Methods and equipment for energy recovery, electric vehicles, and data collection intermediaries.

Abstract

DEPCT66 Methods and equipment for recovering energy from electric vehicles and intermediaries for data collection are provided. Methods of integration: Acquiring vehicle travel information; acquiring vehicle braking requirements. Based on road condition information and travel status information; energy consumption forecasting. The energy lost from the first motor's braking is reused to meet the requirements for vehicle braking. The energy recovery operation follows the process of recovering energy lost during the braking of the first motor. Reusable;

Description

Energy recovery method, device, electric vehicle and storage medium

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application is based on the Chinese patent application "Energy recovery method, device, electric vehicle and storage medium" with application number 202011272026.3 and application date November 13, 2020, and claims the priority of the above-mentioned Chinese patent application. The entire content of the above-mentioned Chinese patent application is hereby introduced into this application as a reference. Technical Field

[0003] The present disclosure generally relates to the field of automotive technology, specifically to the field of energy recovery in electric vehicles, and more particularly to an energy recovery method, device, electric vehicle, and storage medium. Background Art

[0004] Energy recovery is an important means for electric vehicles to achieve energy conservation and consumption reduction. Currently, there are two main ways to implement energy recovery. One is braking feedback, which refers to the process of motor braking when the driver steps on the brake pedal; the other is throttle release feedback, which refers to when the driver releases the accelerator to coast, the motor performs constant deceleration braking through a preset feedback intensity. The motor feedback torque is the sum of the braking feedback torque and the throttle release feedback torque. The greater the motor feedback torque, the more energy is recovered.

[0005] In practical applications, the energy recovery effect is affected because the optimal motor feedback torque cannot be accurately determined.

[0006] Therefore, an energy recovery method is desired to improve the energy recovery effect.

[0007] Summary of the Invention

[0008] In view of the above-mentioned defects or deficiencies in the prior art, it is desired to provide an energy recovery method, device, electric vehicle and storage medium to improve the energy recovery effect of the electric vehicle during braking.

[0009] According to one aspect of an embodiment of the present invention, an energy recovery method is provided, the method comprising:

[0010] Acquiring vehicle driving information, wherein the vehicle driving information includes road condition information and driving status information;

[0011] Obtaining a vehicle braking requirement based on the road condition information and driving state information;

[0012] predicting a braking feedback of the first motor according to the vehicle braking demand;

[0013] Energy recovery is performed based on the braking feedback of the first motor.

[0014] In one embodiment, obtaining the vehicle braking requirement based on the road condition information and the driving state information includes:

[0015] Obtaining the braking distance of the vehicle based on the vehicle's road condition information and driving status information;

[0016] Calculating the deceleration of the vehicle and the time corresponding to the deceleration based on the braking distance of the vehicle;

[0017] The vehicle braking demand is calculated based on the deceleration of the vehicle braking and the time corresponding to the deceleration.

[0018] In one embodiment, predicting the first motor braking feedback according to the vehicle braking demand includes:

[0019] Calculating the wheel-end feedback torque of the vehicle braking according to the vehicle braking demand;

[0020] Obtaining a first motor feedback torque of a first motor braking feedback according to a wheel-end feedback torque of a vehicle brake;

[0021] A first motor feedback time of the first motor braking feedback is obtained according to the first motor feedback torque, where the first motor feedback time is determined by the first motor feedback torque according to the battery pulse charging characteristics.

[0022] In one embodiment, predicting the first motor braking feedback according to the vehicle braking demand further includes:

[0023] Obtaining optimal pulse charging power based on the battery pulse charging characteristics and the first motor braking feedback;

[0024] A second motor braking feedback is obtained according to the optimal pulse charging power, the vehicle braking demand, and the acceptable torque limit of the motor.

[0025] In one embodiment, obtaining the optimal pulse charging power based on the battery pulse charging characteristics and the first motor braking feedback includes:

[0026] Obtaining a first motor feedback time and a first motor feedback torque of a first motor braking feedback;

[0027] Obtaining a maximum battery pulse charging power according to the first motor feedback time and the first motor feedback torque;

[0028] Obtaining a charging duration at the maximum pulse charging power according to the battery pulse charging characteristics corresponding to the maximum pulse charging power;

[0029] The optimal pulse charging power is determined according to the charging duration of the maximum battery pulse charging power, the battery pulse charging characteristics and the first motor feedback time.

