Vehicle energy recovery control method, device and computer equipment

Abstract

The present application relates to a vehicle energy recovery control method, device and computer equipment, and relates to the field of vehicle control technology. The method includes obtaining the current vehicle's operating road slope, vehicle weight, preset recovery torque limit and preset torque gear limit; when the operating road slope indicates that the current vehicle is traveling on a downhill section, determining the current vehicle's target torque gear based on the obtained vehicle data; when the operating road slope indicates that the current vehicle is traveling on an uphill section or a flat section, setting the current vehicle's target torque gear to neutral; controlling the current vehicle to perform energy recovery based on the target torque gear; obtaining the current vehicle data in real time to calculate the target torque gear for energy recovery, thereby controlling the current vehicle to perform energy recovery and realizing automatic adjustment of the target torque gear, without the driver having to manually adjust the gear, which is conducive to the driver focusing more on driving the vehicle and improving the driving experience.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a vehicle energy recovery control method, device and computer equipment. Background Art

[0002] Electric vehicles are powered by an onboard electrical system, with an electric motor driving the wheels. Compared to traditional vehicles, electric vehicles have a lower environmental impact, and therefore have broad application prospects. One difference between electric vehicles and traditional vehicles is that they have energy recovery systems, which can improve the vehicle's range by recovering energy during coasting and braking. However, the energy recovery methods used in related technologies require high levels of driver skill and reflexes, and can easily cause motion sickness and a feeling of drag, reducing driver comfort. Summary of the Invention

[0003] Based on this, it is necessary to provide a vehicle energy recovery control method, device and computer equipment to address the above technical problems, which can improve the driver's driving comfort while reducing the requirements on the driver's driving skills and reaction ability.

[0004] In a first aspect, the present application provides a vehicle energy recovery control method, comprising:

[0005] Obtaining the current vehicle's operating road slope, vehicle weight, preset regenerative torque limit, and preset torque gear limit;

[0006] determining a target torque gear of the current vehicle based on the operating road gradient, the vehicle weight, the preset regenerative torque limit, and the preset torque gear limit when the operating road gradient indicates that the current vehicle is traveling on a downhill section;

[0007] When the operating road gradient indicates that the current vehicle is traveling on an uphill section or a flat section, setting the target torque gear position of the current vehicle to neutral;

[0008] The current vehicle is controlled to perform energy recovery based on the target torque gear.

[0009] In one embodiment, obtaining the current vehicle's operating road slope, vehicle weight, preset recovery torque limit, and preset torque gear limit includes:

[0010] The current accelerator pedal state of the vehicle is obtained. When the accelerator pedal state is updated from the depressed state to the released state, the current vehicle's operating road slope, vehicle weight, preset recovery torque limit, and preset torque gear limit are obtained.

[0011] In one embodiment, controlling the current vehicle to perform energy recovery based on the target torque gear includes:

[0012] adjusting the energy recovery torque of the current vehicle based on the target torque gear to obtain a target energy recovery torque;

[0013] The current vehicle is controlled to perform energy recovery according to the target energy recovery torque.

[0014] In one embodiment, after controlling the current vehicle to perform energy recovery according to the target energy recovery torque, the method further includes:

[0015] When the target energy recovery torque is greater than the preset recovery torque limit, a brake pedal of the current vehicle is activated.

[0016] In one embodiment, determining the target torque gear of the current vehicle based on the operating road gradient, the vehicle weight, the preset regeneration torque limit, and the preset torque gear limit includes:

[0017] determining a target torque gear to be selected for the current vehicle based on the operating road gradient, the vehicle weight, the preset recovery torque limit, and the preset torque gear limit;

[0018] acquiring a preset target torque gear of the current vehicle based on the slope of the road on which the current vehicle is traveling;

[0019] The target torque gear of the current vehicle is determined based on the to-be-selected target torque gear and the preset target torque gear.

[0020] In one embodiment, determining the target torque gear of the current vehicle based on the to-be-selected target torque gear and the preset target torque gear includes:

[0021] When the target torque gear to be selected is smaller than the preset target torque gear, determining the target torque gear to be selected as the target torque gear;

[0022] In a case where the preset target torque gear is smaller than the to-be-selected target torque gear, the preset target torque gear is determined as the target torque gear.

[0023] In one embodiment, determining the target torque gear to be selected for the current vehicle based on the operating road gradient, the vehicle weight, the preset regeneration torque limit, and the preset torque gear limit includes:

[0024] determining a torque gear coefficient associated with the current vehicle based on the preset recovery torque limit and the preset torque gear limit;

[0025] The target torque gear to be selected for the current vehicle is obtained according to the running road slope, the vehicle weight and the torque gear coefficient.

[0026] In one embodiment, obtaining the slope of the current vehicle's operating road includes:

[0027] Acquire a first slope of the current vehicle driving position from a gyroscope of the current vehicle;

[0028] Acquire a second slope of the current vehicle's driving position from a map module of the current vehicle;

[0029] The slope of the road on which the current vehicle is traveling is determined based on an average of the first slope and the second slope.

[0030] In a second aspect, the present application further provides a vehicle energy recovery control device, comprising:

[0031] A data acquisition module is used to obtain the current vehicle's operating road slope, vehicle weight, preset recovery torque limit, and preset torque gear limit;

[0032] a data processing module configured to determine a target torque gear of the current vehicle based on the operating road gradient, the vehicle weight, the preset regenerative torque limit, and the preset torque gear limit when the operating road gradient indicates that the current vehicle is traveling on a downhill section;

[0033] The data processing module is further configured to set the target torque gear of the current vehicle to neutral when the slope of the operating road indicates that the current vehicle is traveling on an uphill section or a flat section;

[0034] An energy recovery module is used to control the current vehicle to recover energy based on the target torque gear.

[0035] In a third aspect, the present application further provides a computer device comprising a memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, the following steps are implemented:

[0036] Obtaining the current vehicle's operating road slope, vehicle weight, preset regenerative torque limit, and preset torque gear limit;

[0037] determining a target torque gear of the current vehicle based on the operating road gradient, the vehicle weight, the preset regenerative torque limit, and the preset torque gear limit when the operating road gradient indicates that the current vehicle is traveling on a downhill section;

[0038] When the operating road gradient indicates that the current vehicle is traveling on an uphill section or a flat section, setting the target torque gear position of the current vehicle to neutral;

[0039] The current vehicle is controlled to perform energy recovery based on the target torque gear.

