Driving kinetic energy recovery methods, devices, equipment, media and procedures

Abstract

This application discloses a method, apparatus, device, medium, and program product for recovering driving kinetic energy, relating to the field of driving kinetic energy recovery for electric vehicles. The method includes: acquiring first vehicle driving information of an electric vehicle in a first driving cycle; responding to receiving a driving kinetic energy recovery request; determining a first driving condition of the electric vehicle in the first driving cycle based on the first vehicle driving information; determining a target power generation torque based on the first vehicle driving information and the first driving condition; and controlling the electric vehicle to perform driving kinetic energy recovery based on the target power generation torque. This method can avoid safety accidents and energy (including kinetic and electrical energy) conversion losses caused by performing driving kinetic energy recovery when the vehicle's driving condition does not permit it, thus improving the efficiency of driving kinetic energy recovery and the safety of the driver during driving.

Description

Technical Field

[0001] This application relates to the field of kinetic energy recovery in electric vehicle driving, and particularly to a method, apparatus, equipment, medium, and program product for kinetic energy recovery. Background Technology

[0002] Regenerative braking refers to the process of converting the kinetic energy generated by a car during driving into electrical energy to charge the car's battery, thereby extending the vehicle's driving range.

[0003] In related technologies, when a vehicle is in driving energy recovery mode, the vehicle controller usually controls the accelerator pedal to be released during the user's driving process, thereby braking the vehicle and charging the battery.

[0004] However, different road sections have different speed requirements. If the vehicle is on a highway, the vehicle decelerates more quickly during regenerative braking, which can easily cause safety hazards. Summary of the Invention

[0005] This application provides a method, apparatus, device, medium, and program product for recovering kinetic energy while driving, which can improve the efficiency of kinetic energy recovery and the safety of the driver during driving. The technical solution is as follows:

[0006] On the one hand, a driving kinetic energy recovery method is provided, the method comprising:

[0007] The first vehicle driving information of the electric vehicle in the first driving cycle is obtained. The first vehicle driving information is used to indicate the driving status of the electric vehicle. The first driving cycle refers to the driving cycle closest to the current time.

[0008] In response to receiving a driving kinetic energy recovery request, the first driving condition of the electric vehicle in the first driving cycle is determined based on the first vehicle driving information, wherein the first driving condition is used to indicate the type of road segment where the electric vehicle is located;

[0009] The target power generation torque is determined based on the first vehicle driving information and the first driving condition. The target power generation torque refers to the torque required for the electric vehicle to complete the recovery of driving kinetic energy.

[0010] The electric vehicle is controlled to recover driving kinetic energy based on the target generated torque.

[0011] On the other hand, a driving kinetic energy recovery device is provided, the device comprising:

[0012] The acquisition module acquires the first vehicle driving information of the electric vehicle in the first driving cycle. The first vehicle driving information is used to indicate the driving status of the electric vehicle. The first driving cycle refers to the driving cycle closest to the current time.

[0013] The determination module, in response to receiving a driving kinetic energy recovery request, determines the first driving condition of the electric vehicle in the first driving cycle based on the first vehicle driving information, wherein the first driving condition is used to indicate the type of road segment where the electric vehicle is located;

[0014] The determining module determines the target power generation torque based on the first vehicle driving information and the first driving condition. The target power generation torque refers to the torque required for the electric vehicle to complete the recovery of driving kinetic energy.

[0015] The recovery module controls the electric vehicle to recover driving kinetic energy based on the target generated torque.

[0016] On the other hand, a computer device is provided, the computer device including a processor and a memory, the memory storing at least one instruction, at least one program, code set or instruction set, the at least one instruction, the at least one program, the code set or instruction set being loaded and executed by the processor to implement the driving kinetic energy recovery method as described in any of the embodiments of this application above.

[0017] On the other hand, a computer-readable storage medium is provided, wherein at least one instruction, at least one program, code set, or instruction set is stored therein, wherein the at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by a processor to implement the driving kinetic energy recovery method as described in any of the embodiments of this application above.

[0018] On the other hand, a computer program product or computer program is provided, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform any of the driving kinetic energy recovery methods described in the above embodiments.

[0019] The beneficial effects of the technical solutions provided in this application include at least the following:

[0020] By acquiring the first vehicle driving information of an electric vehicle during the first driving cycle, when the vehicle requires regenerative braking, the driving conditions of the vehicle during the first driving cycle are determined based on the first vehicle driving information, and a suitable target power generation torque is determined based on the first driving conditions and the first vehicle driving information. This avoids safety accidents and energy (including kinetic and electrical energy) conversion losses caused by performing regenerative braking when the vehicle's driving conditions do not permit it, thus improving the efficiency of regenerative braking and the safety of the driver during driving. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram of an implementation environment provided by an exemplary embodiment of this application;

[0023] Figure 2 This is a flowchart of a driving kinetic energy recovery method provided in an exemplary embodiment of this application;

[0024] Figure 3 This is a flowchart illustrating the determination of driving conditions based on vehicle speed and gradient information, provided in an exemplary embodiment of this application.

[0025] Figure 4 This is a structural block diagram of a driving kinetic energy recovery device provided in an exemplary embodiment of this application;

[0026] Figure 5 This is a structural block diagram of a driving kinetic energy recovery device provided in another exemplary embodiment of this application;

[0027] Figure 6 This is a structural block diagram of a computer device provided in an exemplary embodiment of this application. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0029] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0030] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more of the associated listed items.

[0031] It should be noted that the information (including but not limited to vehicle driving information collected during vehicle operation, and limited information displayed when kinetic energy recovery is not possible) and data (including but not limited to the limiting coefficient used to calculate the power generation torque, the target power generation torque data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data shall comply with the relevant laws, regulations and standards of the relevant countries and regions.

[0032] It should be understood that although the terms first, second, etc., may be used in this application to describe various information, this information should not be limited to these terms. These terms are only used to distinguish information of the same type from one another. For example, without departing from the scope of this application, a first parameter may also be referred to as a second parameter, and similarly, a second parameter may also be referred to as a first parameter. Depending on the context, the word "if" as used herein may be interpreted as "when," "when," or "in response to determination."

[0033] A brief introduction to the terms used in the embodiments of this application is provided below:

[0034] Vehicle Control Unit (VCU): The electronic control system of a new energy vehicle. This system is a core component of a new energy vehicle. The VCU controls the operation of the motor and other electronic devices on the vehicle.

