Energy recovery control methods, devices, vehicles and storage media

Abstract

This application provides a control method, apparatus, vehicle, and storage medium for energy recovery. In this method, when the target vehicle brakes, energy is recovered via the front-wheel drive motor to obtain recovered electrical energy. When the recovered electrical energy exceeds a first target electrical energy, the first portion of the recovered electrical energy is charged into a high-voltage battery via a first line, and the second portion of the recovered electrical energy is stored in an energy storage device in the rear-wheel drive motor via a second line. That is, the front-wheel drive motor is used for energy recovery, and the rear-wheel drive motor is used for temporary energy storage. Thus, when the high-voltage battery cannot hold the recovered electrical energy, the remaining electrical energy can be recovered via the rear-wheel drive motor, ensuring that the recovered electrical energy is fully absorbed. This allows the heat energy originally generated by kinetic energy to be converted into electrical energy during vehicle braking, reducing wear on the brake discs. Furthermore, when the recovered electrical energy is large, absorbing as much of it as possible assists the target vehicle in braking quickly, improving braking efficiency.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to control methods, apparatus, vehicles, and storage media for energy recovery in the field of vehicles. Background Technology

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

[0003] Currently, when new energy vehicles are used in racing, their brake discs are typically red, whereas brake discs are usually metallic. This is because excessive braking friction causes a rapid increase in the surface temperature of the brake disc. Excessive temperature reduces the material properties of the brake disc, accelerates wear, and shortens its lifespan. Furthermore, excessive temperature can also affect the immediacy and stability of the brake disc during braking, increasing the likelihood of accidents involving new energy vehicles.

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

[0005] This application provides a control method, apparatus, vehicle, and storage medium for energy recovery. The method converts heat energy, originally generated by kinetic energy, into electrical energy during vehicle braking, reducing wear on the brake discs. Furthermore, when a large amount of recovered electricity is generated, it can assist the target vehicle in rapid braking, improving the vehicle's braking efficiency.

[0006] In a first aspect, an energy recovery control method is provided, comprising: controlling a front-wheel drive motor in a target vehicle to recover energy and obtain recovered electricity when the target vehicle is braking; determining whether the recovered electricity is greater than a first target electricity consumed by a high-voltage battery in the target vehicle; if the recovered electricity is greater than the first target electricity, charging the high-voltage battery with the first electricity from the recovered electricity through a first line between the front-wheel drive motor and the high-voltage battery, and storing the second electricity from the recovered electricity in 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 recovered electricity (recovered electricity). Further, the recovered electricity is analyzed. When the recovered electricity exceeds 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 portion of the recovered electricity (the first amount) is charged into the high-voltage battery through a first line, and the other portion (the second amount) is stored in the energy storage device of the rear-wheel drive motor in the target vehicle through a second line. In other words, 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. Thus, when the high-voltage battery cannot hold the recovered electricity, the remaining electricity can be recovered through the rear-wheel drive motor, ensuring that the electricity generated by the front-wheel drive motor during energy recovery is fully absorbed. This method can convert the heat energy originally generated by kinetic energy into electrical energy during vehicle braking, reducing reliance on traditional friction braking systems, thereby reducing wear on brake pads and discs and decreasing the likelihood of accidents while driving the target vehicle. In addition, this method can absorb as much electricity generated by the front-wheel drive motor as possible (recovered electricity) when the recovered electricity is large, which can assist the target vehicle to brake quickly and improve the braking efficiency of the target vehicle.

[0008] In conjunction with the first aspect, in some possible implementations, when the target vehicle is braking, controlling the front-wheel drive motor in the target vehicle to perform energy recovery includes: when the target vehicle is braking, determining 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; and controlling the front-wheel drive motor to perform energy recovery based on the control mode.

[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 its minimum speed threshold. This control mode includes torque control and speed control. Since there are multiple control modes for the front-wheel drive motor, energy recovery is performed based on different control modes. This refined energy recovery control strategy makes the braking process of the target vehicle smoother, reduces abruptness or discomfort caused by energy recovery, and provides passengers with a more comfortable riding experience.

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

[0011] In the above technical solution, when the control mode is torque control mode, the wheel slip ratio of the target vehicle is determined by the current vehicle speed and current wheel speed. Then, the energy recovery torque determined by the wheel slip ratio is used to control the front-wheel drive motor for energy recovery. This method can precisely and in real-time control the energy recovery process of the front-wheel drive motor, optimizing the dynamic performance of the target vehicle. Furthermore, controlling the front-wheel drive motor with energy recovery torque enables a gradual and controllable braking process for the target vehicle, improving driving comfort. When the control mode is speed control mode, the power generation resistance of the front-wheel drive motor during energy recovery can be appropriately adjusted based on how much the current actual speed of the front-wheel drive motor is lower than the minimum speed threshold. This maximizes the efficiency of energy recovery, thereby reducing energy loss and increasing the effective driving range of the target vehicle.