[0030] In one embodiment, obtaining the second motor braking feedback based on the optimal pulse charging power, the vehicle braking requirement, and the acceptable torque limit of the motor includes:

[0031] Determining the torque allowed by the motor for wheel-end feedback based on the optimal pulse charging power, wherein the torque allowed by the motor for wheel-end feedback is the torque allowed by the vehicle wheel-end feedback to the motor under the optimal pulse charging power condition;

[0032] Determining a wheel end required torque for vehicle braking according to the vehicle braking demand, wherein the wheel end required torque is the torque required to complete braking of the wheel end when the vehicle is braked;

[0033] Determining a maximum wheel-end feedback torque acceptable to the motor based on an acceptable torque limit of the motor, wherein the maximum wheel-end feedback torque acceptable to the motor is a maximum torque that the motor can accept from the wheel-end feedback to the motor;

[0034] The one with the smallest absolute value among the torque allowed by the motor for wheel-end feedback, the wheel-end required torque for vehicle braking, and the maximum wheel-end feedback torque acceptable to the motor is selected as the second motor feedback torque.

[0035] In one embodiment, the method further comprises:

[0036] providing a braking torque parameter to a brake controller according to the vehicle braking demand so as to control the second motor to feedback the torque for vehicle braking;

[0037] If the braking torque parameter of the second motor feedback torque cannot meet the vehicle braking requirement, mechanical braking is activated.

[0038] The present application also discloses an energy recovery device, wherein the control device comprises:

[0039] A driving information acquisition module is used to acquire vehicle driving information, wherein the vehicle driving information includes road condition information and driving status information of the vehicle;

[0040] A braking feedback module, configured to obtain the vehicle's braking demand and predict the first motor's braking feedback based on the acquired road condition information and driving state information of the vehicle;

[0041] The energy recovery module is used to recover energy according to the predicted braking feedback of the first motor.

[0042] The present application also discloses an electric vehicle, which includes the energy recovery device provided by each embodiment of the invention.

[0043] The present application also discloses a computer-readable storage medium storing a computer program, which, when executed, implements the energy recovery method provided by each embodiment of the present invention.

[0044] In an embodiment of the present application, motor braking feedback is predicted based on vehicle driving information, and energy recovery is performed based on the motor braking feedback. This invention can predict energy recovery based on vehicle driving information, pre-planning the optimal battery charging power and the duration of each power range to achieve maximum energy recovery. This predictive energy recovery driving assistance reduces the probability of the driver applying deep brakes, reduces energy loss caused by mechanical braking, and improves energy recovery utilization. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] Other features, objects and advantages of the present application will become more apparent upon reading the detailed description of non-limiting embodiments made with reference to the following drawings:

[0046] FIG1 is an exemplary flow chart of an energy recovery method according to an embodiment of the present application;

[0047] FIG2 is another exemplary flow chart of an energy recovery method according to another embodiment of the present application;

[0048] FIG3 is a schematic structural diagram of an energy recovery device provided in one embodiment of the present application;

[0049] FIG4 is a schematic diagram of pulse charging characteristics of a battery according to an embodiment of the present application;

[0050] FIG5 is a schematic structural diagram of an electric vehicle according to an embodiment of the present application. DETAILED DESCRIPTION

[0051] The present application will be further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are merely for the purpose of explaining the relevant invention and are not intended to limit the invention. It should also be noted that, for ease of description, only portions relevant to the invention are shown in the accompanying drawings.

[0052] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0053] Please refer to FIG1 , which shows an exemplary process of the energy recovery method according to an embodiment of the present application.

[0054] As shown in FIG1 , in step 110 , vehicle driving information is acquired, where the vehicle driving information includes road condition information and driving status information.

[0055] Specifically, since the vehicle's driving conditions need to be monitored in real time during actual driving, and whether the vehicle needs to be braked is determined based on the vehicle's driving conditions, the means of obtaining vehicle driving information can be instruments on the vehicle or some external equipment. For example, the vehicle's location information can be obtained through a positioning system, and the current or next stage of road condition information, such as uphill, downhill, road narrowing, road widening, sharp turns, etc., can be obtained through a high-definition map. The vehicle and congestion information in front can be obtained through a camera to determine whether there are pedestrians, traffic lights, etc. The vehicle speed, driving distance, relative speed, etc. can be obtained through radar. The corresponding driving information of the vehicle can be obtained through a variety of sensors. The road condition information and vehicle driving status information obtained can provide a decision basis for whether to brake the vehicle.

[0056] In step 120 , the vehicle braking requirement is obtained based on the road condition information and the driving state information.