[0035] Motor Control Unit (MCU): Also known as a microcontroller, it is a module in new energy vehicles that controls the operation of the vehicle's motor. The vehicle controller can control the operation of the motor control unit, and further control the operation of the motor; that is, the VCU controls the MCU, and the MCU controls the motor.

[0036] A Battery Management System (BMS) is a system that manages, controls, and utilizes the battery pack. The BMS is a crucial link between the vehicle's power battery and the electric vehicle. It collects, processes, and stores critical information about the battery pack's operation in real time, exchanges information with external devices such as the vehicle controller, and addresses key issues in lithium battery systems, including safety, availability, ease of use, and lifespan. Its main functions are to improve battery utilization, prevent overcharging and over-discharging, extend battery life, and monitor battery status.

[0037] Antilock Braking System (ABS): Its function is to automatically control the braking force of the brakes when the car is braking, so that the wheels are not locked and are in a state of rolling and slipping (slip ratio of about 20%), so as to ensure that the adhesion between the wheels and the ground is at its maximum.

[0038] Controller Area Network (CAN): is a serial communication protocol. CAN communication is a common communication method used between different devices inside electric vehicles. For example, the VCU and MCU inside an electric vehicle transmit information through CAN communication.

[0039] The driving kinetic energy recovery function of electric vehicles refers to converting the kinetic energy generated by the electric vehicle during driving into electrical energy to charge the electric vehicle's battery. The driving kinetic energy recovery function is also known as the energy recovery function. It can improve the energy utilization rate of electric vehicles, thereby extending the driving range of electric vehicles and improving the overall vehicle economy. Among them, electric vehicles include, but are not limited to, the following types: (1) pure electric vehicles: vehicles that are driven entirely by power batteries; (2) hybrid electric vehicles: such as hybrid electric vehicles, which use traditional internal combustion engines (diesel engines or gasoline engines) and electric motors as power sources.

[0040] In related technologies, electric vehicles typically possess regenerative braking functionality. When this function is activated, releasing the accelerator pedal causes braking, converting kinetic energy into electrical energy. However, this method fails to consider the road conditions and actual driving scenarios of the electric vehicle, compromising safety during regenerative braking. For instance, when driving on a highway, the vehicle's speed decreases rapidly during regenerative braking, increasing the risk of rear-end collisions and posing a safety hazard. Furthermore, the driver must immediately accelerate after deceleration, leading to energy loss during the conversion process and a low regenerative braking rate.

[0041] Therefore, this application proposes a method for recovering kinetic energy from driving based on vehicle driving conditions, applicable to electric vehicles. For illustrative examples, please refer to [reference needed]. Figure 1 The vehicle interior includes a vehicle control unit (VCU) 101, a battery management system (BMS) 102, an instrument controller 103, an anti-lock braking system (ABS) 104, an infotainment head unit (IHU) 105, and a motor control unit (MCU) 106.

[0042] The vehicle is equipped with an adaptive energy recovery selection mode. When the driver selects to activate the energy recovery mode on the infotainment unit 105 panel, the vehicle begins to recover driving kinetic energy. During vehicle operation, the vehicle controller 101 collects real-time driving information, including but not limited to vehicle gear information, accelerator pedal information (i.e., accelerator pedal opening information), and the tilt angle of the road segment where the vehicle is located. When the vehicle is recovering driving kinetic energy, the vehicle controller 101 retrieves historical information from the current moment, obtaining information from the most recent cycle, and determines the vehicle's driving condition based on this information. The vehicle's driving condition refers to the type of road segment the vehicle is on, such as highway conditions.

[0043] The battery management system 102 sends the battery's maximum allowable charging torque information and battery high-voltage connection status information to the vehicle controller 101; the anti-lock braking system 104 sends vehicle speed information to the vehicle controller 101; and the infotainment system 105 sends the selection status of the regenerative braking function to the vehicle controller.

[0044] 101. The motor control unit 106 sends the maximum permissible charging torque information of the vehicle's motor to the vehicle controller 101. Here, the battery charging torque refers to the torque output by the motor during battery charging. The charging process has certain requirements regarding the current; excessive current can lead to battery damage and reduced battery life. The motor's output torque directly affects the current; therefore, the maximum permissible charging torque information refers to the maximum torque the motor can output without causing battery damage. The battery high-voltage connection status information refers to the connection status between the battery and the electrical equipment in the electric vehicle. When the battery is in a high-voltage connection state, it indicates that the battery can supply power to the vehicle; when the battery is in a high-voltage disconnect state, it indicates that the electric vehicle cannot obtain power from the battery.

[0045] At this point, the vehicle controller 101, based on information collected by itself and from other systems, determines the vehicle's driving condition and calculates the target generating torque required for kinetic energy recovery. The vehicle controller 101 sends the target generating torque information to the motor control unit 106, which then controls the motor output torque to control the vehicle's kinetic energy recovery. Once kinetic energy recovery is complete, the motor control unit 106 sends the target execution torque information back to the vehicle controller 101. This target execution torque information is the actual output torque information of the vehicle during kinetic energy recovery.

[0046] In some situations, the road conditions described by the vehicle, i.e. the driving conditions of the vehicle, do not allow the vehicle to perform kinetic energy recovery, such as when the maximum allowable charging torque information of the battery does not meet the preset torque requirements, or when the maximum allowable generating torque information of the vehicle's infotainment system does not meet the preset torque requirements.

[0047] Optionally, the preset torque requirement means that the maximum allowable charging torque of the battery and the maximum allowable generating torque of the vehicle's infotainment system are not zero. When either the maximum allowable charging torque of the battery or the maximum allowable generating torque of the vehicle's infotainment system is zero, the preset torque requirement is not met. In this case, the instrument controller 103 will display a restricted information in real time. The restricted information indicates that the vehicle's current driving condition cannot perform regenerative braking, the regenerative braking function is malfunctioning, and reminds the driver to slow down the vehicle. When the regenerative braking function returns to normal, the restricted information will no longer be displayed.

[0048] It is worth noting that, Figure 1 The dashed lines in the diagram represent CAN communication as the method of information transmission, while the solid lines represent hard-wired data acquisition as the method of information acquisition.