[0012] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, the method further includes: determining whether the recovered power is greater than a second target power, the second target power being the sum of the first target power and the power already discharged by the rear-wheel drive motor; if the recovered power is greater than the second target power, determining whether the target electrical equipment in the target vehicle is in a working state; if the target electrical equipment is in a 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 electrical equipment and using the third power from the recovered power.

[0013] In the above technical solution, when the high-voltage battery and the front-wheel drive motor cannot meet the storage requirements of the recovered energy, this method can supply the remaining energy from the recovered energy to the capacitor device (first capacitor device) in the target electrical equipment through a third line while the target electrical equipment is in operation. This allows the first capacitor device to maintain the stable operation of the target electrical equipment, ensuring its continuous and efficient operation. In other words, this method can further fully absorb the recovered energy obtained from the energy recovery of the front-wheel drive motor when the target vehicle brakes, preventing the third portion of the recovered energy from being unstored or unusable. Therefore, this method can further increase the energy recovery capability of the front-wheel drive motor.

[0014] In combination with the first aspect and the above-described implementation, in some possible implementations, when the target electrical device is in operation, powering the first capacitor device through the third line between the front-wheel drive motor and the first capacitor device in the target electrical device and using the third amount of the recovered power includes: when the target electrical device is in operation, 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 conducting third line and using the third amount of power.

[0015] In the above technical solution, a target switch is present on the third line between the front-wheel drive motor and the first capacitor device in the target electrical equipment. This target switch is normally in an open state. When the target electrical equipment is in operation, the target switch on the third line is controlled to be in a closed state. This allows the third line to be in a conducting state, further supplying the third electrical energy to the first capacitor device through the conducting third line. In other words, when the target vehicle is braking, if the target electrical equipment has a power demand, this method controls the target switch to be in a closed state; otherwise, it controls the target switch to be in an open state. This control strategy can effectively utilize the recovered electricity during the target vehicle's current energy recovery, avoiding energy waste. Furthermore, the state of the target switch can be dynamically adjusted according to the power demand of the target electrical equipment, ensuring power is supplied when needed and disconnected when not needed, achieving refined energy management.

[0016] In combination with the first aspect and the above implementation, in some possible implementations, the method further includes: when the target electrical equipment is not in operation, storing the electrical energy of the fourth amount of recovered electricity in the second capacitor device through a fourth line between the front wheel drive motor and the second capacitor device in the target vehicle, wherein 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 requirements of the recovered energy and the target electrical equipment is not in operation, this method can store the remaining energy from the recovered energy in a large capacitor device (second capacitor device) via a fourth line. In other words, regardless of how much energy the front-wheel drive motor recovers when the target vehicle brakes, this method can absorb it promptly and to the maximum extent, preventing the fourth portion of the recovered energy from being unstored or unusable. Therefore, this method can avoid a decrease in the braking efficiency of the target vehicle due to insufficient energy recovery capacity. Furthermore, the electrical energy stored in the second capacitor device can also meet the vehicle's power needs in subsequent usage scenarios.

[0018] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the second capacitor device is connected to the high-voltage battery via a fifth line, on which a high-voltage to low-voltage converter in the target vehicle is located. The method further includes: when the front-wheel drive motor exits the energy recovery process and the remaining charge of the high-voltage battery is less than a first preset charge, determining 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 during historical periods; adjusting the current actual output voltage of the second capacitor device according to the target output voltage through the high-voltage to low-voltage converter, and charging the high-voltage battery with the fifth charge from the fourth charge through the fifth line.

[0019] In the above technical solution, when the remaining charge 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 during historical operating periods. Further, a high-voltage to low-voltage converter adjusts the current actual output voltage of the second capacitor device according to the target output voltage, and then charges the high-voltage battery with the fifth charge from the fourth charge through the fifth line. In other words, when the high-voltage battery requires charging, the electrical energy of the fifth charge 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, thus charging the high-voltage battery. This method can avoid situations where the target vehicle or other electrical equipment relying on the high-voltage battery cannot operate when the front-wheel drive motor does not perform energy recovery and the high-voltage battery charge is insufficient.

[0020] Secondly, an energy recovery control device is provided, comprising: a control module for controlling the front-wheel drive motor of the target vehicle to recover energy and obtain recovered electricity when the target vehicle is braking; a determination module for determining whether the recovered electricity is greater than a first target electricity consumed by the high-voltage battery in the target vehicle; and a delivery module for, when the recovered electricity is greater than the first target electricity, charging the high-voltage battery with the first electricity from the recovered electricity through a first line between the front-wheel drive motor and the high-voltage battery, and storing the second electricity from the recovered electricity in 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 conjunction with the second aspect, in some possible implementations, the determining 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 perform energy recovery based on the control mode.