[0040] The vehicle energy recovery control method, apparatus, and computer device provided herein acquire vehicle data of the current vehicle, including the road slope, vehicle weight, preset recovery torque limit, and preset torque gear limit. If the current vehicle is traveling on a downhill section based on the road slope, the target torque gear of the current vehicle is determined based on the acquired vehicle data. If the current vehicle is traveling on an uphill section or a flat section based on the road slope, the target torque gear of the current vehicle is set to neutral. The vehicle is then controlled to perform energy recovery based on the target torque gear. The vehicle energy recovery control method provided herein, based on real-time acquisition of vehicle data such as the road slope, can calculate the target torque gear for energy recovery based on this vehicle data. Energy recovery is then controlled based on the determined target torque gear, achieving automated adjustment of the target torque gear. This eliminates the need for the driver to adjust the target torque gear in real time based on driving experience and needs, thereby reducing the driver's braking effort during driving, thereby avoiding a dragging sensation during driving. Furthermore, it allows the driver to focus more on driving the vehicle, enhancing the driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] In order to more clearly illustrate the technical solutions in the embodiments of the present application or related technologies, the following briefly introduces the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0042] Figure 1 FIG. 1 is an application environment diagram of a vehicle energy recovery control method according to an embodiment;

[0043] Figure 2 1 is a flow chart of a method for controlling vehicle energy recovery in one embodiment;

[0044] Figure 3 In one embodiment Figure 2 Flow chart of step 104;

[0045] Figure 4 is a structural block diagram of a vehicle energy recovery control device in one embodiment;

[0046] Figure 5 FIG. 1 is a diagram showing the internal structure of a computer device in one embodiment. DETAILED DESCRIPTION

[0047] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0048] Most existing new energy vehicles utilize kinetic energy recovery, which can significantly improve energy efficiency during urban commutes and long downhill descents. When regenerative braking is disabled, it can be activated by lightly tapping the brake pedal. For vehicle safety, a slightly stronger braking signal will directly activate conventional braking, without regenerative braking. When regenerative braking is enabled, releasing the accelerator activates the preset regenerative mode. Gradually applying the brake pedal increases regenerative energy, with conventional braking disengaged. A slightly stronger braking signal activates both regenerative braking and conventional braking. Traditional regenerative braking typically has only four settings: none, low, medium, and high. This is not only insensitive but also requires manual driver control. Frequent regenerative braking in urban commutes not only results in significant energy conversion losses, but also slows the vehicle down when the accelerator is released, causing a strong drag sensation for the driver, which can lead to motion sickness and compromise driving comfort. Furthermore, the vehicle does not automatically initiate appropriate regenerative braking on long downhill descents, requiring prolonged, heavy brake pedal pressure, which can cause foot soreness and other discomfort. Furthermore, if an emergency occurs suddenly, the driver may mistakenly press the accelerator for the brake, resulting in serious consequences.

[0049] Based on this, it is necessary to provide a vehicle energy recovery control method that can improve the driver's driving comfort while reducing the requirements on the driver's driving skills and reaction ability to address the above technical problems.

[0050] Figure 1 FIG. 1 is an application environment diagram of a vehicle energy recovery control method in an embodiment. The vehicle energy recovery control method provided in the embodiment of the present application can be applied to the following: Figure 1In the application environment shown, the vehicle device 12 communicates with the server 14 via a network. The data storage system can store data that the server 14 needs to process. The data storage system can be integrated with the server 14, or it can be placed on the cloud or other network servers. The server 104 can be implemented as a standalone server or a server cluster consisting of multiple servers. The vehicle device 12 can be, but is not limited to, various smart electric vehicles, such as smart electric cars, smart electric bicycles, etc.

[0051] Figure 2 This is a flow chart of a vehicle energy recovery control method in one embodiment, please refer to Figure 1 and Figure 2 This application provides a vehicle energy recovery control method, which is applied to Figure 1 The vehicle device 12 in FIG. 1 is used as an example for illustration. It is understood that the method can also be applied to a server, or to a system including a terminal (vehicle device) and a server, and implemented through interaction between the terminal and the server. The control method includes the following steps 101 to 104. Among them:

[0052] Step 101 : Obtain the current vehicle's operating road gradient, vehicle weight, preset recovery torque limit, and preset torque gear limit.

[0053] Specifically, the present application provides a vehicle energy recovery control method, which executes step 101 to obtain some real-time vehicle data. The obtained real-time vehicle data includes at least the vehicle's road slope, vehicle weight, preset recovery torque limit, and preset torque gear limit. The road slope can be used to determine whether the vehicle is currently traveling on an uphill, downhill, or flat road section, and can also be used to determine the slope value of the uphill section when the vehicle is currently traveling on an uphill section; and can also be used to determine the slope value of the downhill section when the vehicle is currently traveling on a downhill section. The vehicle weight includes not only the weight of the vehicle itself but also the weight of users and miscellaneous items carried by the vehicle, that is, the vehicle weight includes the weight of the vehicle itself and the weight of the items carried by the vehicle. The preset recovery torque limit and preset torque gear limit are both pre-set data for the current vehicle. The present application does not limit the specific values of these two data, and different data values can be obtained depending on the vehicle's pre-set settings.

[0054] The vehicle data obtained includes at least the current vehicle's operating road slope, vehicle weight, preset recovery torque limit and preset torque gear limit, which can be used to subsequently participate in the calculation of the target torque gear, which is conducive to improving the calculation efficiency and accuracy of the target torque gear.

[0055] It should also be added that the accuracy of the current vehicle's operating road slope and vehicle weight is not limited to 100%. The accuracy can be limited to above 95% or 98% according to needs, as long as it can be used to calculate the target torque gear suitable for the current vehicle.

[0056] Step 102 : When the operating road gradient indicates that the vehicle is currently traveling on a downhill section, a target torque gear of the vehicle is determined based on the operating road gradient, the vehicle weight, a preset regenerative torque limit, and a preset torque gear limit.

[0057] Specifically, after obtaining the vehicle data required for calculating the target torque gear, step 102 is further executed. When the current vehicle is traveling on a downhill road, based on the obtained road slope of the current vehicle, indicating that the current vehicle is traveling on a downhill road, the target torque gear of the current vehicle can be calculated using the vehicle data such as the road slope of the current vehicle, the vehicle weight, the preset recovery torque limit and the preset torque gear limit that have been obtained and associated with the current vehicle, so as to obtain a target torque gear suitable for the current vehicle for controlling the vehicle to perform energy recovery at this time.

