Energy recovery control method and device, vehicle and storage medium

Abstract

The invention provides an energy recovery control method and device, a vehicle and a storage medium. According to the method, when a target vehicle is braked, energy is recycled through a front wheel driving motor, and recycled electric quantity is obtained. And when the recycled electric quantity is greater than the first target electric quantity, charging the first electric quantity in the recycled electric quantity into the high-voltage battery through the first line, and storing the electric energy of the second electric quantity in the recycled electric quantity into an energy storage device in the rear wheel driving motor through the second line. Namely, the front wheel driving motor is used for energy recovery, and the rear wheel driving motor is used for temporary energy storage. Therefore, when the high-voltage battery cannot accommodate the recycled electric quantity, the electric energy of the rest electric quantity can be recycled through the rear wheel driving motor, so that the recycled electric quantity is fully absorbed. Therefore, when the vehicle is braked, heat energy originally generated by kinetic energy can be converted into electric energy, and abrasion to the brake disc is reduced. In addition, when the recycled electric quantity is large, the recycled electric quantity is absorbed as much as possible, the target vehicle can be assisted in braking rapidly, and the braking efficiency is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more specifically, to a control method, device, vehicle and storage medium for energy recovery in the field of vehicles. Background Art

[0002] With the development of vehicle technology and people's increasing attention to environmental protection and energy conservation, more and more new energy vehicles have entered people's lives. However, there are also more and more problems related to new energy vehicles, including the braking problem of new energy vehicles.

[0003] At present, after new energy vehicles are used in racing competitions, it is common to see that the brake discs of new energy vehicles are red, while the color of brake discs is usually metallic. This is because the surface temperature of the brake discs rises sharply due to excessive braking friction. Excessive temperature will reduce the material properties of the brake discs, accelerate the wear of the brake discs, and shorten the service life. Furthermore, excessive temperature may also affect the immediacy and stability of the brake discs during braking, increasing the possibility of accidents involving new energy vehicles.

[0004] Therefore, there is an urgent need for a control method for energy recovery to reduce the wear of brake discs when new energy vehicles are braking and reduce the possibility of accidents when driving new energy vehicles. Summary of the invention

[0005] The present application provides a control method, device, vehicle and storage medium for energy recovery, which can convert heat energy originally generated by kinetic energy into electrical energy when the vehicle is braked, thereby reducing the wear on the brake disc. In addition, when the amount of recovered electricity is large, it can also assist the target vehicle in rapid braking, thereby improving the braking efficiency of the target vehicle.

[0006] In a first aspect, a method for controlling energy recovery is provided, the method comprising: when a target vehicle is braked, controlling a front wheel drive motor in the target vehicle to recover energy to obtain recovered electricity; determining whether the recovered electricity is greater than a first target electricity consumed by a high-voltage battery in the target vehicle; when the recovered electricity is greater than the first target electricity, charging a first amount of the recovered electricity into the high-voltage battery through a first line between the front wheel drive motor and the high-voltage battery, and storing the electrical energy of a second amount of the recovered electricity into an energy storage device in the rear wheel drive motor through a second line between the front wheel drive motor and a rear wheel drive motor in the target vehicle.

[0007] In the above technical solution, when the target vehicle brakes, the front wheel drive motor in the target vehicle can recover energy and obtain the amount of electricity during energy recovery (recovered electricity). Further, the recovered electricity is analyzed in size, and when the recovered electricity is greater than the first target amount of electricity consumed by the high-voltage battery in the target vehicle, the recovered electricity is divided into two parts. Specifically, a part of the recovered electricity (the first electricity) is charged into the high-voltage battery through the first circuit, and the electric energy of another part of the recovered electricity (the second electricity) is stored in the energy storage device in the rear wheel drive motor in the target vehicle through the second circuit. That is to say, in the energy recovery system, the front wheel drive motor is used for energy recovery, and the rear wheel drive motor is used for temporary energy storage. In this way, when the high-voltage battery cannot accommodate the recovered electricity, the electric energy of the remaining electricity can also be recovered by the rear wheel drive motor, so that the electricity generated by the front wheel drive motor during energy recovery can be fully absorbed. In this way, the method can convert the heat energy originally generated by kinetic energy into electrical energy when the vehicle is braked, reducing the dependence on the traditional friction brake system, thereby reducing the wear on the brake pads and brake discs, and reducing the possibility of accidents when driving the target vehicle. In addition, the method can also absorb the power (recovered power) generated by the front wheel drive motor as much as possible when the recovered power is large, and can assist the target vehicle in braking quickly, thereby improving the braking efficiency of the target vehicle.

[0008] In combination with the first aspect, in certain possible implementations, when the target vehicle is braked, the front-wheel drive motor in the target vehicle is controlled to perform energy recovery, including: when the target vehicle is braked, based on the current actual speed of the front-wheel drive motor and the minimum speed threshold value of the front-wheel drive motor, determining the control mode of the front-wheel drive motor; based on the control mode, controlling the front-wheel drive motor to perform energy recovery.

[0009] In the above technical solution, when the target vehicle brakes, the control mode of the front-wheel drive motor is determined based on the current actual speed of the front-wheel drive motor and the minimum speed threshold of the front-wheel drive motor. The control modes of the front-wheel drive motor include a torque control mode and a speed control mode. Since the control modes of the front-wheel drive motor include multiple modes, the front-wheel drive motor is controlled to perform energy recovery based on different control modes. This sophisticated energy recovery control strategy can make the braking process of the target vehicle smoother, reduce the abruptness or discomfort caused by energy recovery, and provide passengers with a more comfortable riding experience.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, based on the control mode, the front-wheel drive motor is controlled to perform energy recovery, including: when the control mode is a torque control mode, based on the current vehicle speed and the current wheel speed of the target vehicle, the wheel slip rate of the target vehicle is determined; based on the wheel slip rate and a preset target slip rate, the energy recovery torque of the front-wheel drive motor is determined; based on the energy recovery torque, the front-wheel drive motor is controlled to perform energy recovery; when the control mode is a speed control mode, based on the deviation amplitude of the current actual speed relative to the minimum speed threshold value, the front-wheel drive motor is controlled to perform energy recovery.