[0049] Based on the above introduction of terms and the implementation environment of the method, the driving kinetic energy recovery method provided in this application will be described. In this embodiment, the method is illustrated using an electric vehicle as an example. Electric vehicles include, but are not limited to, the following types: (1) Pure electric vehicles: vehicles driven entirely by power batteries; (2) Hybrid electric vehicles: such as hybrid electric vehicles, using a traditional internal combustion engine (diesel or gasoline engine) and an electric motor as power sources. In this embodiment, a pure electric vehicle is used as an example for illustration. Figure 2 As shown, Figure 2 This is a flowchart of a driving kinetic energy recovery method provided in an exemplary embodiment of this application. The method includes the following steps.

[0050] Step 210: Obtain the first vehicle driving information of the electric vehicle in the first driving cycle.

[0051] The first vehicle driving information is used to indicate the driving status of the electric vehicle, and the first driving cycle refers to the driving cycle most recent to the current moment. The selection method of the first driving cycle can be arbitrary, and the duration of the driving cycle can be arbitrary.

[0052] Optionally, the driving cycle is 1 second, the current time is T1, and the time before T1 and 1 second away from T1 is T2. The time period between T2 and T1 is then the first driving cycle. Alternatively, the driving cycle can be counted in real-time after the electric vehicle starts moving. For example, if the electric vehicle starts at T0, the timer starts at T0, and each 1 second is divided into a driving cycle until T1. Between T0 and T1, there are a total of m driving cycles. Tracing back from T1, the first driving cycle refers to the m-th driving cycle.

[0053] Selecting the driving cycle closest to the current moment as the first driving cycle allows us to determine the driving conditions of the electric vehicle within that first driving cycle. Typically, the driving conditions of an electric vehicle do not change suddenly during driving, so the driving conditions within the first driving cycle can approximate the driving conditions of the electric vehicle at the current moment.

[0054] In this embodiment, the driving condition is used to indicate the type of road segment where the electric vehicle is located, such as: highway segment, urban segment, etc.

[0055] Optionally, the first vehicle driving information includes, but is not limited to, the following information:

[0056] 1. Vehicle battery allowable charging torque (i.e., the maximum allowable charging torque of the vehicle battery) collected by the battery management system: For example, during the first driving cycle, the allowable charging torque of the vehicle battery is collected in real time. If the allowable charging torque of the vehicle battery is changing, in order to ensure the safety of the driving process, the minimum value is taken from the collected allowable charging torque of the vehicle battery; Battery high-voltage connection status: For example, the battery is always in the high-voltage connection status during the first driving cycle. If it is disconnected in the middle, it is in the disconnected status.

[0057] 2. Vehicle speed collected by the anti-lock braking system: the average speed of the vehicle during the first driving cycle;

[0058] 3. Selection status of driving energy recovery function collected by the infotainment system: When the driver selects and turns on the switch representing driving energy recovery function on the control panel of the infotainment system, it means that the electric vehicle is preparing to enter the driving energy recovery state.

[0059] 4. Maximum allowable generating torque information of the vehicle motor collected by the motor control unit (i.e., the maximum value of the vehicle motor's allowable generating torque): For example, during the first driving cycle, the maximum allowable generating torque of the vehicle motor is collected in real time. If the maximum allowable generating torque of the vehicle motor is changing, in order to ensure the safety of the driving process, the minimum value is taken from the collected maximum allowable generating torque of the vehicle motor.

[0060] It is worth noting that the first vehicle driving information used in the example above is all information collected within the first driving cycle. Each piece of information in the vehicle driving information changes in real time, depending on the road conditions where the electric vehicle is located and the performance of the electric vehicle itself (such as vehicle usage time, service life of parts in the vehicle, wear and tear, etc.). This embodiment does not limit this.

[0061] Step 220: In response to receiving the driving kinetic energy recovery request, determine the first driving condition of the electric vehicle in the first driving cycle based on the first vehicle driving information.

[0062] The infotainment system's control panel has a switch for enabling or disabling the regenerative braking function. When the switch is on, it determines whether the current vehicle state allows for regenerative braking. The conditions for determining whether the vehicle can perform regenerative braking can be arbitrary, and this embodiment does not limit this. If the vehicle can perform regenerative braking, in response to receiving a regenerative braking request, the first driving condition of the electric vehicle within the first driving cycle is determined.

[0063] The first driving condition indicates the type of road segment where the electric vehicle is located. Based on vehicle speed, the types of driving conditions include, but are not limited to, the following:

[0064] (1) High-speed operating condition: The road section where the electric vehicle is located is a highway;

[0065] (2) Suburban operating conditions: The electric vehicle is located on a suburban road;

[0066] (3) Urban conditions: The electric vehicle is located on an urban road, and the road is not congested;

[0067] (4) Urban congestion conditions: The electric vehicle is located on an urban road and the road is congested.

[0068] In some embodiments, the road section where the electric vehicle is located may also have a certain angle of inclination, such as an uphill section or a downhill section. In particular, when the electric vehicle is on an uphill section, driving kinetic energy recovery cannot be performed for the following reasons: If driving kinetic energy recovery is performed on an uphill section, the accelerator pedal of the electric vehicle will be released, the vehicle will lack power, and it will cause phenomena such as rolling backward, which may pose a safety hazard such as rear-end collision.

[0069] When a request for regenerative braking is received, preset driving condition classification information is obtained, which includes the correspondence between vehicle driving information and driving conditions.

[0070] Based on the first vehicle driving information, the first driving condition of the electric vehicle in the first driving cycle is determined from the driving condition classification information.

[0071] Step 230: Determine the target power generation torque based on the first vehicle driving information and the first driving condition.

[0072] The target power generation torque refers to the torque required for an electric vehicle to complete the recovery of driving kinetic energy.

[0073] After receiving a request for regenerative braking, an electric vehicle will not immediately perform regenerative braking. It is also necessary to determine whether the electric vehicle meets the conditions for performing regenerative braking.

[0074] For example, the conditions under which an electric vehicle can perform kinetic energy recovery during driving include, but are not limited to, the following:

[0075] 1.1 The electric vehicle is in a preset gear: For example, an electric vehicle includes gears such as P (Parking), R (Reverse), N (Neutral), S (Sport), D (Drive), and L (Low). The preset gear is D. When the electric vehicle is in gear D, the electric vehicle can perform driving kinetic energy recovery.