[0058] That is, when the current vehicle is running on a downhill section, the target torque gear suitable for controlling the energy recovery of the current vehicle can be obtained by calculating the collected real-time vehicle data; based on this, taking the current vehicle's running road slope as α, the vehicle weight as m, the preset recovery torque limit as F1, the preset torque gear limit as N, and the target torque gear to be calculated as n as an example, the present application provides an optional method for calculating the target torque gear, n=mgsinα×N / F1, where g is the acceleration of gravity.

[0059] It should be added that the present application does not impose any specific limitation on the value of the preset torque gear limit N. For example, the value range of N can be selected between 4-8, or between 6-10, etc. according to needs. Of course, the number of gears can also be greater than 10.

[0060] Step 103 : When the operating road gradient indicates that the current vehicle is traveling on an uphill section or a flat section, the target torque gear of the current vehicle is set to neutral.

[0061] Specifically, after obtaining the vehicle data required for calculating the target torque gear, step 103 can be further executed. When the current vehicle is traveling on an uphill section or a flat section based on the obtained slope of the road on which the current vehicle is traveling, the current vehicle may not be controlled to perform energy recovery, that is, the target torque gear of the current vehicle may be directly set to neutral. Such a setting can simplify the calculation process of the target torque gear of the current vehicle, thereby helping to reduce the electric energy consumed by the current vehicle to calculate the data, and helping to further improve the endurance time of the electric vehicle.

[0062] It should be added that, when the current vehicle is traveling on an uphill section or a flat section, setting its target torque gear to neutral is only an optional implementation method provided by the present application, but the present application is not limited to this; for example, when the current vehicle is traveling on a flat section, a calculation method for calculating the target torque gear suitable for the current vehicle can also be provided according to demand, so that when there is a need, for example, during the time period when the current vehicle is coasting on a flat section and waiting to stop after coasting, the target torque gear that can control the current vehicle to perform a small amount of energy recovery is calculated, so as to realize the recovery of part of the energy within this time period, thereby helping to further improve the cruising time of the current vehicle.

[0063] Based on the execution of steps 102 and 103, the proposed implementation method is that when the vehicle is currently traveling on a flat road or uphill, the road slope α is set to 0, and the corresponding calculated target torque gear n is also 0 (neutral). At this time, the vehicle is in a state where kinetic energy recovery is disabled, which helps to increase the current vehicle's coasting distance. Allowing the driver to control kinetic energy recovery only through the brake pedal helps to reduce the number of recycle times and thus reduce energy loss. When the vehicle is currently traveling downhill, n = mgsinα × N / F1, and the target torque gear n is adapted in real time according to the road slope α, so as to automatically achieve energy recovery control based on the target torque gear.

[0064] It should also be added that the above-mentioned setting of the running road slope α to 0 is only an optional implementation method provided by this application, but this application does not limit it to 0, as long as it is as close to 0 as possible.

[0065] Step 104 : Control the current vehicle to perform energy recovery based on the target torque gear.

[0066] Specifically, after executing step 102 or step 103 to determine the target torque gear suitable for the current vehicle for controlling the vehicle to perform energy recovery at this time, step 104 can be executed to control the current vehicle to perform energy recovery based on the calculated target torque gear.

[0067] As can be seen, the vehicle energy recovery control method provided by the present application obtains vehicle data of the current vehicle, including the road slope, vehicle weight, preset recovery torque limit, and preset torque gear limit. If it is known that the current vehicle is traveling on a downhill section based on the road slope, the target torque gear of the current vehicle is determined based on the obtained vehicle data. If it is known that the current vehicle is traveling on an uphill section or a flat section based on the road slope, the target torque gear of the current vehicle is set to neutral. The current vehicle is then controlled to perform energy recovery based on the target torque gear. As can be seen, the vehicle energy recovery control method provided by the present application, based on the real-time acquisition of vehicle data such as the road slope of the current vehicle, can calculate the target torque gear for energy recovery based on this vehicle data, and then control the current vehicle to perform energy recovery based on the determined target torque gear. This achieves automatic adjustment of the target torque gear, eliminating the need for the driver to adjust the target torque gear in real time based on driving experience and driving needs. This helps reduce the driver's braking force during driving, thereby avoiding the feeling of dragging during driving. It also helps the driver focus more on driving the vehicle, thereby improving the driving experience.

[0068] Please continue to refer to Figure 2 In an exemplary embodiment, the step 101 of obtaining the current vehicle's road slope, vehicle weight, preset regenerative torque limit, and preset torque gear limit may be performed as follows:

[0069] The current accelerator pedal state of the vehicle is obtained. When the accelerator pedal state is updated from the depressed state to the released state, the current vehicle's operating road slope, vehicle weight, preset regenerative torque limit, and preset torque gear limit are obtained.

[0070] Specifically, the present application also provides an optional implementation method for providing a trigger condition for the calculation of the target torque gear. Specifically, when the state of the current vehicle's accelerator pedal is obtained and updated from the depressed state to the released state, vehicle data such as the current vehicle's operating road slope, vehicle weight, preset recovery torque limit and preset torque gear limit are obtained for calculating the target torque gear of the current vehicle.

[0071] That is, no matter how complex the road conditions are, a new kinetic energy recovery gear n (target torque gear) is calculated for the current vehicle each time the driver fully releases the accelerator pedal after pressing it. If the current vehicle does not fully release the accelerator pedal, the target torque gear will not be recalculated.

[0072] It should be noted that the triggering conditions for updating the target torque gear position provided in this application include updating the accelerator pedal state from the depressed state to the released state. Specifically, this refers to updating the accelerator pedal from the depressed state to the fully released state. For example, when the accelerator pedal is not pressed, the displacement is zero. This refers to the accelerator pedal changing from a non-zero displacement to a zero displacement. This state can be, for example, the current vehicle coasting state.

[0073] Figure 3 In one embodiment Figure 2 For a flow chart of step 104, please refer to Figure 2 and Figure 3 In an exemplary embodiment, the content of controlling the current vehicle to perform energy recovery based on the target torque gear in step 104 can be specifically implemented by executing steps 141 and 142, wherein:

[0074] Step 141, adjusting the energy recovery torque of the current vehicle based on the target torque gear to obtain a target energy recovery torque;

[0075] Step 142 : Control the current vehicle to perform energy recovery according to the target energy recovery torque.