[0022] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further configured to: determine the wheel slip ratio of the target vehicle based on the current vehicle speed and current wheel speed when the control mode is torque control mode; determine the energy recovery torque of the front wheel drive motor based on the wheel slip ratio and the preset target slip ratio; the control module is further configured to: control the front wheel drive motor to perform energy recovery based on the energy recovery torque; and control the front wheel drive motor to perform energy recovery based on the deviation of the current actual speed from the minimum speed threshold value when the control mode is speed control mode.

[0023] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is further configured to: determine whether the recovered power is greater than the second target power, the second target power being the sum of the first target power and the power already discharged by the rear-wheel drive motor; if the recovered power is greater than the second target power, determine whether the target electrical equipment in the target vehicle is in a working state; the device further includes: a power supply module, configured to, when the target electrical equipment is in a working state, supply 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 power from the recovered power.

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

[0025] In conjunction with the second aspect and the above implementation, in some possible implementations, the conveying module is further configured to store the electrical energy of the fourth amount of recovered electricity into the second capacitor device via 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 operation. The capacity of the second capacitor device is greater than that of the first capacitor device.

[0026] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the second capacitor device is connected to the high-voltage battery in the target vehicle via a fifth line, on which a high-voltage to low-voltage converter in the target vehicle is located. The determining module is further configured 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 during historical periods, when the front-wheel drive motor exits the energy recovery process and the remaining charge of the high-voltage battery is less than a first preset charge. The delivery module is further configured 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 converter, and charge the high-voltage battery with the fifth charge of the fourth charge through the fifth line.

[0027] Thirdly, a vehicle is provided, including 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, causing the vehicle to perform the methods described in the first aspect or any possible implementation thereof.

[0028] Fourthly, a computer-readable storage medium is provided that stores executable program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of a scenario where a vehicle is used, provided in an embodiment of this application;

[0030] Figure 2 This is a schematic flowchart of an energy recovery control method provided in an embodiment of this application;

[0031] Figure 3This is a schematic diagram illustrating the process of using recycled electricity as provided in an embodiment of this application;

[0032] Figure 4 This is a schematic diagram illustrating another process for using recycled electricity provided in an embodiment of this application;

[0033] Figure 5 This is a schematic diagram illustrating another process for using recycled electricity provided in an embodiment of this application;

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

[0035] Figure 7 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0036] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0037] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting 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 that feature.

[0038] Figure 1 This is a schematic diagram of a scenario where a vehicle is used, provided in an embodiment of this application.

[0039] For example, such as Figure 1 The image shows a new energy vehicle, A, used as a race car. During the race, vehicle A needs to brake frequently on the track to avoid collisions with other vehicles, track edges, walls, or other objects. After the race, the brake discs of vehicle A are usually red, whereas normally they are metallic. This is because excessive braking friction causes a rapid increase in the surface temperature of the brake discs. Excessive temperature reduces the material properties of the brake discs, accelerates wear, and shortens their lifespan. Furthermore, excessive temperature can also affect the immediacy and stability of the brake discs during braking, potentially increasing the likelihood of an accident involving vehicle A.

[0040] To address the aforementioned problems, this application proposes an energy recovery control method to convert the heat energy generated by kinetic energy during braking of the new energy vehicle A into electrical energy, thereby reducing wear on the brake discs and decreasing the likelihood of accidents while driving the new energy vehicle A. The specific steps of the energy recovery control method in this application are as follows. Figure 2 .

[0041] Figure 2 This is a schematic flowchart of an energy recovery control method provided in an embodiment of this application.

[0042] It should be understood that the energy recovery control method provided in this application embodiment can be applied to, for example... Figure 1 The vehicle shown is an example of a new energy vehicle (e.g., a new energy vehicle A). Specifically, the energy recovery control method can be applied to the vehicle controller in this vehicle.

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

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

[0045] It should be understood that the "target vehicle" in step 201 above refers to 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 step 201 above is used to drive the wheels of the target vehicle. When the target vehicle brakes, the front-wheel drive motor operates as a generator (the front-wheel drive motor switches to generator mode). During the braking process of the target vehicle, the wheels drive 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 produce electrical energy for energy recovery. In this way, all kinetic energy is not converted into heat energy when the target vehicle brakes, which can reduce wear on the brake discs. In addition, converting a portion of the kinetic energy into electrical energy (i.e., energy recovery) can be used for subsequent vehicle drive or other electrical systems, thereby extending the target vehicle's driving range and reducing energy consumption. The "recovered electricity" in step 201 above refers to the electricity obtained after converting the heat energy originally converted from kinetic energy into electrical energy when the target vehicle brakes. The heat energy refers to the energy generated by the friction between the wheels and the ground when the target vehicle brakes.