[0076] 1.2 Battery maintains high-voltage connection: The battery maintains a high-voltage connection with the electrical equipment inside the vehicle, allowing the battery to be charged or discharged;

[0077] 1.3 The accelerator pedal of an electric vehicle is released;

[0078] 1.4 The anti-lock braking system is not faulty and is not activated;

[0079] 1.5 Vehicle speed exceeds preset speed threshold: For example, the preset speed threshold is 40km / h. When the speed of the electric vehicle exceeds the preset speed threshold, the efficiency of driving kinetic energy recovery is higher and the energy loss during the process is smaller.

[0080] 1.6 The switch for the driving kinetic energy recovery function is in the on position.

[0081] If all the above conditions are met, it indicates that the regenerative braking function of the electric vehicle is activated. Based on this, it is necessary to determine whether there is any abnormality in the regenerative braking function.

[0082] To achieve the preset torque requirements, the electric vehicle must meet the preset torque requirements for the battery to charge and the motor to generate electricity.

[0083] Optionally, if the vehicle battery's allowed charging torque is zero, or the vehicle motor's allowed generating torque is zero, the preset torque requirement is not met, and in this case, the electric vehicle cannot perform driving kinetic energy recovery.

[0084] When an electric vehicle is unable to regenerate kinetic energy, a limiting information message will be displayed in real time on the vehicle's instrument panel. This message serves as a prompt for the electric vehicle to slow down. When the driver sees the limiting information on the instrument panel display, they can release the accelerator pedal to reduce speed.

[0085] If the vehicle battery's allowable charging torque and the vehicle motor's allowable generating torque meet the preset torque requirements, and the driving kinetic energy recovery function is confirmed to be functioning correctly, the electric vehicle can perform driving kinetic energy recovery.

[0086] When the electric vehicle is capable of recovering kinetic energy during driving, a target generating torque is determined based on the first vehicle driving information and a first driving condition. When the electric vehicle is capable of recovering kinetic energy during driving, the maximum value of the target generating torque is determined based on the first driving condition, wherein the relationship between the maximum value of the target generating torque, the allowable charging torque of the vehicle battery, and the allowable generating torque of the vehicle motor conforms to a preset torque requirement.

[0087] Optionally, considering the actual situation and safety of electric vehicles performing driving kinetic energy recovery, the maximum value of the target generating torque is less than the allowable charging torque of the vehicle battery and the allowable generating torque of the vehicle motor.

[0088] Preset constraint coefficient classification information is obtained, wherein the constraint coefficient is used to limit the maximum value of the target generated torque. The constraint coefficient classification information contains the correspondence between the constraint coefficient and the driving conditions. The constraint coefficient of the target generated torque is determined from the constraint coefficient classification information based on the vehicle speed in the first vehicle driving information; the target generated torque is determined based on the product between the maximum value of the target generated torque and the constraint coefficient.

[0089] For example, the restriction coefficient classification information indicates that: when the vehicle speed is within the interval (0, V1), the restriction coefficient is λ1; when the vehicle speed is within the interval (V1, V2), the restriction coefficient is λ2; when the vehicle speed is within the interval (V2, V3), the restriction coefficient is λ3; when the vehicle speed is within the interval (V3, V4), the restriction coefficient is λ4; and when the vehicle speed is greater than V4, the restriction coefficient is 1. Where V1 < V2 < V3 < V4.

[0090] Optionally, if the maximum value of the target generated torque is Tmax, and the vehicle speed V in the first vehicle driving information is within the interval (V1, V2), then the corresponding limiting coefficient is determined to be λ2, and the target generated torque is λ2*Tmax.

[0091] Step 240: Control the electric vehicle to recover driving kinetic energy based on the target generated torque.

[0092] The motor controller inside an electric vehicle controls the motor to output a target generating torque, thus controlling the vehicle's kinetic energy recovery during driving. Depending on the initial driving condition, braking or coasting can convert kinetic energy into electrical energy to charge the battery.

[0093] In some embodiments, the electric vehicle may not strictly output the target generated torque when performing regenerative braking; that is, there is a difference between the target torque output by the electric vehicle during regenerative braking and the target generated torque. The reasons for this difference include, but are not limited to:

[0094] (1) There is more than one driving condition in the first driving cycle, and there are significant differences between the various driving conditions, resulting in a difference between the target execution torque and the target power generation torque when the driving kinetic energy recovery is actually carried out.

[0095] (2) When driving kinetic energy recovery is carried out based on the target power generation torque, the electric vehicle suffers greater losses. In order to avoid safety accidents, there will be a difference between the target execution torque and the target power generation torque of the electric vehicle when driving kinetic energy recovery is actually carried out.

[0096] At this point, after the electric vehicle has completed the recovery of driving kinetic energy, the target execution torque for the electric vehicle to perform the recovery of driving kinetic energy is determined. The target execution torque is used to describe the completion status of the electric vehicle's recovery of driving kinetic energy.

[0097] In some embodiments, to improve the safety and efficiency of regenerative braking, the limiting coefficients can be updated based on the difference between the target execution torque and the target generated torque, resulting in updated limiting coefficients. These updated limiting coefficients can calculate a more accurate target generated torque. The updated limiting coefficients are used to determine the target generated torque for the next driving cycle, which refers to the torque required for the electric vehicle to perform regenerative braking in the next driving cycle.

[0098] For example, after the driving kinetic energy recovery is completed in the i-th driving cycle, the limit coefficient is updated to obtain the updated limit coefficient. When the driving kinetic energy is recovered in the (i+1)-th driving cycle, the target power generation torque for the (i+1)-th driving cycle is calculated using the updated limit coefficient. Here, i is any positive integer.

[0099] In summary, the method provided in this application, by acquiring the first vehicle driving information of an electric vehicle during a first driving cycle, determines the vehicle's driving conditions during the first driving cycle based on the first vehicle driving information when the vehicle has a need for kinetic energy recovery, and determines a suitable target power generation torque based on the first driving conditions and the first vehicle driving information. This avoids safety accidents and energy (including kinetic and electrical energy) conversion losses caused by performing kinetic energy recovery when the vehicle's driving conditions do not permit it, thus improving the efficiency of kinetic energy recovery and the safety of the driver during driving.