[0076] Specifically, for the content of controlling the current vehicle to perform energy recovery based on the target torque gear executed in step 104, the present application provides an optional implementation method, which is to execute step 141 to calculate and update the energy recovery torque of the current vehicle based on the target torque gear obtained in step 102 or step 103 to obtain the target energy recovery torque corresponding to the updated target torque gear; and then execute step 142 to control the current vehicle according to the obtained target energy recovery torque to achieve energy recovery.

[0077] It can be seen that the vehicle energy recovery control method provided by the present application obtains real-time vehicle data of the current vehicle when the accelerator pedal state of the current vehicle is updated from the depressed state to the released state, and calculates the target torque gear based on the vehicle data, and then determines the corresponding target energy recovery torque based on the target torque gear. According to the target energy recovery torque, the current vehicle can be controlled to recover energy, and there is no need for the driver to trigger the corresponding gear according to driving needs to realize energy recovery of the current vehicle. Based on this, while reducing the requirements for the driver's driving skills and driving mental concentration, it is also possible to realize energy recovery of the vehicle, which is beneficial to further improve the driver's driving experience on the basis of improving the current vehicle's endurance.

[0078] Please continue to refer to Figure 2 and Figure 3In an exemplary embodiment, after controlling the current vehicle to perform energy recovery according to the target energy recovery torque in step 142, the method further includes:

[0079] When the target energy recovery torque is greater than the preset recovery torque limit, the brake pedal of the current vehicle is activated.

[0080] Specifically, after the current vehicle is controlled to perform energy recovery according to the target energy recovery torque in step 142, the present application also provides an optional implementation method of comparing the target energy recovery torque calculated for the current vehicle with the preset recovery torque limit obtained previously. When the comparison result is that the target energy recovery torque is greater than the preset recovery torque limit, it means that a greater braking force must be applied to the current vehicle at this time to ensure the safety of the current vehicle. Therefore, in this case, the brake pedal of the current vehicle will be started synchronously, so that the target energy recovery torque and the brake pedal can simultaneously realize the braking action of the current vehicle, which is beneficial to ensuring the safety of the current vehicle and the occupants, and is beneficial to improving the safety performance of the vehicle.

[0081] Please refer to Figure 2 In an exemplary embodiment, the step 102 of determining the current target torque gear of the vehicle based on the road gradient, vehicle weight, preset regenerative torque limit, and preset torque gear limit may include steps 121 to 123 (not shown), wherein:

[0082] Step 121, determining a target torque gear to be selected for the current vehicle based on the road slope, vehicle weight, a preset regenerative torque limit, and a preset torque gear limit;

[0083] Step 122, obtaining a preset target torque gear of the current vehicle based on the slope of the road on which the vehicle is currently traveling;

[0084] Step 123 : determining the target torque gear of the current vehicle based on the target torque gear to be selected and the preset target torque gear.

[0085] Specifically, for the content of determining the target torque gear of the current vehicle based on the running road slope, vehicle weight, preset recovery torque limit and preset torque gear limit executed in step 102, the present application provides an optional implementation method, which is specifically achieved by executing steps 121-123; executing step 121, based on the acquired vehicle data such as the running road slope, vehicle weight, preset recovery torque limit and preset torque gear limit of the current vehicle, using the formula n=mgsinα×N / F1 to calculate a to-be-selected target torque gear n1; then executing step 122, based on the running road slope of the current vehicle, obtaining the preset target torque gear n2 corresponding to the current vehicle from the running road slope and preset target torque gear mapping table; then executing step 123, comparing the values of the to-be-selected target torque gear n1 with the preset target torque gear n2, and determining the target torque gear of the current vehicle according to the comparison result.

[0086] It should be noted that the vehicle's road slope and preset target torque gear mapping table is pre-configured with multiple sets of mapping relationships between road slopes and preset target torque gears based on design requirements. For example, a single road slope value corresponds to a preset target torque gear, or a set of road slope ranges corresponds to a preset target torque gear. The vehicle's road slope and preset target torque gear mapping table is pre-stored in the vehicle based on design requirements, and this application does not specifically limit the data in the mapping table and the mapping relationships between the data.

[0087] In addition, the present application determines the most appropriate gear as the target torque gear of the current vehicle after comparing the target torque gear to be selected obtained by real-time calculation and the preset target torque gear obtained in real time, which is beneficial to improving the accuracy of the determined target torque gear. The more accurate the target torque gear is, the more comfortable the current vehicle will be, and the dragging feeling caused by starting energy recovery of the current vehicle can be avoided or reduced, which is beneficial to avoiding dizziness of the driver and passengers caused by energy recovery, thereby greatly improving the user's driving experience, and at the same time helping to improve the cruising time of the current vehicle.

[0088] In an exemplary embodiment, the above step 123, based on the selected target torque gear and the preset target torque gear, determines the target torque gear of the current vehicle, which may specifically include steps 131 and 132 (not shown), wherein:

[0089] Step 131, when the target torque gear to be selected is smaller than the preset target torque gear, determining the target torque gear to be selected as the target torque gear;

[0090] Step 132 : When the preset target torque gear is smaller than the target torque gear to be selected, the preset target torque gear is determined as the target torque gear.

[0091] Specifically, for the content of determining the target torque gear of the current vehicle based on the to-be-selected target torque gear and the preset target torque gear executed in step 123, the present application provides an optional implementation method, which can be specifically executed as step 131 or step 132, executing step 131 to compare the gear values of the to-be-selected target torque gear and the preset target torque gear, and when the comparison result is that the to-be-selected target torque gear is smaller than the preset target torque gear, the to-be-selected target torque gear with the smaller gear value is determined as the target torque gear; executing step 132 to compare the gear values of the to-be-selected target torque gear and the preset target torque gear, and when the comparison result is that the preset target torque gear is smaller than the to-be-selected target torque gear, the preset target torque gear with the smaller gear value is determined as the target torque gear.

[0092] It can be seen that when determining the target torque gear based on the to-be-selected target torque gear and the preset target torque gear, the implementation method provided by the present application is to use the one with the smaller gear value between the two as the final target torque gear; when selecting target torque gears with smaller gear values to control the energy recovery of the current vehicle, the dragging feeling felt by the driver when the current vehicle is recovering energy can be further weakened, which is conducive to further avoiding the dizziness caused by energy recovery to the driver and passengers, thereby helping to further enhance the user's driving experience.

