多限制的情况下，由语句“包括一个……”限定的要素，并不排除在包括所述要素的过程、方法、物品或者设备中还存在另外的相同要素。
本说明书中各个实施例采用递进的方式描述，每个实施例重点说明的都是与其他实施例的不同之处，各个实施例之间相同相似部分互相参见即可。
对所公开的实施例的上述说明，使本领域专业技术人员能够实现或使用本申请。对这些实施例的多种修改对本领域的专业技术人员来说将是显而易见的，本文中所定义的一般原理可以在不脱离本申请的精神或范围的情况下，在其它实施例中实现。因此，本申请将不会被限制于本文所示的这些实施例，而是要符合与本文所公开的原理和新颖特点相一致的最宽的范围。

Claims (11)

  1. 一种汽车自适应能量回收方法，其特征在于，包括：
    当检测到本车辆即将进入减速需求场景时，获取所述本车辆的当前车速以及与所述当前车速对应的第一减速度；
    将所述当前车速作为初始车速，通过对所述初始车速按照所述第一减速度进行减速，计算得到所述本车辆在滑行状态下经过一个预设减速周期后的预测车速；
    判断所述预测车速与所述本车辆的前方车辆的车速是否相等；
    如果是，则计算所述本车辆在滑行状态下经过一个所述预设减速周期后，与所述前方车辆之间的预测车距，并判断所述预测车距是否等于安全距离；
    如果是，则输出滑行提示信息。
  2. 根据权利要求1所述的汽车自适应能量回收方法，其特征在于，所述本车辆即将进入减速需求场景为：所述本车辆的前方有正在行驶的车辆，所述前方车辆的车速低于所述本车辆的车速，且所述本车辆与所述前方车辆之间的车距大于所述安全距离。
  3. 根据权利要求1所述的汽车自适应能量回收方法，其特征在于，所述获取所述本车辆的当前车速以及与所述当前车速对应的第一减速度包括：
    获取所述本车辆的所述当前车速；
    从预先标定的车速与减速度的对应关系中，获取所述当前车速对应的所述第一减速度。
  4. 根据权利要求1所述的汽车自适应能量回收方法，其特征在于，还包括：
    当所述预测车速与所述前方车辆的车速不相等时，获取所述预测车速对应的减速度，记为第二减速度；
    将所述预测车速作为最新初始车速，对所述最新初始车速按照所述第二减速度进行减速，得到所述本车辆在滑行状态下经过一个所述预设减速周期后的最新预测车速；
    判断所述最新预测车速与所述前方车辆的车速是否相等；
    如果是，则再次计算所述本车辆在滑行状态下经过一个所述预设减速周期后，与所述前方车辆之间的预测车距。
  5. 根据权利要求1所述的汽车自适应能量回收方法，其特征在于，还包括：
    当所述预测车距不等于所述安全距离时，获取所述预测车速对应的减速度，记为第二减速度；
    将所述预测车速作为最新初始车速，对所述最新初始车速按照所述第二减速度进行减速，得到所述本车辆在滑行状态下经过一个所述预设减速周期后的最新预测车速；
    判断所述最新预测车速与所述前方车辆的车速是否相等；
    如果是，则再次计算所述本车辆在滑行状态下经过一个所述预设减速周期后，与所述前方车辆之间的预测车距。
  6. 根据权利要求1～5任意一项所述的汽车自适应能量回收方法，其特征在于，所述判断所述预测车距是否等于安全距离，包括：
    预测所述本车辆在所述预设减速周期内行驶的距离，记为第一距离，以及预测所述前方车辆在所述预设减速周期内行驶的距离，记为第二距离；
    计算所述第一距离和所述第二距离之间的距离差；
    判断所述距离差是否等于实际距离差，以确定所述本车辆与所述前方车辆之间的预测车距是否等于所述安全距离，其中，所述实际距离差为在检测到所述本车辆即将进入减速需求场景时，所述本车辆与所述前方车辆之间的实际距离与所述安全距离的差值。
  7. 一种汽车自适应能量回收装置，其特征在于，包括：
    第一获取单元，用于当检测到本车辆即将进入减速需求场景时，获取所述本车辆的当前车速以及与所述当前车速对应的第一减速度；
    第一减速单元，用于将所述当前车速作为初始车速，通过对所述初始车速按照所述第一减速度进行减速，计算得到所述本车辆在滑行状态下经过一个预设减速周期后的预测车速；
    第一判断单元，用于判断所述预测车速与所述本车辆的前方车辆的车速是否相等；
    第二判断单元，用于在所述第一判断单元判断为是的情况下，计算所述本车辆在滑行状态下经过一个所述预设减速周期后，与所述前方车辆之间的预测车距，并判断所述预测车距是否等于安全距离；
    信息输出单元，用于在所述第二判断单元判断为是的情况下，输出滑行提示信息。
  8. 根据权利要求7所述的汽车自适应能量回收装置，其特征在于，还包括：
    第二获取单元，用于在所述第一判断单元判断为否的情况下，获取所述预测车速对应的减速度，记为第二减速度；
    第二减速单元，用于将所述预测车速作为最新初始车速，对所述最新初始车速按照所述第二减速度进行减速，得到所述本车辆在滑行状态下经过一个所述预设减速周期后的最新预测车速；
    第三判断单元，用于判断所述最新预测车速与所述前方车辆的车速是否相等；
    车距再次获取单元，用于在所述第三判断单元判断为是的情况下，返回所述第二判断单元，再次计算所述本车辆在滑行状态下经过一个所述预设减速周期后，与所述前方车辆之间的预测车距。
  9. 根据权利要求7或8任意一项所述的汽车自适应能量回收装置，其特征在于，所述第二判断单元具体用于：
    预测所述本车辆在所述预设减速周期内行驶的距离，记为第一距离，以及预测所述前方车辆在所述预设减速周期内行驶的距离，记为第二距离；
    计算所述第一距离和所述第二距离之间的距离差；
    判断所述距离差是否等于实际距离差，以确定所述本车辆与所述前方车辆之间的预测车距是否等于所述安全距离，其中，所述实际距离差为在检测到所述本车辆即将进入减速需求场景时，所述本车辆与所述前方车辆之间的实际距离与所述安全距离的差值。
  10. 一种汽车，包括一种控制装置，所述控制装置包括存储器、处理器以及存储在所述存储器中并可在所述处理器上运行的计算机程序，其特征在于，所述处理器执行所述计算机程序时实现如上的权利要求1～6中任 一项所述方法的步骤。
  11. 一种非易失性计算机可读存储介质，其特征在于，所述非易失性计算机可读存储介质存储至少一个指令，所述至少一个指令被处理器执行时实现如上的权利要求1～6中任一项所述方法的步骤。
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