[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 change in kinetic energy 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 value of electrical energy recovered by the front-wheel drive motor based on the product between the change in kinetic energy and the efficiency of the front-wheel drive motor; the vehicle controller converts the electrical energy value into the recovered electricity.

[0048] It should be understood that in the above scheme, the target vehicle's speed is zero after braking. Therefore, the change in kinetic energy of the target vehicle after braking can be directly determined based on its total mass and its speed before braking. The "efficiency of the front-wheel drive motor" in the above scheme refers to the energy conversion efficiency of the front-wheel drive motor when converting kinetic energy into electrical energy. Furthermore, the unit of electrical energy is joules (J), and the unit of electrical energy is kilowatt-hours (kWh). Therefore, it is necessary to convert the electrical energy value into electrical energy, i.e., recover electrical energy. 1 kWh = 3.6 × 10⁻⁶ 6 J.

[0049] In some embodiments, the vehicle controller determines the change in kinetic energy 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 change in kinetic energy based on the following formula (1);

[0050]

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

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

[0053]

[0054] Among them, K R This refers to the amount of electricity recovered.

[0055] In one possible implementation, step 201, where the vehicle controller controls the front-wheel drive motor in the target vehicle to perform energy recovery when the target vehicle is braking, includes: when the target vehicle is braking, 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; and 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 of the front-wheel drive motor" in the above scheme refers to the lowest speed at which the front-wheel drive motor can operate stably, and this minimum speed threshold can be obtained from the technical specifications of the front-wheel drive motor. Furthermore, the control modes of the front-wheel drive motor include torque control mode and speed control mode. In torque control mode, the front-wheel drive motor can output a constant torque, while the speed of the front-wheel drive motor can vary based on changes in the external load. In 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 its minimum speed threshold. This control mode includes torque control and speed control. Since there are multiple control modes for the front-wheel drive motor, energy recovery is performed based on different control modes. This refined energy recovery control strategy makes the braking process of the target vehicle smoother, reduces abruptness or discomfort caused by energy recovery, and provides 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 of the front-wheel drive motor, including: when the current actual speed is greater than or equal to the minimum speed threshold, the vehicle controller determines the control mode as a torque control mode; when the current actual speed is less than the minimum speed threshold, the vehicle controller determines the control mode as a speed control mode.

[0059] In the above technical solution, when the actual current speed is greater than or equal to the minimum speed threshold, the front-wheel drive motor typically operates in its high-efficiency range. Therefore, regardless of whether the speed is high or low, the front-wheel drive motor can have a high energy recovery capability, allowing the control mode of the front-wheel drive motor to be determined as torque control mode. However, when the actual current speed is less than the minimum speed threshold, the front-wheel drive motor typically operates in its inefficient range. If torque control mode is used directly, the front-wheel drive motor recovers energy with a lower energy conversion efficiency, which increases the operating cost of the front-wheel drive motor, as well as the cost of maintenance and replacement. In this case, determining the control mode of the front-wheel drive motor as speed control mode allows the front-wheel drive motor to maintain operation at a higher speed, ensuring 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 torque control mode, the vehicle controller determines the wheel slip ratio of the target vehicle based on the current vehicle speed and current wheel speed; the vehicle controller determines the energy recovery torque of the front-wheel drive motor based on the wheel slip ratio and a preset target slip ratio; the vehicle controller controls the front-wheel drive motor to perform energy recovery based on the energy recovery torque; and when the control mode is speed control mode, the vehicle controller controls the front-wheel drive motor to perform energy recovery based on the deviation of the current actual speed from the minimum speed threshold.

[0061] It should be understood that the "current vehicle speed" in the above scheme refers to the distance traveled by the target vehicle per 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 of the wheels of the target vehicle per unit time, usually expressed in revolutions per minute (RPM). In addition, wheel slip ratio refers to the ratio of the slip distance of a wheel to the distance the wheel travels when it slips on the ground.

[0062] It should also be understood that the vehicle controller adjusts the operating 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 voltage of the front-wheel drive motor based on the deviation amplitude to change the power generation capacity of the front-wheel drive motor, and uses the changed power generation capacity for energy recovery. When the current actual speed is less than the minimum speed threshold, the vehicle controller reduces the initial power generation capacity based on the deviation amplitude; when the current actual speed is greater than the minimum speed threshold, the vehicle controller increases the initial power generation capacity based on the deviation amplitude. The initial power generation capacity refers to the power generation capacity set before changing the power generation capacity of the front-wheel drive motor. Furthermore, the process of determining the deviation amplitude of the current actual speed relative to the minimum speed threshold is similar to the process of determining the difference amplitude of the wheel slip ratio relative to the target slip ratio, and can be determined using the same principle, so it will not be elaborated further here.