[0093] In an exemplary embodiment, the determination of the target torque gear to be selected for the current vehicle based on the road gradient, vehicle weight, preset regenerative torque limit, and preset torque gear limit, performed in step 121, may include steps 211 and 212 (not shown), wherein:

[0094] Step 211 , determining a torque gear coefficient associated with the current vehicle based on a preset recovery torque limit and a preset torque gear limit;

[0095] Step 212: Obtain the target torque gear to be selected for the current vehicle based on the road slope, vehicle weight, and torque gear coefficient.

[0096] Specifically, the present application also provides an optional implementation method, in which the content of determining the target torque gear of the current vehicle to be selected based on the running road slope, vehicle weight, preset recovery torque limit and preset torque gear limit in step 121 can be selected as steps 211 and 212; in step 211, based on the obtained preset recovery torque limit and preset torque gear limit of the current vehicle, the torque gear coefficient associated with the current vehicle is calculated, with the preset recovery torque limit being F1, the preset torque gear limit being N, and the torque gear coefficient to be calculated being F1. Taking the number k as an example, the calculation formula for the torque gear coefficient is k = F1 / N. After calculating the torque gear coefficient, step 212 can be executed to calculate the target torque gear for the current vehicle based on the current vehicle road slope, vehicle weight, and the torque gear coefficient k obtained in step 211. Taking the road slope α, vehicle weight m, and the target torque gear to be calculated as n1 as an example, the calculation formula for the target torque gear is n1 = F2 / k = mgsinα / (F1 / N) = mgsinα×N / F1. It should be noted that F2 in the calculation formula is derived from F3. Specifically, when the vehicle is on a downhill road, for example, with a road slope of α, a horizontal downward torque (negative torque) F3 = mgsinα is generated. The torque corresponding to kinetic energy recovery is F2. In order for the vehicle to maintain its current speed, F2 = F3, that is, F2 = mgsinα.

[0097] It should be added that the value range of the operating road slope α in this application can be 0-16.5°, but this application is not limited to this. The value range of the operating road slope α can also be adjusted according to needs, as long as it can ensure safe and comfortable driving of the vehicle.

[0098] It should also be noted that the target energy recovery torque corresponding to the target torque gear position calculated in this application can be less than F2 or slightly less than F2, so as to leave the driver with a certain amount of braking space, allowing the driver to actively control the vehicle and thus improve the driving safety of the vehicle. It should also be noted that if the target energy recovery torque corresponding to the target torque gear position calculated according to the calculation method provided in this application is equal to the corresponding F2, a preset calculation method can be used to adjust the calculated target energy recovery torque to be slightly less than the corresponding F2, and then control the current vehicle to perform energy recovery based on the target energy recovery torque slightly less than F2, thereby improving the driver's control over the vehicle and corresponding driving safety.

[0099] Please refer to Figure 2 In an exemplary embodiment, obtaining the slope of the current vehicle's operating road, performed in step 101, may include steps 111 to 113 (not shown):

[0100] Step 111, obtaining a first slope of the current vehicle's driving position from a gyroscope of the current vehicle;

[0101] Step 112, obtaining a second slope of the current vehicle's driving position from a map module of the current vehicle;

[0102] Step 113: Determine the current driving road gradient of the vehicle based on the average of the first gradient and the second gradient.

[0103] Specifically, regarding the content of obtaining the current vehicle's operating road slope in step 101, the present application provides an optional implementation method, specifically performing steps 111 to 113: executing step 111, based on the current vehicle's gyroscope, obtaining a first slope at the current vehicle's driving location from the gyroscope, then executing step 112, based on the current vehicle's built-in map module, obtaining a second slope at the current vehicle's driving location from the map module, and then executing step 113, calculating the average of the obtained first and second slope values, and using the calculated average slope value as the current vehicle's operating road slope. In other words, the present application provides a method for determining the current vehicle's operating road slope. The current vehicle's operating road slope is not determined solely based on data measured by the gyroscope, nor is it determined solely based on data obtained from the map module, but is obtained by averaging these two data. This is conducive to improving the accuracy of the determined current vehicle's operating road slope, thereby improving the adaptability of the calculated target torque gear, and further improving the driving experience of the current vehicle.

[0104] It should also be added that the gyroscope is only one type of angle sensor. In addition to using the gyroscope as an angle sensor in the vehicle, other types of angle sensors may also be used. This application does not make any specific restrictions on this.

[0105] It can be seen that the vehicle energy recovery control method provided by the present application can automatically adapt the gear strength of kinetic energy recovery according to the angle of the vehicle's driving road conditions, reduce unnecessary energy loss caused by frequent kinetic energy recovery, and improve driving safety and driving comfort. The control method provided by the present application is that when the vehicle decelerates in advance on a flat road, the driver releases the accelerator pedal and puts it on the brake pedal, allowing the vehicle to be in a gliding state as much as possible. At this time, the driver only controls the kinetic energy recovery by the brake pedal to slowly stop; when the vehicle decelerates in advance on an uphill slope, the gravity overcome will cause the vehicle to stop faster. In order to travel farther, the driver can only control the kinetic energy recovery by the brake pedal to stop; when the vehicle decelerates or drives downhill, gravity will accelerate the vehicle. The kinetic energy recovery gear needs to be increased when going downhill, so that the vehicle can match the appropriate kinetic energy recovery gear to reduce the driver's braking force and focus more on driving the vehicle.

[0106] The present application also provides an embodiment for determining a target torque gear, including steps S1 to S6:

[0107] In step S1, the vehicle's road angle α (0-16.5°) is acquired using an angle sensor or gyroscope. A downward torque F3 = mgsinα is generated when the vehicle is traveling downhill. Given that the torque corresponding to kinetic energy recovery is F2, to maintain the vehicle's current speed, F2 = F3, or F2 = mgsinα, is required.

[0108] In step S2, the vehicle is driving on complex road conditions. If the kinetic energy recovery torque F2 = mgsinα, the vehicle's real-time kinetic energy recovery torque changes too quickly, and the driving experience will be very poor. The kinetic energy recovery gear is set to N, which not only avoids complex road conditions but also reserves operating space for the driver; N needs to be calibrated according to the driving experience, and this application does not make any specific restrictions on this.

[0109] In step S3, it is known that the maximum torque for vehicle kinetic energy recovery is F1, and the number of gears with the highest torque is N. Within the motor's base speed range, torque and speed are directly proportional. Assuming the gear coefficient is k (torque is evenly distributed in each gear), k = F1 / N.