[0057] Specifically, the vehicle braking requirement includes the vehicle braking speed and vehicle braking time. The vehicle braking speed is the driving speed required to complete braking at a set safety distance, and the vehicle braking time is the driving time required to complete braking at a safe distance based on the vehicle braking speed. After obtaining vehicle driving information, the need for vehicle braking is determined based on real-time driving conditions. During specific implementation, a certain threshold for vehicle braking activation can be set. For example, when the camera detects a pedestrian at a set distance ahead, a message prompting the driver to brake the vehicle is sent. This prompt can be in the form of sound or image, for example, a text message reminding the driver to release the accelerator. For another example, when the high-definition map detects a sudden turn in the road ahead, the driver needs to be prompted to brake the vehicle. This vehicle driving information can be used to predict vehicle braking in advance and optimize energy recovery.

[0058] When a vehicle brakes, the deceleration and deceleration time of the vehicle can be calculated based on information such as the vehicle's speed and braking distance according to common physical theorems.

[0059] Specifically, obtaining the vehicle braking requirement according to the road condition information and the driving state information includes:

[0060] The braking distance of the vehicle is obtained based on the vehicle's road condition information and driving status information. Specifically, the braking distance of the vehicle can be obtained by measuring the distance to the obstacle in front by distance-measuring instruments or equipment such as radar, infrared, laser, and acoustics, or by combining a high-definition map with a positioning system. The positioning systems here include the Beidou positioning system, the GPS positioning system, the Galileo positioning system, and the Granus positioning system.

[0061] Based on the vehicle's braking distance, the vehicle's braking deceleration and the time corresponding to the deceleration are calculated; specifically, since the braking distance and the vehicle's speed are known, the deceleration and deceleration time required to complete braking can be calculated using common physical principles.

[0062] The vehicle braking demand is calculated based on the vehicle braking deceleration and the time corresponding to the deceleration. Specifically, the vehicle braking demand is the torque required by the vehicle wheel end to complete the braking task. The wheel end torque is the power acting on the vehicle wheel end when the vehicle brakes, because the vehicle braking deceleration is determined by the power of the vehicle wheel end.

[0063] In step 130 , a first motor braking feedback is predicted according to the vehicle braking demand.

[0064] The first motor braking feedback is the torque received by the motor from the vehicle wheel end and fed back to the motor when the vehicle completes braking under the current circumstances, without considering any external factors. It should be emphasized that the first motor feedback time and the first motor feedback torque determined by the first motor braking feedback do not take into account whether the motor can withstand the torque of the vehicle braking feedback. It only indicates the torque fed back by the vehicle wheel end received by the motor during braking, and the duration of the feedback.

[0065] The first motor feedback time and first motor feedback torque during braking are calculated using the vehicle's braking deceleration and the corresponding deceleration time. The first motor feedback torque is the torque fed back to the motor from the wheel end during braking, generally a percentage of the wheel-end feedback torque. For example, during braking, 40% of the energy is used to control the vehicle's braking and generate heat, while 60% is recoverable. Of this 60%, 10% is consumed during torque feedback, leaving the remaining 50% as the first motor feedback torque received by the motor. After obtaining the first motor feedback torque, the first motor feedback time—the duration of the first motor feedback torque received by the motor—can be determined using the battery's pulse charging characteristics.

[0066] The battery pulse charging characteristics are shown in Figure 3. The horizontal axis SOC (%) in the figure represents the remaining charge state of the battery, that is, how much charge the battery can still charge. If the remaining charge is 0, it means that the battery charge is 0. If the remaining charge is 100, it means that it is fully charged. The vertical axis P (KW) represents the battery pulse charging power. The battery pulse charging power decreases with the increase of duration and decreases with the increase of the remaining charge of the battery.

[0067] Specifically, as shown in FIG2 , according to the vehicle braking demand, predicting the first motor braking feedback includes:

[0068] In step 210 , the wheel-end feedback torque of the vehicle braking is calculated according to the vehicle braking demand.

[0069] Specifically, the vehicle braking demand includes the vehicle braking speed and the vehicle braking time. Therefore, the torque required by the vehicle wheel end to complete vehicle braking can be obtained through the vehicle braking speed and the vehicle braking time, that is, the wheel end feedback torque of the vehicle braking. It should be emphasized that the wheel end feedback torque of the vehicle braking here is not controlled by the torque output by the motor or engine, but is the power generated by the braking of the vehicle wheel end. This output power is generated by the braking system acting on the wheel end. The wheel end torque is multiplied by a coefficient and fed back to the motor, and the power supply is used for energy recovery. What the motor receives is the first motor feedback torque. It should be noted that the specific value of the coefficient by which the wheel end torque is multiplied is related to the performance of the vehicle itself, and different vehicles have different coefficients.