[0064] In the above technical solution, when the control mode is torque control mode, the wheel slip ratio of the target vehicle is determined by the current vehicle speed and current wheel speed. Then, the energy recovery torque determined by the wheel slip ratio is used to control the front-wheel drive motor for energy recovery. This method can precisely and in real-time control the energy recovery process of the front-wheel drive motor, optimizing the dynamic performance of the target vehicle. Furthermore, controlling the front-wheel drive motor with energy recovery torque enables a gradual and controllable braking process for the target vehicle, improving driving comfort. When the control mode is speed control mode, the power generation resistance of the front-wheel drive motor during energy recovery can be appropriately adjusted based on how much the current actual speed of the front-wheel drive motor is lower than the minimum speed threshold. This maximizes the efficiency of energy recovery, thereby reducing energy loss and increasing the effective driving range of the target vehicle.

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

[0066]

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

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

[0069]

[0070] Among them, v w L represents the current wheel speed of the target vehicle. t This is the circumference of the wheel's tire.

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

[0072] It should be understood that the initial recovery torque in the above scheme 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 magnitude of the difference between the wheel slip ratio and the target slip ratio, including: the vehicle controller determines the magnitude of the difference based on the following formula (5);

[0074]

[0075] Where a1 is the difference magnitude, S is the wheel slip ratio, and S1 is the target slip ratio.

[0076] In some embodiments, the vehicle controller determines the energy recovery torque based on the difference magnitude and the initial recovery torque of the front-wheel drive motor, including: the vehicle controller determining the product of the initial recovery torque and the difference magnitude as a torque adjustment amount; if the wheel slip ratio is greater than the target slip ratio, the vehicle controller determining the difference between the initial recovery torque and the torque adjustment amount as the energy recovery torque; if the wheel slip ratio is less than the target slip ratio, the vehicle controller determining 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 relationship between the wheel slip ratio and the target slip ratio. When the wheel slip ratio (actual slip ratio) is higher than the target slip ratio, the torque adjustment is reduced based on the current recovery torque (initial recovery torque), which can prevent the target vehicle's wheels from locking up. Conversely, when the wheel slip ratio (actual slip ratio) is lower than the target slip ratio, the energy recovery torque is increased, which can improve the efficiency of energy recovery by the front-wheel drive motor.

[0078] Step 202: The vehicle controller determines whether the recovered electricity is greater than the first target electricity that has been consumed by the high-voltage battery in the target vehicle.

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

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

[0082] It should be understood that "charging the first amount of recovered electricity into the high-voltage battery through the first line between the front-wheel drive motor and the high-voltage battery" in step 203 above refers to charging the high-voltage battery with electrical energy through the first line. Specifically, the electrical energy (AC) generated by the front-wheel drive motor is transmitted to the inverter through the windings of the front-wheel drive motor itself. The inverter converts the AC to DC and then delivers it to the high-voltage battery. The first line passes through the windings of the front-wheel drive motor 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 power is greater than the first target power and less than the second target power, the vehicle controller charges the first power of the recovered power into the high-voltage battery through the first line between the front-wheel drive motor and the high-voltage battery, and stores the energy of the second power of the recovered power into the energy storage device in the rear-wheel drive motor through the second line between the front-wheel drive motor and the rear-wheel drive motor in the target vehicle.

[0086] Figure 3 This is a schematic diagram illustrating the process of using recycled electricity as provided in an embodiment of this application.

[0087] For example, such as Figure 3 As shown, when the target vehicle brakes, the vehicle controller controls the front-wheel drive motor to recover energy and obtain recovered electricity. If the recovered electricity is greater than the current consumed electricity of the high-voltage battery in the target vehicle (first target electricity) and less than the second target electricity, the vehicle controller controls the front-wheel drive motor to charge the high-voltage battery with the first portion of the recovered electricity (first electricity) through the first line, and stores the second portion of the electricity (second electricity) in the energy storage device of the rear-wheel drive motor in the target vehicle through the second line.

[0088] In one possible implementation, after step 203, method 200 further includes: the vehicle controller determining whether the recovered power is greater than a second target power, the second target power being the sum of the first target power and the power discharged by the rear-wheel drive motor; if the recovered power is greater than the second target power, the vehicle controller determining whether the target electrical equipment in the target vehicle is in a working state; if the target electrical equipment is in a working state, the vehicle controller 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 electrical equipment and using the third power from the recovered power.

[0089] It should be understood that the "rear-wheel drive motor" in the above scheme can be regarded as a temporary energy storage and discharge device, capable of both storing and releasing electrical energy. The "electricity discharged by the rear-wheel drive motor" in the above scheme refers to the amount of electrical energy corresponding to the electrical energy already released by the energy storage device in the rear-wheel drive motor.