[0110] In step S4 , it is assumed that the vehicle kinetic energy recovery output gear is n, where n=F2 / k=mgsinα / (F1 / N)=mgsinα×N / F1.

[0111] In step S5, when the vehicle is traveling on a flat road or uphill, α = 0, and the regenerative braking output position n = 0, disabling regenerative braking increases coasting distance, allowing the driver to control regenerative braking solely through the brake pedal, reducing regenerative cycles and lowering energy loss. When the vehicle is traveling downhill, n = mgsinα × N / F1. The regenerative braking position n is adjusted in real time based on the road angle α. When the braking torque exceeds the maximum torque F1, both conventional braking and regenerative braking are activated simultaneously.

[0112] Step S6: The kinetic energy recovery gear has been divided into N gears, but complex road conditions will still have an impact. A kinetic energy recovery gear n is recalculated each time the accelerator pedal is fully released. If the accelerator pedal is not pressed and released, the n value is not recalculated.

[0113] By controlling the current vehicle to recover energy based on the gear position n that is recalculated each time the driver fully releases the accelerator pedal, it is beneficial to slightly increase vehicle endurance, enhance vehicle driving feel and comfort, and improve vehicle safety.

[0114] It should be understood that, although the various steps in the flowcharts involved in the various embodiments described above are displayed in sequence according to the instructions of the arrows, these steps are not necessarily executed in sequence in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and these steps can be executed in other orders. Moreover, at least a portion of the steps in the flowcharts involved in the various embodiments described above can include multiple steps or multiple stages, and these steps or stages are not necessarily executed and completed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily to be carried out in sequence, but can be executed in turn or alternately with other steps or at least a portion of steps or stages in other steps.

[0115] Based on the same inventive concept, embodiments of the present application also provide a vehicle energy recovery control device for implementing the aforementioned vehicle energy recovery control method. The solution provided by this device is similar to the solution described in the aforementioned method. Therefore, the specific limitations of one or more vehicle energy recovery control device embodiments provided below can be found in the above-described limitations of the vehicle energy recovery control method and are not further elaborated here.

[0116] Figure 4 This is a structural block diagram of a vehicle energy recovery control device in one embodiment. Figure 2 and Figure 3 Reference Figure 4 In an exemplary embodiment, as Figure 4 As shown, a vehicle energy recovery control device 200 is provided, comprising: a data acquisition module 81, a data processing module 82 and an energy recovery module 83, wherein:

[0117] A data acquisition module 81 is used to obtain the current vehicle's operating road slope, vehicle weight, preset recovery torque limit, and preset torque gear limit;

[0118] A data processing module 82 is configured to determine a target torque gear for the current vehicle based on the operating road gradient, the vehicle weight, a preset regenerative torque limit, and a preset torque gear limit when the operating road gradient indicates that the current vehicle is traveling on a downhill section;

[0119] The data processing module 82 is further configured to set the target torque gear of the current vehicle to neutral when the operating road gradient indicates that the current vehicle is traveling on an uphill section or a flat section;

[0120] The energy recovery module 83 is used to control the current vehicle to recover energy based on the target torque gear.

[0121] Specifically, the data acquisition module 81 is used to acquire some real-time vehicle data, including at least the vehicle's road slope, vehicle weight, preset regenerative torque limit, and preset torque gear limit. The road slope can be used to determine whether the vehicle is currently traveling on an uphill, downhill, or flat road section, and can also be used to determine the slope of the uphill section when the vehicle is currently traveling on an uphill section, and the slope of the downhill section when the vehicle is currently traveling on a downhill section. Vehicle weight includes not only the weight of the vehicle itself but also the weight of users and miscellaneous items carried by the vehicle, i.e., the vehicle weight includes the weight of the vehicle itself and the weight of the items carried by the vehicle. The preset regenerative torque limit and preset torque gear limit are both pre-set data for the current vehicle. This application does not limit the specific values of these two data, and different data values can be acquired based on the vehicle's pre-set settings.

[0122] The vehicle data obtained includes at least the current vehicle's operating road slope, vehicle weight, preset recovery torque limit and preset torque gear limit, which can be used to subsequently participate in the calculation of the target torque gear, which is conducive to improving the calculation efficiency and accuracy of the target torque gear.

[0123] It should also be added that the accuracy of the current vehicle's operating road slope and vehicle weight is not limited to 100%. The accuracy can be limited to above 95% or 98% according to needs, as long as it can be used to calculate the target torque gear suitable for the current vehicle.

[0124] The data processing module 82 is used to calculate the target torque gear of the current vehicle based on the acquired road slope of the current vehicle, indicating that the current vehicle is traveling on a downhill section. The data processing module 82 can use the acquired vehicle data such as the road slope of the current vehicle, the vehicle weight, the preset recovery torque limit and the preset torque gear limit associated with the current vehicle to obtain a target torque gear suitable for the current vehicle for controlling the vehicle to perform energy recovery at this time.

[0125] That is, when the current vehicle is running on a downhill section, the target torque gear suitable for controlling the energy recovery of the current vehicle can be obtained by calculating the collected real-time vehicle data; based on this, taking the current vehicle's running road slope as α, the vehicle weight as m, the preset recovery torque limit as F1, the preset torque gear limit as N, and the target torque gear to be calculated as n as an example, the present application provides an optional method for calculating the target torque gear, n=mgsinα×N / F1, where g is the acceleration of gravity.

[0126] It should be added that the present application does not impose any specific limitation on the value of the preset torque gear limit N. For example, the value range of N can be selected between 4-8, or between 6-10, etc. according to needs. Of course, the number of gears can also be greater than 10.

[0127] The data processing module 82 is also used to not control the current vehicle to perform energy recovery when the current vehicle is traveling on an uphill section or a flat section based on the acquired slope of the road on which the current vehicle is traveling. That is, the target torque gear of the current vehicle can be directly set to neutral. Such a setting can simplify the calculation process of the target torque gear of the current vehicle, thereby helping to reduce the electric energy consumed by the current vehicle to calculate data, and helping to further improve the endurance time of the electric vehicle.

[0128] It should be added that, when the current vehicle is traveling on an uphill section or a flat section, setting its target torque gear to neutral is only an optional implementation method provided by the present application, but the present application is not limited to this; for example, when the current vehicle is traveling on a flat section, a calculation method for calculating the target torque gear suitable for the current vehicle can also be provided according to demand, so that when there is a need, for example, during the time period when the current vehicle is coasting on a flat section and waiting to stop after coasting, the target torque gear that can control the current vehicle to perform a small amount of energy recovery is calculated, so as to realize the recovery of part of the energy within this time period, thereby helping to further improve the cruising time of the current vehicle.