[0070] In step 220 , a first motor feedback torque of a first motor braking feedback is obtained according to the wheel end feedback torque of the vehicle braking.

[0071] In step 230 , a first motor feedback time of the first motor braking feedback is obtained according to the first motor feedback torque, where the first motor feedback time is determined by the first motor feedback torque according to the battery pulse charging characteristics.

[0072] Since the motor's pulse charging of the battery is affected by the motor's output power and duration, after obtaining the motor's feedback torque, the motor can charge the battery. In this way, according to the battery pulse charging characteristics, the current battery pulse charging power can be obtained, and the remaining battery charge can be used to obtain the motor's charging time, that is, the first motor feedback time.

[0073] The predicting the first motor braking feedback according to the vehicle braking demand further includes:

[0074] In step 240 , the optimal pulse charging power is obtained according to the battery pulse charging characteristics and the first motor braking feedback;

[0075] It should be noted that in specific implementation, due to the influence of motor performance, actual torque feedback from the wheel end during vehicle braking, residual charge of the battery, etc., the first vehicle braking feedback cannot be accepted by the motor. It is necessary to obtain an accurate vehicle braking feedback based on the first vehicle braking feedback to be suitable for motor reception and in line with the battery pulse charging characteristics of battery charging to achieve the maximum efficiency of power recovery. Since pulse charging is more efficient than constant current charging, pulse charging is generally used to charge car batteries. Since battery pulse charging is affected by the battery pulse charging characteristics, it is necessary to reasonably select the battery charging pulse power, that is, to select an optimal pulse charging power. Correspondingly, it is also necessary to determine an optimal vehicle braking feedback.

[0076] Specifically, the optimal charging pulse power is related to the vehicle braking feedback and the battery pulse charging characteristics. The purpose of this application is to maximize energy recovery from vehicle braking. Therefore, it is necessary to avoid the battery entering constant current charging as early as possible. It is best to ensure that the battery is always in a pulse charging state. Through the battery pulse charging characteristics, different pulse powers are used at different stages.

[0077] In step 250 , a second motor braking feedback is obtained based on the optimal pulse charging power, the vehicle braking requirement, and the acceptable torque limit of the motor.

[0078] Specifically, obtaining the optimal pulse charging power does not mean that the wheel-end torque during vehicle braking will necessarily meet this optimal pulse charging power. It is necessary to judge and determine the torque that can be fed back by the wheel end during vehicle braking. This actual torque that can be fed back is the second motor feedback torque, which is the feedback torque that can actually be output from the wheel end to the motor for energy recovery and charging the battery. The second motor feedback torque is affected by the optimal pulse charging power, the vehicle braking requirements, and the motor's acceptable torque limit. The optimal pulse charging power determines whether the pulse power received by the motor is optimal and whether the motor charging efficiency is the highest. The vehicle braking requirements determine whether the vehicle can complete braking as required. The motor's acceptable torque limit is the maximum feedback torque allowed to be received by the motor. Exceeding this torque limit will damage the motor. Therefore, these three factors are required to obtain the optimal motor braking feedback, which is also the second motor braking feedback.

[0079] Specifically, obtaining the optimal pulse charging power based on the battery pulse charging characteristics and the first motor braking feedback includes:

[0080] Obtaining a first motor feedback time and a first motor feedback torque of a first motor braking feedback;

[0081] The maximum battery pulse charging power is obtained according to the first motor feedback time and the first motor feedback torque; specifically, the maximum battery pulse charging power here is the maximum battery pulse charging power fed back to the motor when the vehicle brakes.

[0082] The charging duration of the maximum pulse charging power is obtained according to the battery pulse charging characteristics corresponding to the maximum pulse charging power; specifically, the charging duration of the maximum pulse charging power can be found through the battery pulse charging characteristics.

[0083] The optimal pulse charging power is determined based on the charging duration of the maximum battery pulse charging power, the battery pulse charging characteristics, and the first motor feedback time. The battery pulse charging characteristics are shown in Figure 3. The optimal pulse charging power is influenced by the charging duration of the maximum battery pulse charging power, the battery pulse charging characteristics, and the first motor feedback time. These three factors can be used to determine the optimal pulse charging power.