[0090] It should also be understood that when the recovered electricity is greater than the second target electricity, the recovered electricity is greater than or equal to the sum of the first electricity, the second electricity, and the third electricity, and the second electricity 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 requirements of the recovered energy, this method can supply the remaining energy from the recovered energy to the capacitor device (first capacitor device) in the target electrical equipment through a third line while the target electrical equipment is in operation. This allows the first capacitor device to maintain the stable operation of the target electrical equipment, ensuring its continuous and efficient operation. In other words, this method can further fully absorb the recovered energy obtained from the energy recovery of the front-wheel drive motor when the target vehicle brakes, preventing the third portion of the recovered energy from being unstored or unusable. Therefore, this method can further increase the energy recovery capability of the front-wheel drive motor.

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

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

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

[0095] It should be understood that in the above scheme, when the front-wheel drive motor is performing energy recovery and the target electrical equipment is in operation, the control target switch is in the closed state. When the front-wheel drive motor is not performing energy recovery (exiting the energy recovery process) and / or the target electrical equipment is not in operation, the control target switch is in the open state.

[0096] In the above technical solution, a target switch is present on the third line between the front-wheel drive motor and the first capacitor device in the target electrical equipment. This target switch is normally in an open state. When the target electrical equipment is in operation, the target switch on the third line is controlled to be in a closed state. This allows the third line to be in a conducting state, further supplying the third electrical energy to the first capacitor device through the conducting third line. In other words, when the target vehicle is braking, if the target electrical equipment has a power demand, this method controls the target switch to be in a closed state; otherwise, it controls the target switch to be in an open state. This control strategy can effectively utilize the recovered electricity during the target vehicle's current energy recovery, avoiding energy waste. Furthermore, the state of the target switch can be dynamically adjusted according to the power demand of the target electrical equipment, ensuring power is supplied when needed and disconnected when not needed, achieving refined energy management.

[0097] In some embodiments, the method 200 further includes: when the target vehicle is being heated or charged by a plug-in, the vehicle controller controls the target switch on the third line to be in an open state.

[0098] Figure 4 This is a schematic diagram of another process for using recycled electricity provided in an embodiment of this application.

[0099] For example, such as Figure 4As shown, when the target vehicle brakes, the vehicle controller controls the front-wheel drive motor to recover energy, obtaining recovered electricity. If the recovered electricity exceeds the second target electricity level, the vehicle controller controls the front-wheel drive motor to charge the high-voltage battery with a first portion of the recovered electricity (first electricity level) through a first line, and to store the second portion of the electricity (second electricity level) in the energy storage device of the rear-wheel drive motor in the target vehicle through a second line, and to supply power to the first capacitor device in the target electrical equipment that is currently in operation in the target vehicle through a third line using a third portion of the electricity (third electricity level). The target switch on the third line is in a closed state.

[0100] In one possible implementation, the method 200 further includes: when the target electrical device is not in operation, 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, wherein 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 device" in the above scheme can be regarded as a large capacitor device (supercapacitor). The capacity of the second capacitor device is very large, much larger than that of the first capacitor device. As a supercapacitor, the second capacitor device is capable of storing a large amount of electrical energy.

[0102] It should also be understood that, in some embodiments, when the recovered power is greater than the second target power, the recovered power is equal to the sum of the first power, the second power, and the fourth power, and the second power is less than or equal to the maximum power 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 requirements of the recovered energy and the target electrical equipment is not in operation, this method can store the remaining energy from the recovered energy in a large capacitor device (second capacitor device) via a fourth line. In other words, regardless of how much energy the front-wheel drive motor recovers when the target vehicle brakes, this method can absorb it promptly and to the maximum extent, preventing the fourth portion of the recovered energy from being unstored or unusable. Therefore, this method can avoid a decrease in the braking efficiency of the target vehicle due to insufficient energy recovery capacity. Furthermore, the electrical energy stored in the second capacitor device can also meet the vehicle's power needs in subsequent usage scenarios.

[0104] Figure 5 This is a schematic diagram of another process for using recycled electricity provided in an embodiment of this application.

[0105] For example, such as Figure 5As shown, when the target vehicle brakes, the vehicle controller controls the front-wheel drive motor to recover energy, obtaining recovered electricity. If the recovered electricity exceeds the second target electricity level, the vehicle controller controls the front-wheel drive motor to charge the high-voltage battery with the first portion of the recovered electricity (first electricity level) through the first line, and stores the second portion of the recovered electricity (second electricity level) in the energy storage device of the rear-wheel drive motor in the target vehicle through the second line. When the target electrical equipment in the target vehicle is not in operation, the vehicle controller also stores the fourth portion of the recovered electricity (fourth electricity level) in the second capacitor device in the target vehicle through the fourth line. In addition, the vehicle controller also controls the target switch on the third line to be in the open state.