[0129] As can be seen, the implementation method proposed in this application is that when the vehicle is currently traveling on a flat road or uphill, the road slope α can be set to 0, and the corresponding calculated target torque gear n is also 0 (neutral). At this time, the vehicle is in a state where kinetic energy recovery is disabled, which helps to increase the current vehicle's coasting distance. Allowing the driver to control kinetic energy recovery only through the brake pedal helps to reduce the number of recycle times and thus reduce energy loss. When the vehicle is currently traveling downhill, n = mgsinα × N / F1, and the target torque gear n is adapted in real time according to the road slope α, so as to automatically achieve energy recovery control based on the current vehicle's target torque gear.

[0130] The energy recovery module 83 is used to control the current vehicle to perform energy recovery based on the calculated target torque gear after the data processing module 82 determines the target torque gear suitable for the current vehicle for controlling the vehicle to perform energy recovery.

[0131] The vehicle energy recovery control device 200 provided in the present application can calculate the target torque gear for energy recovery based on the real-time acquisition of vehicle data such as the slope of the road on which the current vehicle is running, and then control the current vehicle to perform energy recovery through the determined target torque gear, thereby realizing automatic adjustment of the target torque gear. There is no need for the driver to adjust the target torque gear in real time according to driving experience and driving needs, which is beneficial to reducing the braking force of the driver during driving, thereby avoiding the dragging feeling during driving, and also helps the driver to focus more on driving the vehicle and improve the driving experience.

[0132] In an exemplary embodiment, the data acquisition module 81 is used to obtain the current vehicle's operating road slope, vehicle weight, preset recovery torque limit, and preset torque gear limit, including: obtaining the current vehicle's accelerator pedal state, and when the accelerator pedal state is updated from the depressed state to the released state, obtaining the current vehicle's operating road slope, vehicle weight, preset recovery torque limit, and preset torque gear limit. For details, please refer to Figure 2 , and the above Figure 2 Description.

[0133] In an exemplary embodiment, the energy recovery module 83 is used to control the current vehicle to perform energy recovery based on the target torque gear, including: adjusting the energy recovery torque of the current vehicle based on the target torque gear to obtain the target energy recovery torque; controlling the current vehicle to perform energy recovery based on the target energy recovery torque. Figure 2 and Figure 3 , and the above Figure 2 and Figure 3 Description.

[0134] In an exemplary embodiment, after the energy recovery module 83 is used to control the current vehicle to perform energy recovery according to the target energy recovery torque, the control module in the vehicle energy recovery control device 200 is further included to activate the brake pedal of the current vehicle when the target energy recovery torque is greater than the preset recovery torque limit. Figure 2 and Figure 3 , and the above Figure 2 and Figure 3 Description.

[0135] In an exemplary embodiment, the data processing module 82 is used to determine the target torque gear of the current vehicle based on the running road slope, vehicle weight, preset recovery torque limit and preset torque gear limit, including: determining the target torque gear to be selected for the current vehicle based on the running road slope, vehicle weight, preset recovery torque limit and preset torque gear limit; obtaining the preset target torque gear of the current vehicle based on the running road slope of the current vehicle; determining the target torque gear of the current vehicle based on the target torque gear to be selected and the preset target torque gear. For details, please refer to Figure 2 , and the above Figure 2 Description.

[0136] In an exemplary embodiment, the data processing module 82 is used to determine the target torque gear of the current vehicle based on the target torque gear to be selected and the preset target torque gear, including: when the target torque gear to be selected is less than the preset target torque gear, determining the target torque gear to be selected as the target torque gear; when the preset target torque gear is less than the target torque gear to be selected, determining the preset target torque gear as the target torque gear. Figure 2 , and the above Figure 2 Description.

[0137] In an exemplary embodiment, the data processing module 82 is used to determine the target torque gear of the current vehicle to be selected based on the road slope, vehicle weight, preset recovery torque limit and preset torque gear limit, including: determining the torque gear coefficient associated with the current vehicle based on the preset recovery torque limit and the preset torque gear limit; obtaining the target torque gear of the current vehicle to be selected based on the road slope, vehicle weight and torque gear coefficient. For details, please refer to Figure 2 , and the above Figure 2 Description.

[0138] In an exemplary embodiment, the data acquisition module 81 is used to obtain the slope of the current vehicle's running road, including: obtaining a first slope of the current vehicle's driving position from the current vehicle's gyroscope; obtaining a second slope of the current vehicle's driving position from the current vehicle's map module; and determining the current vehicle's running road slope based on the average of the first slope and the second slope. Figure 2 , and the above Figure 2 Description.

[0139] Each module in the aforementioned vehicle energy recovery control device may be implemented in whole or in part through software, hardware, or a combination thereof. Each module may be embedded in or independent of a processor in a computer device (e.g., a vehicle device) as hardware, or stored in a computer device's memory as software, allowing the processor to call and execute the corresponding operations of each module.

[0140] In an exemplary embodiment, a computer device is provided. The computer device may be a vehicle device, and its internal structure diagram may be as shown in FIG. Figure 5 As shown. The computer device includes a processor, memory, an input / output interface, a communication interface, a display unit, and an input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are connected to the system bus via the input / output interface. The processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores an operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. The input / output interface of the computer device is used to exchange information between the processor and external devices. The communication interface of the computer device is used to communicate with external devices via wired or wireless means, and the wireless means can be implemented via Wi-Fi, a mobile cellular network, NFC (near-field communication), or other technologies. When executed by the processor, the computer program implements a vehicle energy recovery control method. The display unit of the vehicle device is used to produce a visually visible image and can be a display screen, a projection device, or a virtual reality imaging device. The display screen can be a liquid crystal display screen or an electronic ink display screen, and the input device of the computer device can be a touch layer covering the display screen, or a button, trackball or touchpad set on the computer device casing, or an external keyboard, touchpad or mouse.

[0141] Those skilled in the art will understand that Figure 5 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than shown in the figure, or combine certain components, or have a different component arrangement.