[0011] In the above technical solution, when the control mode is the torque control mode, the wheel slip rate of the target vehicle is determined by the current vehicle speed and the current wheel speed of the target vehicle, and then the energy recovery torque determined by the wheel slip rate is used to control the front wheel drive motor to perform energy recovery. This method can accurately and in real time control the energy recovery process of the front wheel drive motor and optimize the dynamic performance of the target vehicle. In addition, by controlling the front wheel drive motor through the energy recovery torque, a progressive and controllable braking process of the target vehicle can be achieved, thereby improving driving comfort. When the control mode is the speed control mode, the power generation resistance of the front wheel drive motor during energy recovery can be appropriately adjusted based on the degree to which the current actual speed of the front wheel drive motor is less than the minimum speed threshold value. In this way, the efficiency of energy recovery can be maximized, thereby reducing energy loss and increasing the effective cruising range of the target vehicle.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the method also includes: determining whether the recovered electricity is greater than a second target electricity, the second target electricity being the sum of the first target electricity and the electricity discharged by the rear-wheel drive motor; when the recovered electricity is greater than the second target electricity, determining whether the target electrical equipment in the target vehicle is in a working state; when the target electrical equipment is in a working state, powering the first capacitor device through a third line between the front-wheel drive motor and the first capacitor device in the target electrical equipment and utilizing the third electricity in the recovered electricity.

[0013] In the above technical solution, when the high-voltage battery and the front-wheel drive motor cannot meet the storage demand of the recovered electricity, the method can supply the remaining electricity in the recovered electricity to the capacitor device (first capacitor device) in the target electrical equipment through the third circuit when the target electrical equipment is in working state, so that the first capacitor device can maintain the stable operation of the target electrical equipment, ensuring that the target electrical equipment can work continuously and efficiently. In other words, the method can further fully absorb the recovered electricity obtained after the front-wheel drive motor performs energy recovery when the target vehicle is braked, avoiding the third electricity in the recovered electricity from being unable to be stored or used. Therefore, the method can further increase the energy recovery capacity of the front-wheel drive motor.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, when the target electrical equipment is in a working state, the first capacitor device in the target electrical equipment is powered by a third line between the front-wheel drive motor and the first capacitor device and by using the third amount of the recovered electricity, including: when the target electrical equipment is in a working state, controlling the target switch on the third line to be in a closed state so that the third line is in a conducting state; and powering the first capacitor device through the third line in the conducting state and by using the third amount of electricity.

[0015] In the above technical solution, there is a target switch on the third circuit between the front-wheel drive motor and the first capacitor device in the target electrical equipment, and the target switch is usually in an open state. When the target electrical equipment is in a working state, the target switch on the third circuit is controlled to be in a closed state. In this way, the third circuit can be in a conducting state, and the third electric quantity is further supplied to the first capacitor device through the third circuit in the conducting state. In other words, when the target vehicle is braked, if the target electrical equipment has a power demand, the method controls the target switch to a closed state; and in other cases, the target switch is controlled to be in an open state. This control strategy can effectively utilize the recovered electric quantity during the current energy recovery of the target vehicle to avoid energy waste. In addition, the state of the target switch can be dynamically adjusted according to the power demand of the target electrical equipment to ensure that power is supplied when needed and disconnected when not necessary, thereby realizing refined energy management.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the method also includes: when the target electrical equipment is not in a working state, the electrical energy of the fourth amount of the recovered electricity is stored in the second capacitor device through a fourth line between the front-wheel drive motor and the second capacitor device in the target vehicle, and the capacity of the second capacitor device is greater than the capacity of the first capacitor device.

[0017] In the above technical solution, when the high-voltage battery and the front-wheel drive motor cannot meet the storage demand of the recovered electricity and the target electrical equipment is not in working state, the method can store the remaining electricity in the recovered electricity to the large capacitor device (second capacitor device) through the fourth circuit. In other words, no matter how much recovered electricity the front-wheel drive motor recovers when the target vehicle brakes, the method can absorb it in time and to the maximum extent, avoiding the fourth electricity in the recovered electricity from being unable to be stored or used. Therefore, the method can avoid the reduction of the braking efficiency of the target vehicle due to insufficient ability to absorb energy recovery. In addition, the electric energy stored in the second capacitor device can also meet the power demand of the vehicle in subsequent vehicle use scenarios.

[0018] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the second capacitor device is connected to the high-voltage battery through a fifth line, and a high-voltage to low-voltage device in the target vehicle is present on the fifth line. The method also includes: when the front-wheel drive motor exits the energy recovery process and the remaining power of the high-voltage battery is less than the first preset power, based on the normal voltage range of the high-voltage battery when operating in a historical period, determining the target output voltage of the second capacitor device when charging the high-voltage battery; adjusting the current actual output voltage of the second capacitor device according to the target output voltage through the high-voltage to low-voltage device, and charging the fifth power of the fourth power into the high-voltage battery through the fifth line.

[0019] In the above technical solution, when the remaining power of the high-voltage battery is low, the method determines the target output voltage of the second capacitor device when charging the high-voltage battery based on the normal voltage range of the high-voltage battery when it is working in the historical period, further adjusts the current actual output voltage of the second capacitor device according to the target output voltage through the high-voltage to low-voltage device, and charges the fifth power of the fourth power into the high-voltage battery through the fifth line. In other words, when the high-voltage battery has a charging demand, the electric energy of the fifth power pre-stored in the second capacitor device can be delivered to the high-voltage battery according to the charging voltage that the high-voltage battery can withstand, so as to charge the high-voltage battery. This method can avoid the situation where the target vehicle or other electrical equipment relying on the high-voltage battery cannot work when the front-wheel drive motor does not recover energy and the high-voltage battery is insufficient.

[0020] In a second aspect, a control device for energy recovery is provided, which includes: a control module, which is used to control the front wheel drive motor in the target vehicle to perform energy recovery to obtain recovered electricity when the target vehicle is braked; a determination module, which is used to determine whether the recovered electricity is greater than a first target electricity consumed by a high-voltage battery in the target vehicle; a delivery module, which is used to charge a first amount of the recovered electricity into the high-voltage battery through a first line between the front wheel drive motor and the high-voltage battery when the recovered electricity is greater than the first target electricity, and to store the second amount of the recovered electricity into an energy storage device in the rear wheel drive motor through a second line between the front wheel drive motor and the rear wheel drive motor in the target vehicle.

[0021] In combination with the second aspect, in some possible implementations, the determination module is specifically used to determine the control mode of the front-wheel drive motor based on the current actual speed of the front-wheel drive motor and the minimum speed threshold value of the front-wheel drive motor when the target vehicle is braking; the control module is specifically used to control the front-wheel drive motor to recover energy based on the control mode.

[0022] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is specifically used to: when the control mode is a torque control mode, determine the wheel slip rate of the target vehicle based on the current vehicle speed and the current wheel speed of the target vehicle; determine the energy recovery torque of the front-wheel drive motor based on the wheel slip rate and a preset target slip rate; the control module is specifically used to: control the front-wheel drive motor to perform energy recovery based on the energy recovery torque; when the control mode is a speed control mode, control the front-wheel drive motor to perform energy recovery based on the deviation amplitude of the current actual speed relative to the minimum speed threshold value.