[0100] The method provided in this embodiment, in response to a received driving energy recovery request, acquires preset driving condition classification information, which includes the correspondence between vehicle driving information and driving conditions. Based on the first vehicle driving information, it determines the first driving condition of the electric vehicle in the first driving cycle from the driving condition classification information, enabling rapid determination of the electric vehicle's driving condition and improving the efficiency of driving energy recovery. The method also determines that the electric vehicle can perform driving energy recovery when the allowed charging torque of the vehicle battery and the allowed generating torque of the vehicle motor meet preset torque requirements, and determines the target generating torque based on the first vehicle driving information and the first driving condition. This allows for timely confirmation of whether the electric vehicle's driving energy recovery function is functioning correctly, improving safety during the driving energy recovery process.

[0101] The method provided in this embodiment determines the maximum value of the target power generation torque based on a first driving condition when the electric vehicle is capable of recovering driving kinetic energy, determines a limiting coefficient of the target power generation torque based on the vehicle speed, and uses the product of the maximum value of the target power generation torque and the limiting coefficient as the target power generation torque. This method can control the magnitude of the target power generation torque and avoid excessive output torque when the electric vehicle recovers driving kinetic energy, which could cause safety hazards.

[0102] The method provided in this embodiment improves safety during driving by displaying a restricted information message when the electric vehicle is unable to regenerate driving kinetic energy. This restricted information message serves as a prompt for the electric vehicle to slow down.

[0103] The method provided in this embodiment determines the target execution torque for kinetic energy recovery when the electric vehicle completes its recovery process. This target execution torque describes the completion status of kinetic energy recovery and helps the driver understand the actual situation. The method updates the constraint coefficients based on the difference between the target execution torque and the target generation torque, obtaining updated constraint coefficients. These updated constraint coefficients are used to determine the target generation torque for the next driving cycle, which refers to the torque required for the electric vehicle to perform kinetic energy recovery in the next driving cycle. This improves the efficiency of kinetic energy recovery.

[0104] Figure 3 This is a flowchart of an exemplary embodiment of the present application for determining driving conditions based on vehicle speed and slope information, including the following steps.

[0105] Step 310: Determine the average speed of the electric vehicle during the first driving cycle based on the first vehicle driving information.

[0106] The first vehicle driving information includes the vehicle speed of the electric vehicle during the first driving cycle. The methods for determining the average vehicle speed include, but are not limited to, the following:

[0107] (1) If the electric vehicle travels at a constant speed during the first driving cycle, then the vehicle speed in the first vehicle driving information is the average vehicle speed.

[0108] (2) The first vehicle driving information includes the vehicle speed within a specific time period of the first driving cycle, such as: the first driving cycle is 1 second, the vehicle speed in the first a seconds is V1 km / h, and the vehicle speed in the remaining (10-a) seconds is V2 km / h. The distance traveled by the electric vehicle in the first driving cycle is obtained by multiplying the time and the vehicle speed, and the average speed is determined based on the ratio of the distance to the first driving cycle.

[0109] (3) If the first vehicle driving information includes the distance data of the electric vehicle during the first driving cycle, the average speed is determined directly based on the ratio of the distance data to the first driving cycle.

[0110] Step 320: Determine the slope based on the inclination angle of the road section where the electric vehicle is located.

[0111] The electric vehicle includes a sensor to detect the inclination angle of the road segment it is on. The slope of the road segment is determined based on the relationship between the inclination angle and a preset angle. If the inclination angle detected by the sensor is greater than the preset angle, it means that the electric vehicle is on a steep downhill road; if the inclination angle detected by the sensor is less than or equal to the preset angle, it means that the electric vehicle is on a flat road.

[0112] Optionally, if the preset angle is 15 degrees and the tilt angle detected by the sensor is 10 degrees, it indicates that the road section where the electric vehicle is located is a flat road.

[0113] Step 330: Determine the first driving condition of the electric vehicle in the first driving cycle based on the average vehicle speed and gradient.

[0114] like Figure 3 As shown, based on the average speed of the electric vehicle and the gradient of the road section, driving conditions can be divided into 8 types:

[0115] 1.1 High-speed operating condition: The tilt angle is less than the preset angle and the average vehicle speed is greater than the speed threshold;

[0116] 1.2 Suburban operating conditions: The tilt angle is less than the preset angle and the average vehicle speed is in the first speed range;

[0117] 1.3 Urban driving conditions: The tilt angle is less than the preset angle and the average vehicle speed is in the second speed range;

[0118] 1.4 Urban congestion conditions: The tilt angle is less than the preset angle and the average vehicle speed is in the third speed range;

[0119] 1.5 High-speed steep downhill condition: The inclination angle is greater than the preset angle and the average vehicle speed is greater than the speed threshold;

[0120] 1.6 Suburban steep downhill condition: The inclination angle is greater than the preset angle and the average vehicle speed is in the first speed range;

[0121] 1.7 Urban steep downhill driving condition: The inclination angle is greater than the preset angle and the average vehicle speed is in the second speed range;

[0122] 1.8 Urban congestion downhill steep slope condition: The inclination angle is greater than the preset angle and the average vehicle speed is in the third speed range;

[0123] Among them, the speed threshold > the first speed range > the second speed range > the third speed range.

[0124] For example, the preset angle is 15 degrees, the speed threshold is 80 km / h, the first speed range is (60, 80) km / h, the second speed range is (30, 60) km / h, and the third speed range is (0, 30) km / h. If the average speed of the electric vehicle in the first driving cycle is 50 km / h, and the inclination angle of the road segment where the electric vehicle is located is 13 degrees, then the first driving condition of the electric vehicle in the first driving cycle is an urban driving condition, that is, the electric vehicle is driving on a flat urban road surface, and the urban road is not congested.

[0125] In summary, the method provided in this application, by acquiring the first vehicle driving information of an electric vehicle during a first driving cycle, determines the vehicle's driving conditions during the first driving cycle based on the first vehicle driving information when the vehicle has a need for kinetic energy recovery, and determines a suitable target power generation torque based on the first driving conditions and the first vehicle driving information. This avoids safety accidents and energy (including kinetic and electrical energy) conversion losses caused by performing kinetic energy recovery when the vehicle's driving conditions do not permit it, thus improving the efficiency of kinetic energy recovery and the safety of the driver during driving.