[0142] Based on the same inventive concept, the present application also provides a computer device, which can specifically be a vehicle device, including a memory and a processor, wherein a computer program is stored in the memory, and when the processor executes the computer program, the aforementioned vehicle energy recovery control method is implemented. The vehicle energy recovery control method is any one of the vehicle energy recovery control methods mentioned in the embodiments of the present application. Relevant embodiments can be found above.

[0143] Based on the same inventive concept, the present application also provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the aforementioned vehicle energy recovery control method is implemented. The vehicle energy recovery control method is any one of the vehicle energy recovery control methods mentioned in the embodiments of the present application. Relevant embodiments can be found above.

[0144] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed 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 relevant data must comply with relevant regulations.

[0145] Those skilled in the art will appreciate that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the above-mentioned embodiments. In particular, any reference to memory, database, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The databases involved in the various embodiments provided herein may include at least one of a relational database and a non-relational database. Non-relational databases may include, but are not limited to, distributed databases based on blockchains. The processors involved in the various embodiments provided herein may be, but are not limited to, general-purpose processors, central processing units (CPUs), graphics processing units (GPUs), digital signal processors (DSPs), programmable logic devices (PLDs), data processing logic devices based on quantum computing, and the like.

[0146] The technical features of the above embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0147] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present application. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the spirit of the present application, and these modifications and improvements fall within the scope of protection of the present application. Therefore, the scope of protection of the present application shall be determined by the appended claims.

Claims

1. A vehicle energy recovery control method, characterized in that: include: Obtaining the current vehicle's operating road slope, vehicle weight, preset regenerative torque limit, and preset torque gear limit; determining a target torque gear of the current vehicle based on the operating road gradient, the vehicle weight, the preset regenerative torque limit, and the preset torque gear limit when the operating road gradient indicates that the current vehicle is traveling on a downhill section; When the operating road gradient indicates that the current vehicle is traveling on an uphill section or a flat section, setting the target torque gear position of the current vehicle to neutral; controlling the current vehicle to perform energy recovery based on the target torque gear; The determining of the target torque gear of the current vehicle based on the operating road gradient, the vehicle weight, the preset regenerative torque limit, and the preset torque gear limit includes: Based on the operating road slope, the vehicle weight, the preset regenerative torque limit, and the preset torque gear limit, the formula n1=mgsinα×N / F1 is used to determine the target torque gear to be selected for the current vehicle; wherein n1 is the target torque gear to be selected, m is the vehicle weight, g is the acceleration due to gravity, α is the operating road slope, N is the preset torque gear limit, and F1 is the preset regenerative torque limit; The target torque gear to be selected is compared with the acquired preset target torque gear to determine the target torque gear of the current vehicle.

2. The vehicle energy recovery control method according to claim 1, characterized in that: The obtaining of the current vehicle's operating road slope, vehicle weight, preset recovery torque limit, and preset torque gear limit includes: The current accelerator pedal state of the vehicle is obtained. When the accelerator pedal state is updated from the depressed state to the released state, the current vehicle's operating road slope, vehicle weight, preset recovery torque limit, and preset torque gear limit are obtained.

3. The vehicle energy recovery control method according to claim 1, characterized in that: The controlling the current vehicle to perform energy recovery based on the target torque gear comprises: adjusting the energy recovery torque of the current vehicle based on the target torque gear to obtain a target energy recovery torque; The current vehicle is controlled to perform energy recovery according to the target energy recovery torque.

4. The vehicle energy recovery control method according to claim 3, characterized in that: After controlling the current vehicle to perform energy recovery according to the target energy recovery torque, the method further includes: When the target energy recovery torque is greater than the preset recovery torque limit, a brake pedal of the current vehicle is activated.

5. The vehicle energy recovery control method according to claim 1, characterized in that: Before comparing the target torque gear to be selected with the acquired preset target torque gear, the method further includes: Based on the slope of the road on which the current vehicle is running, a preset target torque gear of the current vehicle is obtained.

6. The vehicle energy recovery control method according to claim 5, characterized in that: The comparing the target torque gear to be selected with the acquired preset target torque gear to determine the target torque gear of the current vehicle includes: When the target torque gear to be selected is smaller than the preset target torque gear, determining the target torque gear to be selected as the target torque gear; In a case where the preset target torque gear is smaller than the to-be-selected target torque gear, the preset target torque gear is determined as the target torque gear.

7. The vehicle energy recovery control method according to claim 5, characterized in that: The determining of the target torque gear to be selected for the current vehicle based on the operating road gradient, the vehicle weight, the preset recovery torque limit, and the preset torque gear limit includes: determining a torque gear coefficient associated with the current vehicle based on the preset recovery torque limit and the preset torque gear limit; The target torque gear to be selected for the current vehicle is obtained according to the running road slope, the vehicle weight and the torque gear coefficient.

8. The vehicle energy recovery control method according to claim 1, characterized in that: The step of obtaining the slope of the current vehicle's operating road includes: Acquire a first slope of the current vehicle driving position from a gyroscope of the current vehicle; Acquire a second slope of the current vehicle's driving position from a map module of the current vehicle; The slope of the road on which the current vehicle is traveling is determined based on an average of the first slope and the second slope.

9. A vehicle energy recovery control device, characterized in that: include: A data acquisition module is used to obtain the current vehicle's operating road slope, vehicle weight, preset recovery torque limit, and preset torque gear limit; a data processing module configured to determine a target torque gear of the current vehicle based on the operating road gradient, the vehicle weight, the preset regenerative torque limit, and the preset torque gear limit when the operating road gradient indicates that the current vehicle is traveling on a downhill section; The data processing module is further configured to set the target torque gear of the current vehicle to neutral when the slope of the operating road indicates that the current vehicle is traveling on an uphill section or a flat section; an energy recovery module, configured to control the current vehicle to perform energy recovery based on the target torque gear; The determining of the target torque gear of the current vehicle based on the operating road gradient, the vehicle weight, the preset regenerative torque limit, and the preset torque gear limit includes: Based on the operating road slope, the vehicle weight, the preset regenerative torque limit, and the preset torque gear limit, the formula n1=mgsinα×N / F1 is used to determine the target torque gear to be selected for the current vehicle; wherein n1 is the target torque gear to be selected, m is the vehicle weight, g is the acceleration due to gravity, α is the operating road slope, N is the preset torque gear limit, and F1 is the preset regenerative torque limit; The target torque gear to be selected is compared with the acquired preset target torque gear to determine the target torque gear of the current vehicle.

10. A computer device comprising a memory and a processor, wherein the memory stores a computer program, wherein: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 8 are implemented.

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