[0023] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is also used to: determine whether the recovered electricity is greater than a second target electricity, the second target electricity being the sum of the first target electricity and the electricity discharged by the rear-wheel drive motor; when the recovered electricity is greater than the second target electricity, determine whether the target electrical equipment in the target vehicle is in a working state; the device also includes: a power supply module, which is used to power the first capacitor device in the target electrical equipment through a third line between the front-wheel drive motor and the first capacitor device in the target electrical equipment and using the third electricity in the recovered electricity when the target electrical equipment is in a working state.

[0024] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the control module is specifically used to control the target switch on the third circuit to be in a closed state when the target electrical equipment is in a working state, so that the third circuit is in a conducting state; the power supply module is specifically used to supply power to the first capacitor device through the third circuit in the conducting state and using the third electrical quantity.

[0025] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the transmission module is also used to store the electrical energy of the fourth amount of the recovered electricity into the second capacitor device through a fourth line between the front-wheel drive motor and the second capacitor device in the target vehicle when the target electrical equipment is not in a working state, and the capacity of the second capacitor device is greater than the capacity of the first capacitor device.

[0026] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the second capacitor device is connected to the high-voltage battery in the target vehicle through a fifth line, and a high-voltage to low-voltage device in the target vehicle is present on the fifth line. The determination module is also used to determine the target output voltage of the second capacitor device when charging the high-voltage battery based on the normal voltage range of the high-voltage battery when operating in a historical period when the front-wheel drive motor exits the energy recovery process and the remaining power of the high-voltage battery is less than the first preset power; the delivery module is also used to adjust the current actual output voltage of the second capacitor device according to the target output voltage through the high-voltage to low-voltage device, and charge the fifth power of the fourth power into the high-voltage battery through the fifth line.

[0027] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in the first aspect or any possible implementation of the first aspect.

[0028] In a fourth aspect, a computer-readable storage medium is provided, which stores an executable program code. When the executable program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 is a schematic diagram of a scenario of using a vehicle provided in an embodiment of the present application;

[0030] Figure 2 is a schematic flow chart of a control method for energy recovery provided in an embodiment of the present application;

[0031] Figure 3is a schematic diagram of a use process of recycled electricity provided in an embodiment of the present application;

[0032] Figure 4 is a schematic diagram of another process of using recycled electricity provided in an embodiment of the present application;

[0033] Figure 5 is a schematic diagram of another process of using recycled electricity provided in an embodiment of the present application;

[0034] Figure 6 is a structural schematic diagram of an energy recovery control device provided in an embodiment of the present application;

[0035] Figure 7 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0036] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0037] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0038] Figure 1 It is a schematic diagram of a scenario of using a vehicle provided in an embodiment of the present application.

[0039] For example, Figure 1 The new energy vehicle A shown is used as a racing car. During the racing competition, the new energy vehicle A needs to brake on the track from time to time to avoid collisions with other vehicles, guardrails at the edge of the track, walls or other objects. After the race, the brake disc of the new energy vehicle A can usually be seen to be red, while the color of the brake disc is usually metallic. This is because the surface temperature of the brake disc rises sharply due to excessive braking friction. Excessive temperature will reduce the material properties of the brake disc, accelerate the wear of the brake disc, and shorten its service life. Furthermore, excessive temperature may also affect the immediacy and stability of the brake disc during braking, which can increase the possibility of an accident with the new energy vehicle A.

[0040] In order to solve the above problems, this application proposes a control method for energy recovery, which converts the heat energy originally generated by the kinetic energy of the new energy vehicle A during braking into electrical energy, reduces the wear on the brake disc, and reduces the possibility of accidents when driving the new energy vehicle A. The specific steps of the control method for energy recovery in this application can be found as follows Figure 2 .

[0041] Figure 2 It is a schematic flow chart of an energy recovery control method provided in an embodiment of the present application.

[0042] It should be understood that the energy recovery control method provided in the embodiment of the present application can be applied to Figure 1 The vehicle shown (eg, new energy vehicle A). Specifically, the energy recovery control method can be applied to a vehicle controller in the vehicle.

[0043] For example, Figure 2 As shown, the method 200 includes:

[0044] Step 201, when the target vehicle is braked, the vehicle controller controls the front wheel drive motor in the target vehicle to recover energy to obtain recovered electricity.

[0045] It should be understood that the "target vehicle" in the above step 201 is a new energy vehicle. In some embodiments, the new energy vehicle is a pure electric vehicle or a hybrid vehicle.

[0046] It should also be understood that, under normal circumstances, the "front-wheel drive motor" in the above step 201 is used to drive the wheels in the target vehicle. When the target vehicle is braked, the front-wheel drive motor works as a generator (the front-wheel drive motor is switched to a power generation mode). During the braking process of the target vehicle, the wheel drives the front-wheel drive motor to rotate, and the magnetic field inside the front-wheel drive motor moves relative to the rotor, thereby generating an electromotive force to generate electrical energy for energy recovery. In this way, all kinetic energy will not be converted into heat energy when the target vehicle is braked, which can reduce the wear on the brake disc. In addition, a part of the kinetic energy is converted into electrical energy (i.e., energy recovery), which can be used for subsequent vehicle drive or other electrical systems, thereby extending the cruising range of the target vehicle and reducing energy consumption. The "recovered power" in the above step 201 refers to the power obtained by converting the heat energy originally converted from kinetic energy into electrical energy when the target vehicle is braked. The thermal energy therein refers to the energy generated by the friction between the wheels and the ground when the target vehicle is braked.

[0047] In some embodiments, the vehicle controller in step 201 controls the front-wheel drive motor in the target vehicle to perform energy recovery to obtain recovered electricity, including: the vehicle controller controls the front-wheel drive motor in the target vehicle to perform energy recovery, and determines the kinetic energy change value of the target vehicle after braking based on the total mass of the target vehicle and the speed of the target vehicle before braking; the vehicle controller determines the electric energy value recovered by the front-wheel drive motor based on the product of the kinetic energy change value and the efficiency of the front-wheel drive motor; the vehicle controller converts the electric energy value into the recovered electricity.

[0048] It should be understood that in the above scheme, the speed of the target vehicle after braking is zero. Therefore, the kinetic energy change value of the target vehicle after braking can be directly determined based on the total mass of the target vehicle and the speed of the target vehicle before braking. The "efficiency of the front-wheel drive motor" in the above scheme refers to the energy conversion efficiency when the front-wheel drive motor converts kinetic energy into electrical energy. In addition, the unit of electrical energy value is joule J, and the unit of electrical quantity is kilowatt-hour kWh. Therefore, it is necessary to convert the electrical energy value into electrical quantity, that is, the recovered electrical quantity, 1kWh = 3.6×10 6 J.