[0084] In a specific embodiment, obtaining the second motor braking feedback based on the optimal pulse charging power, the vehicle braking requirement, and the acceptable torque limit of the motor includes:

[0085] Determining the torque allowed by the motor for wheel-end feedback based on the optimal pulse charging power, wherein the torque allowed by the motor for wheel-end feedback is the torque allowed by the vehicle wheel-end feedback to the motor under the optimal pulse charging power condition;

[0086] Determining a wheel end required torque for vehicle braking according to the vehicle braking demand, wherein the wheel end required torque is the torque required to complete braking of the wheel end when the vehicle is braked;

[0087] Determining a maximum wheel-end feedback torque acceptable to the motor based on an acceptable torque limit of the motor, wherein the maximum wheel-end feedback torque acceptable to the motor is a maximum torque that the motor can accept from the wheel-end feedback to the motor;

[0088] The one with the smallest absolute value among the torque allowed by the motor for wheel-end feedback, the wheel-end required torque for vehicle braking, and the maximum wheel-end feedback torque acceptable to the motor is selected as the second motor feedback torque.

[0089] Specifically, since the second motor's feedback torque is the torque actually used to charge the battery, the smallest of the three motors must be selected to ensure motor safety, maximize battery charging efficiency, and meet the actual torque requirements of the vehicle's braking wheel. The second motor's feedback torque is the actual feedback torque sent to the motor by the vehicle's wheel end during braking. The motor can only receive so much, and any excess energy must be dissipated. The motor converts the energy from the second motor's feedback torque into a pulse current to charge the battery, according to the battery's pulse charging characteristics.

[0090] In step 140 , energy recovery is performed according to the first motor braking feedback.

[0091] Specifically, since the second vehicle braking feedback is obtained by combining the first vehicle braking feedback with corresponding calculations, the first vehicle braking feedback here includes the second vehicle braking feedback, and therefore energy is recovered through the first vehicle braking feedback.

[0092] In one embodiment, the energy recovery method further comprises:

[0093] providing a braking torque parameter to a brake controller according to the vehicle braking demand so as to control the second motor to feedback the torque for vehicle braking;

[0094] If the braking torque parameter of the second motor feedback torque cannot meet the vehicle braking requirement, mechanical braking is activated.

[0095] Specifically, in the embodiments of the present application, motor braking is used preferentially. If the vehicle wheel-end torque can be fully received by the motor feedback, motor braking is achieved. If it cannot be fully received, mechanical braking is required to assist in receiving excess vehicle wheel-end feedback.

[0096] In an embodiment of the present application, motor braking feedback is predicted based on vehicle driving information, and energy recovery is performed based on the motor braking feedback. This invention can predict energy recovery based on vehicle driving information, pre-planning the optimal battery charging power and the duration of each power range to achieve maximum energy recovery. This predictive energy recovery driving assistance reduces the probability of the driver applying deep brakes, reduces energy loss caused by mechanical braking, and improves energy recovery utilization.

[0097] FIG4 is a schematic diagram of the structure of an energy recovery device provided in one embodiment of the present application. As shown in FIG4 , the energy recovery device provided in this embodiment includes:

[0098] The driving information acquisition module is used to acquire vehicle driving information, wherein the vehicle driving information includes road condition information and driving status information of the vehicle.

[0099] Specifically, while a vehicle is driving, it may be affected by road conditions, traffic conditions, congestion, vehicle speed, and driving distance, and may need to brake in real time. For example, when a vehicle is driving, it may need to brake if there is a downhill slope a certain meter ahead, a red light appears, a pedestrian is encountered, the driving distance is too short, or the vehicle is driving too fast. Vehicle driving information can be obtained through on-board positioning systems, such as the Beidou system, the GPS system (Global Positioning System, referred to as the GPS system), the Granus system, the Galileo system, etc., or through cameras, lasers, radars, infrared, distance sensors, speed sensors, etc., to obtain vehicle position information, distance information between the vehicle and the obstacle ahead, vehicle speed information, driving distance and relative speed information, vehicle congestion, road slope information, road traffic light information, etc.

[0100] The braking feedback module is used to obtain the vehicle braking demand and predict the braking feedback of the first motor based on the acquired road condition information and driving state information of the vehicle.