[0106] In one possible implementation, the second capacitor device is connected to the high-voltage battery via a fifth line, which contains a high-voltage to low-voltage converter in the target vehicle. After step 203, the method 200 further includes: when the front-wheel drive motor exits the energy recovery process and the remaining charge of the high-voltage battery is less than a first preset charge, 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 during historical periods; 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 converter, and charges the high-voltage battery with the fifth charge from the fourth charge through the fifth line.

[0107] It should be understood that the actual operating conditions of the target vehicle in the above scheme are as follows: the front-wheel drive motor no longer performs energy recovery, and a portion of the high-voltage battery's charge has been consumed. At this time, the target vehicle may be in a state of constant speed driving, accelerating, or stationary.

[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 of electricity 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 it is charged with a voltage that the high-voltage battery can withstand (target output voltage). 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 is working in a historical period.

[0109] It should also be understood that the fifth electrical quantity is less than or equal to the fourth electrical quantity. It should also be understood that the recovered electrical energy obtained after the front-wheel drive motor performs energy recovery is high-voltage electricity, which can be 200V. However, if the electrical energy stored in the second capacitor is to be used to charge the high-voltage battery, it usually needs to pass through a high-voltage to low-voltage converter to prevent overcharging.

[0110] In the above technical solution, when the remaining charge 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, a high-voltage to low-voltage converter adjusts the current actual output voltage of the second capacitor device according to the target output voltage, and then charges the high-voltage battery with the fifth charge from the fourth charge through the fifth line. In other words, when the high-voltage battery needs charging, the electrical energy of the fifth charge 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, thus charging the high-voltage battery. This method can avoid situations where the target vehicle or other electrical equipment relying on the high-voltage battery cannot operate when the front-wheel drive motor does not perform energy recovery and the high-voltage battery charge is insufficient.

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

[0112] In some embodiments, the first preset battery 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 during historical periods, including any of the following: the vehicle controller determines the maximum voltage in the normal voltage range as the maximum safe voltage of the high-voltage battery; the vehicle controller determines the difference between the maximum 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 line, which passes through a high-voltage to low-voltage converter. The method 200 further includes: when the remaining charge of the low-voltage battery is less than a second preset charge, the vehicle controller charges the low-voltage battery with the sixth charge of the second charge through the sixth line.

[0116] It should be understood that the sixth charge is less than or equal to the second charge. The low-voltage battery can be considered 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, second, third, fourth, fifth, and sixth quantities in this application are merely multiple quantities obtained by dividing the recovered quantity into different quantity ranges, and there is no substantial difference between these multiple quantities. The core of this application lies in how to use or store these multiple quantities, and therefore the process of determining each quantity among these multiple quantities is not described.

[0118] Figure 6 This is a schematic diagram of the structure of an energy recovery control device provided in an embodiment of this application.

[0119] For example, such as 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 when the target vehicle is braking, so as to obtain the recovered electricity.

[0121] The determination module 602 is used to determine whether the recovered electricity is greater than the first target electricity consumed by the high-voltage battery in the target vehicle.

[0122] The delivery module 603 is used to charge the first amount of the recovered amount of electricity into the high-voltage battery through a first line between the front-wheel drive motor and the high-voltage battery when the recovered amount of electricity is greater than the first target amount of electricity, and to store the second amount of the recovered amount of 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 determining 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 perform energy recovery based on the control mode.

[0124] Optionally, the determining module 602 is further configured to: determine the wheel slip ratio of the target vehicle based on the current vehicle speed and current wheel speed when the control mode is torque control mode; determine the energy recovery torque of the front wheel drive motor based on the wheel slip ratio and the preset target slip ratio; the control module 601 is further configured to: control the front wheel drive motor to perform energy recovery based on the energy recovery torque; and control the front wheel drive motor to perform energy recovery based on the deviation of the current actual speed from the minimum speed threshold when the control mode is speed control mode.

[0125] Optionally, the determining module 602 is further configured to: determine whether the recovered power is greater than a second target power, the second target power being the sum of the first target power and the power already discharged by the rear-wheel drive motor; and if the recovered power is greater than the second target power, determine whether the target electrical equipment in the target vehicle is in a working state; the device 600 further includes: a power supply module, configured to supply 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 power from the recovered power when the target electrical equipment is in a working state.

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

[0127] Optionally, the delivery module 603 is further configured to, when the target electrical equipment is not in operation, store the electrical energy of the fourth amount of the recovered electricity in the second capacitor device through the fourth line between the front wheel drive motor and the second capacitor device in the target vehicle, wherein the capacity of the second capacitor device is greater than the capacity of the first capacitor device.

[0128] Optionally, the second capacitor device is connected to the high-voltage battery via a fifth line, which contains a high-voltage to low-voltage converter in the target vehicle. The determining module 602 is further configured 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 during historical periods, when the front-wheel drive motor exits the energy recovery process and the remaining charge of the high-voltage battery is less than a first preset charge. The delivery module 603 is further configured to adjust the current actual output voltage of the second capacitor device according to the target output voltage via the high-voltage to low-voltage converter, and charge the high-voltage battery with the fifth charge of the fourth charge via the fifth line.