[0049] In some embodiments, the vehicle controller determines the kinetic energy change value of the target vehicle after braking based on the total mass of the target vehicle and the speed of the target vehicle before braking, including: the vehicle controller determines the kinetic energy change value based on the following formula (1);

[0050]

[0051] Among them, K E is the kinetic energy change value, m is the total mass of the target vehicle, and v is the speed of the target vehicle before braking.

[0052] In some embodiments, the vehicle controller converts the electric energy value into the recovered electric energy, including: the vehicle controller converts the electric energy value into the recovered electric energy based on the following formula (2);

[0053]

[0054] Among them, K R For the recovered electricity.

[0055] In one possible implementation, in step 201, when the target vehicle is braked, the vehicle controller controls the front-wheel drive motor in the target vehicle to perform energy recovery, including: when the target vehicle is braked, the vehicle controller determines the control mode of the front-wheel drive motor based on the current actual speed of the front-wheel drive motor and the minimum speed threshold value of the front-wheel drive motor; the vehicle controller controls the front-wheel drive motor to perform energy recovery based on the control mode.

[0056] It should be understood that the "minimum speed threshold value of the front-wheel drive motor" in the above solution refers to the minimum speed at which the front-wheel drive motor can run stably, and the minimum speed threshold value can be obtained from the technical specifications of the front-wheel drive motor. In addition, the control mode of the front-wheel drive motor includes a torque control mode and a speed control mode. In the torque control mode, the front-wheel drive motor can output a constant torque, and the speed of the front-wheel drive motor can change based on the change of the external load. In the speed control mode, the goal of the front-wheel drive motor is to maintain or adjust the speed to a set value.

[0057] In the above technical solution, when the target vehicle brakes, the control mode of the front-wheel drive motor is determined based on the current actual speed of the front-wheel drive motor and the minimum speed threshold of the front-wheel drive motor. The control modes of the front-wheel drive motor include a torque control mode and a speed control mode. Since the control modes of the front-wheel drive motor include multiple modes, the front-wheel drive motor is controlled to perform energy recovery based on different control modes. This sophisticated energy recovery control strategy can make the braking process of the target vehicle smoother, reduce the abruptness or discomfort caused by energy recovery, and provide passengers with a more comfortable riding experience.

[0058] In some embodiments, the vehicle controller determines the control mode of the front-wheel drive motor based on the current actual speed of the front-wheel drive motor and the minimum speed threshold value of the front-wheel drive motor, including: when the current actual speed is greater than or equal to the minimum speed threshold value, the vehicle controller determines that the control mode is the torque control mode; when the current actual speed is less than the minimum speed threshold value, the vehicle controller determines that the control mode is the speed control mode.

[0059] In the above technical solution, when the current actual speed is greater than or equal to the minimum speed threshold value, the front-wheel drive motor usually works in the high-efficiency zone. Therefore, whether it is a high speed or a low speed, the front-wheel drive motor can have a high energy recovery capability, and the control mode of the front-wheel drive motor can be determined as a torque control mode. When the current actual speed is less than the minimum speed threshold value, the front-wheel drive motor usually works in the low-efficiency zone. If the torque control mode is used directly, the front-wheel drive motor recovers energy at a lower energy conversion efficiency, which will increase the operating cost of the front-wheel drive motor and increase the cost of maintaining and replacing the front-wheel drive motor. At this time, the control mode of the front-wheel drive motor is determined as the speed control mode, and the front-wheel drive motor can maintain operation at a higher speed to ensure energy recovery within a more efficient speed range.

[0060] In one possible implementation, the vehicle controller controls the front-wheel drive motor to perform energy recovery based on the control mode, including: when the control mode is a torque control mode, the vehicle controller determines the wheel slip rate of the target vehicle based on the current vehicle speed and the current wheel speed of the target vehicle; the vehicle controller determines the energy recovery torque of the front-wheel drive motor based on the wheel slip rate and a preset target slip rate; the vehicle controller controls the front-wheel drive motor to perform energy recovery based on the energy recovery torque; when the control mode is a speed control mode, the vehicle controller controls the front-wheel drive motor to perform energy recovery based on the deviation amplitude of the current actual speed relative to the minimum speed threshold value.

[0061] It should be understood that the "current vehicle speed" in the above scheme refers to the distance traveled by the target vehicle in a unit time, and the unit of the current vehicle speed is m / s. The "current wheel speed" in the above scheme refers to the number of revolutions made by the wheels of the target vehicle in a unit time, usually expressed in revolutions per minute (RPM). In addition, the wheel slip rate refers to the ratio of the sliding distance to the moving distance of the wheel when the wheel slides on the ground.

[0062] It should also be understood that the vehicle controller adjusts the working state of the front-wheel drive motor based on the energy recovery torque, and generates the required electromagnetic torque through the front-wheel drive motor to perform energy recovery.

[0063] It should also be understood that the vehicle controller adjusts the excitation current or excitation voltage of the front-wheel drive motor based on the deviation amplitude to change the power generation strength of the front-wheel drive motor, and recovers energy with the changed power generation strength. When the current actual speed is less than the minimum speed threshold value, the vehicle controller reduces the initial power generation strength based on the deviation amplitude; when the current actual speed is greater than the minimum speed threshold value, the vehicle controller increases the initial power generation strength based on the deviation amplitude. Among them, the initial power generation strength refers to the power generation strength set before the power generation strength of the front-wheel drive motor is changed. In addition, the process of determining the deviation amplitude of the current actual speed relative to the minimum speed threshold value is similar to the process of determining the difference amplitude of the wheel slip rate relative to the target slip rate, and can be determined using the same principle, which will not be repeated here.

[0064] In the above technical solution, when the control mode is the torque control mode, the wheel slip rate of the target vehicle is determined by the current vehicle speed and the current wheel speed of the target vehicle, and then the energy recovery torque determined by the wheel slip rate is used to control the front wheel drive motor to perform energy recovery. This method can accurately and in real time control the energy recovery process of the front wheel drive motor and optimize the dynamic performance of the target vehicle. In addition, by controlling the front wheel drive motor through the energy recovery torque, a progressive and controllable braking process of the target vehicle can be achieved, thereby improving driving comfort. When the control mode is the speed control mode, the power generation resistance of the front wheel drive motor during energy recovery can be appropriately adjusted based on the degree to which the current actual speed of the front wheel drive motor is less than the minimum speed threshold value. In this way, the efficiency of energy recovery can be maximized, thereby reducing energy loss and increasing the effective cruising range of the target vehicle.