[0101] Specifically, based on the vehicle driving information, it is determined whether the vehicle needs to brake. If braking is required, the distance to the obstacle under the current vehicle speed conditions, the vehicle deceleration required to ensure braking safety, and the deceleration time are calculated. By calculating the vehicle deceleration, the motor feedback torque and motor feedback time can be obtained. The motor feedback torque is the power fed back by the motor when the vehicle brakes, and the motor feedback time is the time it takes for the motor to receive the power fed back by the vehicle brake.

[0102] The energy recovery module is used to recover energy according to the predicted braking feedback of the first motor.

[0103] When a vehicle decelerates or brakes, the energy recovery device connected to the drive wheels converts part of the vehicle's kinetic energy into other forms of energy and stores it, thereby recovering braking energy while decelerating or braking. The stored energy is then released when the vehicle starts or accelerates to increase the driving force on the drive wheels or increase the range of the electric vehicle and its driving range.

[0104] During energy recovery, when the vehicle starts braking, its pulse current is the largest, so its recoverable power is the largest. When the vehicle is close to stopping, the energy recovery is zero. The efficiency of energy recovery is closely related to the battery pulse charging power. The higher the battery pulse charging power, the shorter the pulse charging duration, but the higher the efficiency of charging the battery. At the same time, if the battery pulse charging power is lower, the longer the continuous charging time, which is similar to constant current charging. Since the vehicle braking time is limited, within the same length of time, the higher the battery pulse charging power, the higher the efficiency of charging the battery. However, if the battery pulse charging power is selected too high, the battery charge state will quickly reach a certain percentage. In the later stage, the vehicle braking speed will drop to a certain level, which will make it impossible to charge the battery. Therefore, it is necessary to comprehensively consider the selection of the battery pulse charging power.

[0105] In an embodiment of the present application, a driving information acquisition module acquires vehicle driving information, a braking feedback module predicts motor braking feedback, and an energy recovery module performs energy recovery based on the motor braking feedback. The present invention can predict energy recovery based on vehicle driving information, pre-planning the optimal battery charging power and duration of each power range to achieve maximum energy recovery. This predictive energy recovery driving assistance reduces the probability of the driver applying the brakes too deeply, reduces energy loss caused by mechanical braking, and improves energy recovery utilization.

[0106] As shown in FIG5 , the present application further discloses an electric vehicle, which includes the energy recovery device of an embodiment of the present application.

[0107] In particular, according to embodiments of the present disclosure, the energy recovery method described in any of the above embodiments can be implemented as a computer software program. For example, embodiments of the present disclosure include a computer program product comprising a computer program tangibly embodied on a machine-readable medium, the computer program containing program code for executing the energy recovery method. In such embodiments, the computer program can be downloaded and installed from a network via a communication component and / or installed from removable media.

[0108] The one or more programs are stored in a read-only memory (ROM) or a random access memory (RAM) to perform various appropriate actions and processes. The RAM contains software programs that the server uses to perform its services, as well as various programs and data required for vehicle driving operations. The server, its controlled hardware devices, the ROM, and the RAM are connected to each other via a bus, and various input / output interfaces are also connected to the bus.

[0109] The following components are connected to the input / output interface: an input section including a keyboard, mouse, and the like; an output section including a cathode ray tube (CRT), a liquid crystal display (LCD), and speakers; and a communication section including a network interface card (NIC) such as a LAN card and a modem. The communication section performs communication processing via a network such as the Internet. A drive is also connected to the input / output interface as needed. Removable media such as magnetic disks, optical disks, magneto-optical disks, and semiconductor memories are installed in the drive as needed, so that computer programs read from the media can be installed into the memory as needed.

[0110] In particular, according to embodiments of the present disclosure, the energy recovery method described in any of the above embodiments can be implemented as a computer software program. For example, embodiments of the present disclosure include a computer program product comprising a computer program tangibly embodied on a machine-readable medium, the computer program containing program code for performing the network service addressing method. In such embodiments, the computer program can be downloaded and installed from a network via a communication component and / or installed from removable media.

[0111] The units or modules involved in the embodiments described in this application may be implemented by software or hardware. The units or modules described may also be provided in a processor. The names of these units or modules do not, in certain circumstances, constitute limitations on the units or modules themselves.

[0112] The above description is merely a preferred embodiment of the present application and an illustration of the technical principles employed. Those skilled in the art should understand that the scope of the invention herein is not limited to the technical solutions formed by the specific combination of the above-mentioned technical features, but also encompasses other technical solutions formed by any combination of the above-mentioned technical features or their equivalents without departing from the inventive concept. For example, a technical solution formed by replacing the above-mentioned features with (but not limited to) technical features having similar functions disclosed in this application.