[0126] The vehicle controller in the electric vehicle determines the target power generation torque of the electric vehicle based on the first driving condition of the electric vehicle in the first driving cycle, the allowable charging torque of the vehicle battery and the allowable generating torque of the vehicle motor, and controls the electric vehicle to perform driving kinetic energy recovery based on the target power generation torque.

[0127] For example, if an electric vehicle is in a high-speed downhill steep slope condition, the vehicle controller requests the maximum value of the target generating torque to be executed by the motor to be T1. This condition is a dangerous driving condition, and the driver needs to decelerate quickly when releasing the accelerator pedal. At high speeds and steep slopes, it is more conducive to the recovery of driving kinetic energy, so the torque should be taken to the maximum.

[0128] If the electric vehicle is in a steep downhill driving condition in the suburbs, the maximum value of the target generating torque requested by the vehicle controller from the motor is T2.

[0129] If the electric vehicle is in urban conditions and on a steep downhill slope, the maximum value of the target generating torque requested by the vehicle controller from the motor is T3.

[0130] If the electric vehicle is in urban conditions, the maximum value of the target generating torque requested by the vehicle controller from the motor is T4.

[0131] If the electric vehicle is operating in a suburban environment, the maximum value of the target generating torque requested by the vehicle controller from the motor is T5.

[0132] If the electric vehicle is operating at high speed, the maximum value of the target generating torque requested by the vehicle controller from the motor is T6.

[0133] If an electric vehicle is in congested urban conditions, regardless of whether it is going downhill, the maximum target generating torque requested by the vehicle controller from the motor is T7. In congested urban conditions, electric vehicles frequently start and stop, resulting in poor energy recovery efficiency. Therefore, the energy recovery torque should be minimized; otherwise, it will affect the driving experience. That is, the maximum target generating torque is T7 when the electric vehicle is in congested urban conditions or going downhill in congested urban conditions. The maximum target generating torque requested by the vehicle controller does not exceed the allowable charging torque of the vehicle battery and the allowable generating torque of the vehicle motor, i.e., T_max = min{Tq_b, Tq_m}, where T7 < T6 < T5 < T4 < T3 < T2 < T1 ≤ T_max, T_max is the maximum target generating torque, Tq_b is the allowable charging torque of the vehicle battery, and Tq_m is the allowable generating torque of the vehicle motor.

[0134] The vehicle controller limits the target generated torque based on the vehicle speed and the maximum value of the target generated torque requested by the vehicle controller under the first driving condition, so as to avoid safety problems of electric vehicles during driving due to excessive target generated torque.

[0135] The vehicle controller sets different limit coefficients according to different vehicle speeds, as shown in Table 1 below.

[0136] Table 1

[0137] vehicle speed V1 V2 V3 V4 Limitation coefficient λ1 λ2 λ3 λ4

[0138] Where V1 < V2 < V3 < V4, when the speed of the electric vehicle is high, the target power generation torque is not limited, and the limiting coefficient is λ4 = 1, 0 < λ1 < λ2 < λ3 < λ4.

[0139] Optionally, when the vehicle speed is within the interval (0, V1), the limiting factor is λ1; when the vehicle speed is within the interval (V1, V2), the limiting factor is λ2; when the vehicle speed is within the interval (V2, V3), the limiting factor is λ3; when the vehicle speed is within the interval (V3, V4), the limiting factor is λ4; and when the vehicle speed is greater than V4, the limiting factor is 1.

[0140] The target power generation torque is determined based on the limiting factors provided in Table 1 above and the first driving condition of the electric vehicle during the first driving cycle. Refer to Table 2 below.

[0141] Table 2

[0142]

[0143] When an electric vehicle is on a steep downhill slope at high speed, the target generated torque is λ1*T1 if the vehicle speed is in the range (0, V1); λ2*T1 if the vehicle speed is in the range (V1, V2); λ3*T1 if the vehicle speed is in the range (V2, V3); λ4*T1 if the vehicle speed is in the range (V3, V4); and T1 if the vehicle speed is greater than V4.

[0144] When an electric vehicle is driving down a steep slope in a suburban area, if the vehicle speed is within the range of (0, V1), the target generated torque is λ1*T2; if the vehicle speed is within the range of (V1, V2), the target generated torque is λ2*T2; if the vehicle speed is within the range of (V2, V3), the target generated torque is λ3*T2; if the vehicle speed is within the range of (V3, V4), the target generated torque is λ4*T2; if the vehicle speed is greater than V4, the target generated torque is T2.

[0145] When an electric vehicle is driving down a steep slope in an urban area, if the vehicle speed is within the range of (0, V1), the target generated torque is λ1*T3; if the vehicle speed is within the range of (V1, V2), the target generated torque is λ2*T3; if the vehicle speed is within the range of (V2, V3), the target generated torque is λ3*T3; if the vehicle speed is within the range of (V3, V4), the target generated torque is λ4*T3; and if the vehicle speed is greater than V4, the target generated torque is T3.

[0146] When the electric vehicle is in urban conditions, if the vehicle speed is within the range of (0, V1), the target generated torque is λ1*T4; if the vehicle speed is within the range of (V1, V2), the target generated torque is λ2*T4; if the vehicle speed is within the range of (V2, V3), the target generated torque is λ3*T4; if the vehicle speed is within the range of (V3, V4), the target generated torque is λ4*T4; if the vehicle speed is greater than V4, the target generated torque is T4.

[0147] When the electric vehicle is operating in suburban conditions, if the vehicle speed is within the range of (0, V1), the target generated torque is λ1*T5; if the vehicle speed is within the range of (V1, V2), the target generated torque is λ2*T5; if the vehicle speed is within the range of (V2, V3), the target generated torque is λ3*T5; if the vehicle speed is within the range of (V3, V4), the target generated torque is λ4*T5; if the vehicle speed is greater than V4, the target generated torque is T5.

[0148] When the electric vehicle is operating at high speed, if the vehicle speed is within the range of (0, V1), the target generated torque is λ1*T6; if the vehicle speed is within the range of (V1, V2), the target generated torque is λ2*T6; if the vehicle speed is within the range of (V2, V3), the target generated torque is λ3*T6; if the vehicle speed is within the range of (V3, V4), the target generated torque is λ4*T6; if the vehicle speed is greater than V4, the target generated torque is T6.