[0065] In some embodiments, the vehicle controller determines the wheel slip rate of the target vehicle based on the current vehicle speed and the current wheel speed of the target vehicle, including: the vehicle controller determines the wheel slip rate based on the following formula (3);

[0066]

[0067] Where S is the wheel slip rate, v l is the linear speed corresponding to the current wheel speed of the target vehicle, and v0 is the current vehicle speed of the target vehicle.

[0068] In some embodiments, the method 200 further includes: the vehicle controller determines the linear speed corresponding to the current wheel speed based on the following formula (4);

[0069]

[0070] Among them, v w is the current wheel speed of the target vehicle, L t is the tire circumference of the wheel.

[0071] In some embodiments, the vehicle controller determines the energy recovery torque of the front-wheel drive motor based on the wheel slip rate and a preset target slip rate, including: the vehicle controller determines the difference amplitude of the wheel slip rate relative to the target slip rate; the vehicle controller determines the energy recovery torque based on the difference amplitude and the initial recovery torque of the front-wheel drive motor.

[0072] It should be understood that the initial recovery torque in the above solution refers to the recovery torque set before the recovery torque of the front wheel drive motor is determined.

[0073] In some embodiments, the vehicle controller determines the difference between the wheel slip rate and the target slip rate, including: the vehicle controller determines the difference based on the following formula (5);

[0074]

[0075] Wherein, a1 is the difference amplitude, S is the wheel slip rate, and S1 is the target slip rate.

[0076] In some embodiments, the vehicle controller determines the energy recovery torque based on the difference amplitude and the initial recovery torque of the front-wheel drive motor, including: the vehicle controller determines the product of the initial recovery torque and the difference amplitude as the torque adjustment amount; when the wheel slip rate is greater than the target slip rate, the vehicle controller determines the difference between the initial recovery torque and the torque adjustment amount as the energy recovery torque; when the wheel slip rate is less than the target slip rate, the vehicle controller determines the sum of the initial recovery torque and the torque adjustment amount as the energy recovery torque.

[0077] In the above technical solution, the energy recovery torque of the front wheel drive motor is dynamically determined by the size relationship between the wheel slip rate and the target slip rate. When the wheel slip rate (actual slip rate) is higher than the target slip rate, the torque adjustment amount is reduced on the basis of the current recovery torque (initial recovery torque), which can avoid wheel locking of the target vehicle. On the contrary, when the wheel slip rate (actual slip rate) is lower than the target slip rate, the energy recovery torque is increased, which can improve the efficiency of energy recovery of the front wheel drive motor.

[0078] Step 202 : The vehicle controller determines whether the regenerated power is greater than a first target power consumed by the high-voltage battery in the target vehicle.

[0079] It should be understood that the "first target power" in step 202 above refers to the power currently consumed by the high-voltage battery. The first target power can be determined based on the difference between the rated power of the high-voltage battery and the current remaining power of the high-voltage battery. It should also be understood that the high-voltage battery in step 202 above can be a 380V battery.

[0080] In some embodiments, the high voltage battery in step 202 is a power battery in the target vehicle.

[0081] Step 203, when the recovered electric quantity is greater than the first target electric quantity, the vehicle controller charges the first electric quantity in the recovered electric quantity into the high-voltage battery through a first line between the front-wheel drive motor and the high-voltage battery, and stores the electric energy of the second electric quantity in the recovered electric quantity into the energy storage device in the rear-wheel drive motor through a second line between the front-wheel drive motor and the rear-wheel drive motor in the target vehicle.

[0082] It should be understood that the "charging the first amount of the recovered electricity into the high-voltage battery through the first line between the front-wheel drive motor and the high-voltage battery" in the above step 203 refers to charging the first amount of electric energy into the high-voltage battery through the first line. Specifically, the electric energy (AC) generated by the front-wheel drive motor is transmitted to the inverter through the winding of the front-wheel drive motor itself, and the inverter converts the AC into DC, and then transmits it to the high-voltage battery. The first line passes through the winding of the front-wheel drive motor itself and the inverter.

[0083] It should also be understood that when the recovered power is greater than the first target power, the recovered power is greater than or equal to the sum of the first power and the second power, and the first target power is greater than or equal to the first power.

[0084] In some embodiments, the energy storage device includes a capacitor or a battery.

[0085] In some embodiments, step 203 includes: when the recovered electric quantity is greater than the first target electric quantity and less than the second target electric quantity, the vehicle controller charges the first electric quantity in the recovered electric quantity into the high-voltage battery through a first line between the front-wheel drive motor and the high-voltage battery, and stores the electric energy of the second electric quantity in the recovered electric quantity into the energy storage device in the rear-wheel drive motor through a second line between the front-wheel drive motor and the rear-wheel drive motor in the target vehicle.

[0086] Figure 3 It is a schematic diagram of a process of using recycled electricity provided in an embodiment of the present application.

[0087] For example, Figure 3 As shown, when the target vehicle is braked, the vehicle controller controls the front wheel drive motor to recover energy to obtain recovered power. When the recovered power is greater than the power currently consumed by the high-voltage battery in the target vehicle (the first target power) and less than the second target power, the vehicle controller controls the front wheel drive motor to charge the first part of the recovered power (the first power) into the high-voltage battery through the first line, and stores the second part of the power (the second power) into the energy storage device in the rear wheel drive motor in the target vehicle through the second line.

[0088] In one possible implementation, after step 203, the method 200 also includes: the vehicle controller determines whether the recovered electricity is greater than a second target electricity, and the second target electricity is the sum of the first target electricity and the electricity discharged by the rear-wheel drive motor; when the recovered electricity is greater than the second target electricity, the vehicle controller determines whether the target electrical equipment in the target vehicle is in a working state; when the target electrical equipment is in a working state, the vehicle controller supplies power to the first capacitor device through a third line between the front-wheel drive motor and the first capacitor device in the target electrical equipment and using the third electricity in the recovered electricity.

[0089] It should be understood that the "rear wheel drive motor" in the above solution can be regarded as a temporary energy storage and discharge device, which can store and release electrical energy. The "electricity discharged by the rear wheel drive motor" in the above solution refers to the amount of electricity corresponding to the electrical energy released by the energy storage device in the rear wheel drive motor.

[0090] It should also be understood that when the recovered electricity amount is greater than the second target electricity amount, the recovered electricity amount is greater than or equal to the sum of the first electricity amount, the second electricity amount and the third electricity amount, and the second electricity amount is less than or equal to the maximum storage capacity of the energy storage device.