[0129] Figure 7 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0130] For example, such as Figure 7 As shown, the vehicle 700 includes a memory 701 and a processor 702. The memory 701 stores 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] Furthermore, embodiments of this application also protect an apparatus that 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 perform an energy recovery control method provided in embodiments of this application.

[0132] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0133] When each functional module is divided according to its corresponding function, the device may also include a control module, a determination module, a transmission module, and a power supply module. It should be noted that all relevant content in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here.

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

[0135] When using 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 can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant executable program code.

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

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

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

[0139] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement the energy recovery control method provided in the above embodiment.

[0140] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0141] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0142] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0143] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling energy recovery, characterized in that, The method includes: When the target vehicle is braking, the front wheel drive motor in the target vehicle is controlled to recover energy and obtain recovered electricity. Determine whether the recovered electricity is greater than the first target electricity consumed by the high-voltage battery in the target vehicle; When the recovered power is greater than the first target power, the first power in the recovered power is charged into the high-voltage battery through the first line between the front-wheel drive motor and the high-voltage battery, and the second power in the recovered power is stored in the energy storage device in the rear-wheel drive motor through the second line between the front-wheel drive motor and the rear-wheel drive motor in the target vehicle. Furthermore, the method further includes: Determine whether the recovered electricity is greater than the second target electricity, where the second target electricity is the sum of the first target electricity and the electricity already discharged by the rear wheel drive motor; If 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; When the target electrical equipment is in operation, the first capacitor device is powered through the third line between the front wheel drive motor and the first capacitor device in the target electrical equipment and by using the third amount of electricity from the recovered electricity. Wherein, the step of 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 electrical equipment, and using the third amount of recovered electricity, when the target electrical equipment is in operation, includes: When the target electrical equipment is in operation, the target switch on the third line is controlled to be closed, so that the third line is in a conducting state; the first capacitor device is powered through the conducting third line and by the third electrical quantity. When the target electrical equipment is not in operation, the electrical energy of the fourth amount of recovered electricity 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. The capacity of the second capacitor device is greater than that of the first capacitor device.

2. The method according to claim 1, characterized in that, The step of controlling the front-wheel drive motor in the target vehicle to perform energy recovery when the target vehicle is braking includes: When the target vehicle is braking, 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. 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 control of the front-wheel drive motor to perform energy recovery based on the control mode includes: When the control mode is torque control mode, the wheel slip ratio of the target vehicle is determined based on the current vehicle speed and current wheel speed of the target vehicle. The energy recovery torque of the front wheel drive motor is determined based on the wheel slip ratio and the preset target slip ratio. Based on the energy recovery torque, the front wheel drive motor is controlled to perform energy recovery; When the control mode is speed control mode, the front wheel drive motor is controlled to perform energy recovery based on the deviation of the current actual speed from the minimum speed threshold.

4. The method according to claim 1, characterized in that, The second capacitor device is connected to the high-voltage battery via a fifth line, on which a high-voltage to low-voltage converter from the target vehicle is located. The method further includes: When the front-wheel drive motor exits the energy recovery process and the remaining charge of the high-voltage battery is less than the first preset charge, the target output voltage of the second capacitor device when charging the high-voltage battery is determined based on the normal voltage range of the high-voltage battery during historical periods. The high-voltage to low-voltage converter adjusts the current actual output voltage of the second capacitor device according to the target output voltage, and the fifth charge of the fourth charge is charged into the high-voltage battery through the fifth line.

5. A control device for energy recovery, characterized in that, The device includes: The control module is used to control the front-wheel drive motor in the target vehicle to perform energy recovery when the target vehicle is braking, so as to obtain the recovered electricity. The determining module is used to determine whether the recovered electricity is greater than the first target electricity consumed by the high-voltage battery in the target vehicle; The delivery module is used to charge 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 to store the 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. The determining module is further configured to: Determine whether the recovered electricity is greater than the second target electricity, where the second target electricity is the sum of the first target electricity and the electricity already discharged by the rear wheel drive motor; If 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 further includes a power supply module, which, when the target electrical equipment is in operation, 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 uses the third amount of electricity from the recovered electricity. The control module is specifically used to control the target switch on the third line to be closed when the target electrical equipment is in working state, so that the third line is in conducting state; the power supply module is specifically used to supply power to the first capacitor device through the conducting third line and using the third electrical quantity. The conveying module is also used to store the electrical energy of the fourth amount of recovered electricity into the second capacitor device through the 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 operation. The capacity of the second capacitor device is greater than that of the first capacitor device.

6. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 4.

7. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores executable program code that, when executed, implements the method as described in any one of claims 1 to 4.

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