[0149] When the electric vehicle is in urban congestion or on a steep downhill slope in urban congestion, if the vehicle speed is within the range of (0, V1), the target generated torque is λ1*T7; if the vehicle speed is within the range of (V1, V2), the target generated torque is λ2*T7; if the vehicle speed is within the range of (V2, V3), the target generated torque is λ3*T7; if the vehicle speed is within the range of (V3, V4), the target generated torque is λ4*T7; if the vehicle speed is greater than V4, the target generated torque is T7.

[0150] In summary, the method provided in this application, by acquiring the first vehicle driving information of an electric vehicle during a first driving cycle, determines the vehicle's driving conditions during the first driving cycle based on the first vehicle driving information when the vehicle has a need for kinetic energy recovery, and determines a suitable target power generation torque based on the first driving conditions and the first vehicle driving information. This avoids safety accidents and energy (including kinetic and electrical energy) conversion losses caused by performing kinetic energy recovery when the vehicle's driving conditions do not permit it, thus improving the efficiency of kinetic energy recovery and the safety of the driver during driving.

[0151] Figure 4 This is a structural block diagram of a driving kinetic energy recovery device provided in an exemplary embodiment of this application, such as... Figure 4 As shown, the device includes the following parts.

[0152] The acquisition module 410 is used to acquire the first vehicle driving information of the electric vehicle in the first driving cycle. The first vehicle driving information is used to indicate the driving status of the electric vehicle. The first driving cycle refers to the driving cycle closest to the current time.

[0153] The determination module 420 is used to respond to receiving a driving kinetic energy recovery request and determine the first driving condition of the electric vehicle in the first driving cycle based on the first vehicle driving information. The first driving condition is used to indicate the type of road segment where the electric vehicle is located.

[0154] The determining module 420 is further configured to determine the target power generation torque based on the first vehicle driving information and the first driving condition, wherein the target power generation torque refers to the torque required for the electric vehicle to complete the recovery of driving kinetic energy.

[0155] The recovery module 430 is used to control the electric vehicle to recover driving kinetic energy based on the target generated torque.

[0156] In an optional embodiment, the determining module 420 is further configured to, in response to receiving the driving kinetic energy recovery request, obtain preset driving condition classification information, the driving condition classification information including the correspondence between vehicle driving information and driving conditions; and determine the first driving condition of the electric vehicle in the first driving cycle from the driving condition classification information based on the first vehicle driving information.

[0157] In an optional embodiment, the first vehicle driving information includes the vehicle battery's allowed charging torque and the vehicle motor's allowed generating torque.

[0158] The determining module 420 is further configured to determine that the electric vehicle can perform driving kinetic energy recovery when the allowable charging torque of the vehicle battery and the allowable generating torque of the vehicle motor meet the preset torque requirements; and to determine the target generating torque based on the first vehicle driving information and the first driving condition when the electric vehicle can perform driving kinetic energy recovery.

[0159] In an optional embodiment, the first vehicle driving information further includes vehicle speed;

[0160] The determining module 420 is further configured to: determine the maximum value of the target generated torque based on the first driving condition when the electric vehicle is capable of recovering driving kinetic energy, wherein the magnitude relationship between the maximum value of the target generated torque, the allowable charging torque of the vehicle battery, and the allowable generated torque of the vehicle motor conforms to the preset torque requirement; determine a limiting coefficient for the target generated torque based on the vehicle speed in the first vehicle driving information, wherein the limiting coefficient is used to limit the maximum value of the target generated torque; and determine the target generated torque based on the product of the maximum value of the target generated torque and the limiting coefficient.

[0161] In an optional embodiment, such as Figure 5 As shown, the device further includes:

[0162] Display module 440 is used to display restricted information when the electric vehicle is unable to perform driving kinetic energy recovery, the restricted information being used to prompt the electric vehicle to decelerate.

[0163] In an optional embodiment, the device further includes:

[0164] The determining module 420 is further configured to determine the target execution torque when the electric vehicle performs driving kinetic energy recovery, provided that the electric vehicle has completed driving kinetic energy recovery; the target execution torque is used to describe the completion status of the electric vehicle's driving kinetic energy recovery.

[0165] The update module 450 is used to update the limiting coefficient based on the difference between the target execution torque and the target power generation torque to obtain the updated limiting coefficient. The updated limiting coefficient is used to determine the target power generation torque for the next driving cycle. The target power generation torque for the next driving cycle refers to the torque required for the electric vehicle to perform driving kinetic energy recovery in the next driving cycle.

[0166] In summary, the driving kinetic energy recovery device provided in this application acquires the first vehicle driving information of an electric vehicle during a first driving cycle. When the vehicle has a need for driving kinetic energy recovery, it determines the vehicle's driving conditions during the first driving cycle based on the first vehicle driving information, and determines a suitable target power generation torque based on the first driving conditions and the first vehicle driving information. This avoids safety accidents and energy (including kinetic and electrical energy) conversion losses caused by performing driving kinetic energy recovery when the vehicle's driving conditions do not permit it, thus improving the efficiency of driving kinetic energy recovery and the safety of the driver during driving.

[0167] It should be noted that the driving kinetic energy recovery device provided in the above embodiments is only an example of the division of the above functional modules. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the driving kinetic energy recovery device and the driving kinetic energy recovery method embodiments provided in the above embodiments belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be repeated here.

[0168] Figure 6This illustration shows a structural block diagram of a computer device 600 provided in an exemplary embodiment of this application. The computer device 600 may be a smartphone, tablet computer, MP3 player (Moving Picture Experts Group Audio Layer III), MP4 player (Moving Picture Experts Group Audio Layer IV), laptop computer, or desktop computer. The computer device 600 may also be referred to as a user device, portable terminal, laptop terminal, desktop terminal, or other names.

[0169] Typically, computer device 600 includes a processor 601 and a memory 602.

[0170] Processor 601 may include one or more processing cores, such as a quad-core processor, an octa-core processor, etc. Processor 601 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). Processor 601 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 601 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, processor 601 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0171] The memory 602 may include one or more computer-readable storage media, which may be non-transitory. The memory 602 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory 602 are used to store at least one instruction, which is executed by the processor 601 to implement the driving kinetic energy recovery method provided in the method embodiments of this application.

[0172] In some embodiments, the computer device 600 also includes other components, as those skilled in the art will understand. Figure 6 The structure shown does not constitute a limitation on terminal 600, and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0173] Optionally, the computer-readable storage medium may include: read-only memory (ROM), random access memory (RAM), solid-state drives (SSDs), or optical discs, etc. The random access memory may include resistive random access memory (ReRAM) and dynamic random access memory (DRAM). The sequence numbers of the embodiments in this application are merely descriptive and do not represent the superiority or inferiority of the embodiments.