[0091] In the above technical solution, when the high-voltage battery and the front-wheel drive motor cannot meet the storage demand of the recovered electricity, the method can supply the remaining electricity in the recovered electricity to the capacitor device (first capacitor device) in the target electrical equipment through the third circuit when the target electrical equipment is in working state, so that the first capacitor device can maintain the stable operation of the target electrical equipment, ensuring that the target electrical equipment can work continuously and efficiently. In other words, the method can further fully absorb the recovered electricity obtained after the front-wheel drive motor performs energy recovery when the target vehicle is braked, avoiding the third electricity in the recovered electricity from being unable to be stored or used. Therefore, the method can further increase the energy recovery capacity of the front-wheel drive motor.

[0092] In some embodiments, the target electrical equipment is a vehicle-mounted refrigeration equipment or a vehicle-mounted heating equipment. When the target electrical equipment is a vehicle-mounted refrigeration equipment, the corresponding first capacitor device is a cooling capacitor; when the target electrical equipment is a vehicle-mounted heating equipment, the corresponding first capacitor device is a heating capacitor.

[0093] It should be understood that the "vehicle refrigeration equipment" in the above scheme can be regarded as vehicle air-conditioning equipment, the "cooling capacitor" can be regarded as an air-conditioning capacitor, and the "warm air capacitor" can be regarded as a warm air electric heating capacitor.

[0094] In one possible implementation, when the target electrical equipment is in a working state, the vehicle controller supplies power to the first capacitor device through a third line between the front-wheel drive motor and the first capacitor device in the target electrical equipment and utilizes a third amount of the recovered electricity, including: when the target electrical equipment is in a working state, the vehicle controller controls the target switch on the third line to be in a closed state so that the third line is in a conducting state; the vehicle controller supplies power to the first capacitor device through the third line in the conducting state and utilizes the third amount of electricity.

[0095] It should be understood that in the above scheme, when the front-wheel drive motor performs energy recovery and the target electrical equipment is in an operating state, the target switch is controlled to be in a closed state. When the front-wheel drive motor does not perform energy recovery (exits the energy recovery process) and / or the target electrical equipment is not in an operating state, the target switch is controlled to be in an open state.

[0096] In the above technical solution, there is a target switch on the third circuit between the front-wheel drive motor and the first capacitor device in the target electrical equipment, and the target switch is usually in an open state. When the target electrical equipment is in a working state, the target switch on the third circuit is controlled to be in a closed state. In this way, the third circuit can be in a conducting state, and the third electric quantity is further supplied to the first capacitor device through the third circuit in the conducting state. In other words, when the target vehicle is braked, if the target electrical equipment has a power demand, the method controls the target switch to a closed state; and in other cases, the target switch is controlled to be in an open state. This control strategy can effectively utilize the recovered electric quantity during the current energy recovery of the target vehicle to avoid energy waste. In addition, the state of the target switch can be dynamically adjusted according to the power demand of the target electrical equipment to ensure that power is supplied when needed and disconnected when not necessary, thereby realizing refined energy management.

[0097] In some embodiments, the method 200 further includes: when the target vehicle is plug-in heating or plug-in charging, the vehicle controller controls the target switch on the third line to be in an off state.

[0098] Figure 4 It is a schematic diagram of another process of using recycled electricity provided in an embodiment of the present application.

[0099] For example, Figure 4As shown, when the target vehicle is braked, the vehicle controller controls the front wheel drive motor to recover energy and obtain the recovered power. When the recovered power is greater than the second target power, the vehicle controller controls the front wheel drive motor to charge the first part of the recovered power (the first power) into the high-voltage battery through the first circuit, and stores the electric energy of the second part of the power (the second power) into the energy storage device in the rear wheel drive motor in the target vehicle through the second circuit, and uses the third part of the power (the third power) through the third circuit to supply power to the first capacitor device in the target electrical equipment in the working state in the target vehicle. Wherein, the target switch on the third circuit is in a closed state.

[0100] In one possible implementation, the method 200 also includes: when the target electrical equipment is not in a working state, the vehicle controller stores the electrical energy of the fourth amount of the recovered electricity into the second capacitor device through a fourth line between the front-wheel drive motor and the second capacitor device in the target vehicle, and the capacity of the second capacitor device is greater than the capacity of the first capacitor device.

[0101] It should be understood that the "second capacitor" in the above solution can be regarded as a large capacitor (super capacitor), and the capacity of the second capacitor is very large and much larger than the capacity of the first capacitor. As a super capacitor, the second capacitor can store a large amount of electrical energy.

[0102] It should also be understood that in some embodiments, when the recovered electricity amount is greater than the second target electricity amount, the recovered electricity amount is equal to the sum of the first electricity amount, the second electricity amount and the fourth electricity amount, and the second electricity amount is less than or equal to the maximum storage capacity of the energy storage device.

[0103] In the above technical solution, when the high-voltage battery and the front-wheel drive motor cannot meet the storage demand of the recovered electricity and the target electrical equipment is not in working state, the method can store the remaining electricity in the recovered electricity to the large capacitor device (second capacitor device) through the fourth circuit. In other words, no matter how much recovered electricity the front-wheel drive motor recovers when the target vehicle brakes, the method can absorb it in time and to the maximum extent, avoiding the fourth electricity in the recovered electricity from being unable to be stored or used. Therefore, the method can avoid the reduction of the braking efficiency of the target vehicle due to insufficient ability to absorb energy recovery. In addition, the electric energy stored in the second capacitor device can also meet the power demand of the vehicle in subsequent vehicle use scenarios.

[0104] Figure 5 It is a schematic diagram of another process of using recycled electricity provided in an embodiment of the present application.

[0105] For example, Figure 5As shown, when the target vehicle is braked, the vehicle controller controls the front wheel drive motor to recover energy and obtain the recovered power. When the recovered power is greater than the second target power, the vehicle controller controls the front wheel drive motor to charge the first part of the recovered power (the first power) into the high-voltage battery through the first circuit, and stores the electric energy of the second part of the power (the second power) into the energy storage device in the rear wheel drive motor in the target vehicle through the second circuit. When the target electrical equipment in the target vehicle is not in working state, the vehicle controller also stores the electric energy of the fourth part of the recovered power (the fourth power) into the second capacitor device in the target vehicle through the fourth circuit. In addition, the vehicle controller also controls the target switch on the third circuit to be in an off state.