[0174] This application also provides a computer device, which includes a processor and a memory. The memory stores at least one instruction, at least one program, a code set, or an instruction set. The at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by the processor to implement the driving kinetic energy recovery method as described in any of the above embodiments of this application.

[0175] This application also provides a computer-readable storage medium storing at least one instruction, at least one program, code set, or instruction set, wherein the at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by a processor to implement the driving kinetic energy recovery method as described in any of the above embodiments of this application.

[0176] This application also provides a computer program product or computer program that includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform any of the driving kinetic energy recovery methods described in the above embodiments.

[0177] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0178] The above description is merely an optional embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A driving kinetic energy recovery method characterized by, The method is applied to an electric vehicle, and comprises: obtaining first vehicle driving information of the electric vehicle in a first driving period, the first vehicle driving information being used to indicate a driving state of the electric vehicle, the first vehicle driving information comprising a vehicle speed, and the first driving period being a driving period closest to a current time; in response to receiving a driving kinetic energy recovery request, determining a first driving working condition of the electric vehicle in the first driving period based on the vehicle speed, the first driving working condition being used to represent a type of a road section where the electric vehicle is located; determining a target power generation torque based on the first vehicle driving information and the first driving working condition, the target power generation torque being a torque required by the electric vehicle to complete driving kinetic energy recovery; controlling the electric vehicle to perform driving kinetic energy recovery based on the target power generation torque; the determining of the target power generation torque based on the first vehicle driving information and the first driving working condition comprises: determining a maximum value of the target power generation torque based on the first driving working condition; determining a limiting coefficient of the target power generation torque from limiting coefficient classification information based on the vehicle speed, the limiting coefficient being used to limit the maximum value of the target power generation torque, and the limiting coefficient classification information comprising a corresponding relationship between a limiting coefficient and a driving working condition; determining the target power generation torque based on a product between the maximum value of the target power generation torque and the limiting coefficient; the method further comprises: determining a target execution torque of the electric vehicle when performing driving kinetic energy recovery, the target execution torque being used to describe a completion of the electric vehicle performing driving kinetic energy recovery; updating the limiting coefficient based on a difference between the target execution torque and the target power generation torque, to obtain an updated limiting coefficient, the updated limiting coefficient being used to determine a target power generation torque of a next driving period, the target power generation torque of the next driving period being a torque required by the electric vehicle to perform driving kinetic energy recovery in the next driving period.

2. The method of claim 1, wherein, the determining of the first driving working condition of the electric vehicle in the first driving period based on the first vehicle driving information in response to receiving the driving kinetic energy recovery request comprises: in response to receiving the driving kinetic energy recovery request, obtaining preset driving working condition classification information, the driving working condition classification information comprising a corresponding relationship between vehicle driving information and a driving working condition; determining the first driving working condition of the electric vehicle in the first driving period from the driving working condition classification information based on the first vehicle driving information.

3. The method of claim 2, wherein, the first vehicle driving information comprises a vehicle battery allowed charging torque and a vehicle motor allowed power generation torque; the determining of the target power generation torque based on the first vehicle driving information and the first driving working condition comprises: in a case where the vehicle battery allowed charging torque and the vehicle motor allowed power generation torque meet preset torque requirements, determining that the electric vehicle is capable of performing driving kinetic energy recovery; in a case where the electric vehicle is capable of performing driving kinetic energy recovery, determining the target power generation torque based on the first vehicle driving information and the first driving working condition.

4. The method of claim 3, wherein, The magnitude relationship among the maximum value of the target power generation torque, the vehicle battery allowable charging torque and the vehicle motor allowable power generation torque conforms to the preset torque requirement.

5. The method of claim 3, wherein, The method further comprises: In the case that the electric vehicle is unable to perform driving kinetic energy recovery, display limited information, the limited information being used to prompt the electric vehicle to decelerate.

6. A driving kinetic energy recovery device characterized by comprising: The device comprises: An acquisition module is configured to acquire first vehicle driving information of an electric vehicle in a first driving period, the first vehicle driving information being used to indicate a driving state of the electric vehicle, the first vehicle driving information including a vehicle speed, and the first driving period being a driving period closest to a current time; A determination module is configured to, in response to receiving a driving kinetic energy recovery request, determine a first driving working condition of the electric vehicle in the first driving period based on the vehicle speed, the first driving working condition being used to represent a type of a road section where the electric vehicle is located; The determination module is further configured to determine a target power generation torque based on the first vehicle driving information and the first driving working condition, the target power generation torque being a torque required by the electric vehicle to complete driving kinetic energy recovery; A recovery module is configured to control the electric vehicle to perform driving kinetic energy recovery based on the target power generation torque; The determination module is further configured to determine a maximum value of the target power generation torque based on the first driving working condition, determine a limitation coefficient of the target power generation torque from limitation coefficient classification information based on the vehicle speed, the limitation coefficient being used to limit the maximum value of the target power generation torque, the limitation coefficient classification information including a corresponding relationship between a limitation coefficient and a driving working condition, and determine the target power generation torque based on a product between the maximum value of the target power generation torque and the limitation coefficient. The determination module is further configured to determine a target execution torque of the electric vehicle when performing driving kinetic energy recovery, the target execution torque being used to describe a completion condition of the electric vehicle performing driving kinetic energy recovery. The device further comprises an update module configured to update the limitation coefficient based on a difference between the target execution torque and the target power generation torque, to obtain an updated limitation coefficient, the updated limitation coefficient being used to determine a target power generation torque of a next driving period, the target power generation torque of the next driving period being a torque required by the electric vehicle to perform driving kinetic energy recovery in the next driving period.

7. A computer device, comprising: The computer device comprises a processor and a memory, the memory storing at least one program, the at least one program being loaded and executed by the processor to implement the driving kinetic energy recovery method according to any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The storage medium stores at least one program, the at least one program being loaded and executed by a processor to implement the driving kinetic energy recovery method according to any one of claims 1 to 5.

9. A computer program product, characterised in that, The computer program is executed by a processor to implement the driving kinetic energy recovery method according to any one of claims 1 to 5.

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