[0106] In one possible implementation, the second capacitor device is connected to the high-voltage battery via a fifth line, and a high-voltage to low-voltage device in the target vehicle is present on the fifth line. After step 203, the method 200 further includes: when the front-wheel drive motor exits the energy recovery process and the remaining power of the high-voltage battery is less than the first preset power, the vehicle controller determines the target output voltage of the second capacitor device when charging the high-voltage battery based on the normal voltage range of the high-voltage battery when operating in a historical period; the vehicle controller adjusts the current actual output voltage of the second capacitor device according to the target output voltage through the high-voltage to low-voltage device, and charges the fifth power of the fourth power into the high-voltage battery through the fifth line.

[0107] It should be understood that the actual working condition of the target vehicle in the above scheme is that the front wheel drive motor no longer performs energy recovery and the power of the high voltage battery has been partially consumed. At this time, the target vehicle may be in a state of constant speed driving, accelerated driving or stationary state.

[0108] It should also be understood that the above scheme of "adjusting the current actual output voltage of the second capacitor device according to the target output voltage through the high-voltage to low-voltage device, and charging the fifth amount of the fourth amount into the high-voltage battery through the fifth line" means controlling the charging voltage of the high-voltage battery through the high-voltage to low-voltage device so that the high-voltage battery is charged with a voltage (target output voltage) that the high-voltage battery can withstand. The voltage that the high-voltage battery can withstand can be determined based on the normal voltage range of the high-voltage battery when it was operating in a historical period.

[0109] It should also be understood that the fifth amount of electricity is less than or equal to the fourth amount of electricity. It should also be understood that after the front-wheel drive motor performs energy recovery, the electric energy corresponding to the recovered amount of electricity is high voltage electricity, which can be 200V high voltage electricity. However, if the electric energy stored in the second capacitor device is to be charged to the high voltage battery, it is usually necessary to pass through a high voltage to low voltage device, so that the overcharging problem can be prevented.

[0110] In the above technical solution, when the remaining power of the high-voltage battery is low, the method determines the target output voltage of the second capacitor device when charging the high-voltage battery based on the historical operating voltage range of the high-voltage battery, further adjusts the current actual output voltage of the second capacitor device according to the target output voltage through the high-voltage to low-voltage device, and charges the fifth power of the fourth power into the high-voltage battery through the fifth line. In other words, when the high-voltage battery has a charging demand, the electric energy of the fifth power pre-stored in the second capacitor device can be delivered to the high-voltage battery according to the charging voltage that the high-voltage battery can withstand, so as to charge the high-voltage battery. This method can avoid the situation where the target vehicle or other electrical equipment relying on the high-voltage battery cannot work when the front-wheel drive motor does not recover energy and the high-voltage battery is insufficient.

[0111] In some embodiments, the capacitance of the second capacitor is greater than 10 mF.

[0112] In some embodiments, the first preset power level is 50%.

[0113] In some embodiments, the vehicle controller determines the target output voltage of the second capacitor device when charging the high-voltage battery based on the normal voltage range of the high-voltage battery when operating in a historical period, including any of the following: the vehicle controller determines the maximum voltage in the normal voltage range as the highest safe voltage of the high-voltage battery; the vehicle controller determines the difference between the highest safe voltage and a preset voltage margin as the target output voltage; the vehicle controller determines the average value between the maximum voltage and the minimum voltage in the normal voltage range as the target output voltage.

[0114] In some embodiments, the voltage margin is any value between 0.2V and 0.5V.

[0115] In some embodiments, the rear-wheel drive motor is connected to the low-voltage battery in the target vehicle via a sixth circuit, and the sixth circuit passes through a high-voltage to low-voltage device. The method 200 also includes: when the remaining power of the low-voltage battery is less than the second preset power, the vehicle controller charges the sixth power of the second power into the low-voltage battery via the sixth circuit.

[0116] It should be understood that the sixth amount of electricity is less than or equal to the second amount of electricity. The low-voltage battery can be regarded as a small battery. In some embodiments, the small battery is a 12V lithium battery. In some embodiments, the maximum charging voltage when charging the lithium battery can be set to 13.3V.

[0117] It should also be understood that the first power, the second power, the third power, the fourth power, the fifth power and the sixth power in the present application are just multiple power obtained by dividing the recovered power when the recovered power is in different power ranges, and there is no substantial difference between the multiple power. The core of the present application is how to use or store the multiple power, so the determination process of each of the multiple power is not described.

[0118] Figure 6 It is a structural schematic diagram of an energy recovery control device provided in an embodiment of the present application.

[0119] For example, Figure 6 As shown, the device 600 includes:

[0120] The control module 601 is used to control the front wheel drive motor in the target vehicle to perform energy recovery to obtain recovered electricity when the target vehicle is braked;

[0121] A determination module 602 is used to determine whether the recovered power is greater than a first target power consumed by the high-voltage battery in the target vehicle;

[0122] The delivery module 603 is used for charging the first amount of the recovered electricity into the high-voltage battery through a first line between the front-wheel drive motor and the high-voltage battery when the recovered electricity is greater than the first target electricity, and storing the electric energy of the second amount of the recovered electricity into the energy storage device in the rear-wheel drive motor through a second line between the front-wheel drive motor and the rear-wheel drive motor in the target vehicle.

[0123] Optionally, the determination module 602 is specifically used to determine the control mode of the front-wheel drive motor based on the current actual speed of the front-wheel drive motor and the minimum speed threshold value of the front-wheel drive motor when the target vehicle is braking; the control module 601 is specifically used to control the front-wheel drive motor to recover energy based on the control mode.

[0124] Optionally, the determination module 602 is further specifically used for: when the control mode is the torque control mode, determining the wheel slip rate of the target vehicle based on the current vehicle speed and the current wheel speed of the target vehicle; determining the energy recovery torque of the front-wheel drive motor based on the wheel slip rate and a preset target slip rate; the control module 601 is further specifically used for: based on the energy recovery torque, controlling the front-wheel drive motor to perform energy recovery; when the control mode is the speed control mode, controlling the front-wheel drive motor to perform energy recovery based on the deviation amplitude of the current actual speed relative to the minimum speed threshold value.

[0125] Optionally, the determination module 602 is also used to: determine whether the recovered electricity is greater than a second target electricity, the second target electricity being the sum of the first target electricity and the electricity discharged by the rear-wheel drive motor; when the recovered electricity is greater than the second target electricity, determine whether the target electrical equipment in the target vehicle is in a working state; the device 600 also includes: a power supply module, used to power the first capacitor device in the target electrical equipment through a third line between the front-wheel drive motor and the first capacitor device in the target electrical equipment and using the third electricity in the recovered electricity when the target electrical equipment is in a working state.

[0126] Optionally, the control module 601 is further specifically used to control the target switch on the third circuit to be in a closed state when the target electrical equipment is in a working state, so that the third circuit is in a conducting state; the power supply module is specifically used to supply power to the first capacitor device through the third circuit in the conducting state and using the third electrical quantity.

[0127] Optionally, the transmission module 603 is also used to store the electric energy of the fourth amount of the recovered electricity into the second capacitor device through a fourth line between the front-wheel drive motor and the second capacitor device in the target vehicle when the target electrical equipment is not in working state, and the capacity of the second capacitor device is greater than that of the first capacitor device.

[0128] Optionally, the second capacitor device is connected to the high-voltage battery via a fifth line, and a high-voltage to low-voltage device in the target vehicle is present on the fifth line. The determination module 602 is also used to determine the target output voltage of the second capacitor device when charging the high-voltage battery based on the normal voltage range of the high-voltage battery when operating in a historical period, when the front-wheel drive motor exits the energy recovery process and the remaining power of the high-voltage battery is less than the first preset power. The delivery module 603 is also used to adjust the current actual output voltage of the second capacitor device according to the target output voltage through the high-voltage to low-voltage device, and charge the fifth power of the fourth power into the high-voltage battery through the fifth line.

[0129] Figure 7 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0130] For example, Figure 7 As shown, the vehicle 700 includes: a memory 701 and a processor 702, wherein the memory 701 stores an executable program code 703, and the processor 702 is used to call and execute the executable program code 703 to perform an energy recovery control method.

[0131] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to execute an energy recovery control method provided in an embodiment of the present application.

[0132] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0133] In the case of dividing each functional module according to each function, the device may also include a control module, a determination module, a delivery module, a power supply module, etc. It should be noted that all relevant contents involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0134] It should be understood that the device provided in this embodiment is used to execute the above-mentioned energy recovery control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0135] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing related executable program codes, etc.

[0136] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in conjunction with the disclosure of the present application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0137] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component or a module, and the chip may include a connected processor and a memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a control method for energy recovery provided in the above embodiments.

[0138] This embodiment also provides a computer-readable storage medium, in which executable program code is stored. When the executable program code is run on a computer, the computer executes the above-mentioned related method steps to implement an energy recovery control method provided in the above embodiment.

[0139] This embodiment further provides a computer program product. When the computer program product is run on a computer, the computer is enabled to execute the above-mentioned related steps to implement an energy recovery control method provided in the above-mentioned embodiment.

[0140] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0141] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned 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.

[0142] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0143] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A control method for energy recovery, characterized in that: The method comprises: When the target vehicle is braked, the front wheel drive motor in the target vehicle is controlled to recover energy to obtain recovered electricity; determining whether the regenerated power is greater than a first target power consumed by a high-voltage battery in the target vehicle; When the recovered electric quantity is greater than the first target electric quantity, a first electric quantity in the recovered electric quantity is charged into the high-voltage battery via a first line between the front-wheel drive motor and the high-voltage battery, and electric energy of a second electric quantity in the recovered electric quantity is stored in an energy storage device in the rear-wheel drive motor via a second line between the front-wheel drive motor and the rear-wheel drive motor in the target vehicle.

2. The method according to claim 1, characterized in that When the target vehicle is braked, controlling the front wheel drive motor in the target vehicle to perform energy recovery includes: In a case where the target vehicle is braked, determining a control mode of the front-wheel drive motor based on a current actual speed of the front-wheel drive motor and a minimum speed threshold of the front-wheel drive motor; Based on the control mode, the front wheel drive motor is controlled to perform energy recovery.

3. The method according to claim 2, characterized in that The controlling the front wheel drive motor to perform energy recovery based on the control mode includes: In a case where the control mode is a torque control mode, determining a wheel slip ratio of the target vehicle based on a current vehicle speed and a current wheel speed of the target vehicle; determining the energy recovery torque of the front wheel drive motor based on the wheel slip rate and a preset target slip rate; Based on the energy recovery torque, controlling the front wheel drive motor to perform energy recovery; When the control mode is the speed control mode, the front wheel drive motor is controlled to perform energy recovery based on the deviation amplitude of the current actual speed relative to the minimum speed threshold.

4. The method according to claim 1, characterized in that: The method further comprises: determining whether the recovered electric quantity is greater than a second target electric quantity, where the second target electric quantity is the sum of the first target electric quantity and the electric quantity discharged by the rear wheel drive motor; In a case where the recovered power is greater than the second target power, determining whether a target electrical device in the target vehicle is in a working state; When the target electrical device is in operation, the first capacitor device is powered by a third line between the front-wheel drive motor and the first capacitor device in the target electrical device and by using a third amount of the recovered electricity.

5. The method according to claim 4, characterized in that When the target electric device is in working state, supplying power to the first capacitor device through a third line between the front wheel drive motor and the first capacitor device in the target electric device and using the third amount of the recovered electric power comprises: When the target electrical device is in working state, controlling the target switch on the third line to be in a closed state, so that the third line is in a conducting state; The first capacitor device is powered by the third line in the on state and by the third amount of electricity.

6. The method according to claim 4, characterized in that The method further comprises: When the target electrical equipment is not in working state, the electric energy of the fourth amount of the recovered electric energy is stored in the second capacitor device through the fourth line between the front-wheel drive motor and the second capacitor device in the target vehicle, and the capacity of the second capacitor device is greater than that of the first capacitor device.

7. The method according to claim 6, characterized in that The second capacitor device is connected to the high-voltage battery via a fifth line, and a high-voltage to low-voltage device in the target vehicle is present on the fifth line. The method further includes: When the front-wheel drive motor exits the energy recovery process and the remaining power of the high-voltage battery is less than a first preset power, determining a target output voltage of the second capacitor when charging the high-voltage battery based on a normal voltage range of the high-voltage battery when it operates in a historical period; The current actual output voltage of the second capacitor device is adjusted according to the target output voltage through the high-voltage to low-voltage conversion device, and the fifth amount of the fourth amount of electricity is charged into the high-voltage battery through the fifth line.

8. A control device for energy recovery, characterized in that: The device comprises: A control module, used for controlling a front wheel drive motor in the target vehicle to perform energy recovery to obtain recovered electricity when the target vehicle is braked; a determination module, configured to determine whether the recovered power is greater than a first target power consumed by a high-voltage battery in the target vehicle; a delivery module, for charging a first amount of the recovered electricity into the high-voltage battery via a first line between the front-wheel drive motor and the high-voltage battery, and for storing the electric energy of a second amount of the recovered electricity into an energy storage device in the rear-wheel drive motor via a second line between the front-wheel drive motor and the rear-wheel drive motor in the target vehicle when the recovered electricity is greater than the first target electricity.

9. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores an executable program code, and when the executable program code is executed, the method according to any one of claims 1 to 7 is implemented.

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