Energy recovery system and vehicle

Abstract

The invention provides an energy recovery system and a vehicle. The energy recovery system comprises an air compressor and a clutch arranged between the air compressor and the wheel end of the vehicle. According to the technical scheme, the clutch is arranged between the wheel end and the air compressor, mechanical energy generated by the wheel end can be converted into mechanical energy of the air compressor, and therefore the energy recovery efficiency is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to an energy recovery system and a vehicle. Background Art

[0002] As the world's attention to environmental protection and sustainable development continues to increase, electric vehicles (EV) have gradually become popular as an important alternative to traditional fuel vehicles. Energy recovery (English: Energy Recovery) also plays an important role in electric vehicle technology. It not only improves the energy efficiency of the vehicle, but also reduces the need for frequent battery charging and extends the driving range.

[0003] In the prior art, when the battery of an electric vehicle is not supplying power, since the vehicle is still running, the mechanical energy of the rotating tires will drive the motor to operate, thereby causing the motor to charge the battery. However, when the battery power reaches a certain amount, charging will no longer be performed.

[0004] Therefore, in the above technology, there is still a situation where electric vehicles have excess energy waste. Summary of the invention

[0005] The present application provides an energy recovery system and a vehicle to solve the problems of excess energy waste during energy recovery in the prior art.

[0006] In a first aspect, an embodiment of the present application provides an energy recovery system, comprising: an air compressor, and a clutch arranged between the air compressor and a wheel end of a vehicle.

[0007] In one or more embodiments, the system further comprises: a controller connected to the clutch.

[0008] In one or more embodiments, the system further includes: a first inverter, a first motor disposed between the first inverter and the air compressor;

[0009] The battery of the vehicle is connected to the first inverter, and the controller is connected to the first motor.

[0010] In one or more embodiments, the system further includes: a second inverter, a second motor disposed between the second inverter and the wheel end;

[0011] The second inverter is connected to the battery.

[0012] In one or more embodiments, the controller closes the clutch when detecting that the vehicle is in a running state;

[0013] When the clutch is closed, the mechanical energy of the wheel end is transmitted to the air compressor.

[0014] In one or more embodiments, the controller switches the working mode of the first motor to the power generation mode when detecting that the compressed gas in the air compressor is greater than a first preset value and / or the power of the battery of the vehicle is less than a second preset value;

[0015] The first motor converts air energy of the air compressor into electrical energy;

[0016] The first inverter charges the converted electric energy into the battery of the vehicle.

[0017] In one or more embodiments, when the controller detects that the vehicle is in a running state, closing the clutch comprises:

[0018] The controller detects the power level of the battery in the vehicle when detecting that the vehicle is in a running state;

[0019] The controller closes the clutch when detecting that the power level of the battery is greater than a third preset value.

[0020] In one or more embodiments, when the controller detects that the vehicle is in a running state, closing the clutch comprises:

[0021] The controller detects the state of the accelerator pedal of the vehicle when detecting that the vehicle is in the running state;

[0022] The controller closes the clutch when detecting that the accelerator pedal is released.

[0023] In one or more embodiments, the air compressor releases the continuously generated compressed air to the brakes in the vehicle when the vehicle is in a braking state;

[0024] The compressed air in the air compressor is prepared based on the mechanical energy output by the first motor and the mechanical energy of the wheel end driving the air compressor together, and the working mode of the first motor is the driving mode.

[0025] In one or more embodiments, when the power of the battery is greater than a third preset value and the compressed gas in the air compressor is greater than the first preset value, the air compressor discharges compressed gas greater than a value corresponding to the first preset value;

[0026] or,

[0027] The controller disconnects the clutch when it is detected that the power level of the battery is greater than a third preset value and the compressed gas in the air compressor is greater than the first preset value.

[0028] In one or more embodiments, when the power level of the battery is less than or equal to the third preset value, the second motor receives the mechanical energy generated by the wheel end to generate electrical energy;

[0029] The second inverter transmits the electric energy generated by the second motor to the battery.

[0030] In a second aspect, an embodiment of the present application provides a vehicle, comprising: the energy recovery system described in the above-mentioned first aspect and any one of the embodiments of the first aspect.

[0031] The energy recovery system and vehicle provided in the embodiment of the present application include an air compressor and a clutch arranged between the air compressor and the wheel end of the vehicle. In the technical solution, by arranging a clutch between the wheel end and the air compressor, the mechanical energy generated by the wheel end can be converted into the mechanical energy of the air compressor to increase the efficiency of energy recovery. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0033] Figure 1 A schematic diagram of the system structure of energy recovery and compressed air preparation provided by the prior art;

[0034] Figure 2 The structure of the energy recovery system provided in the embodiment of the present application is shown in FIG. Figure 1 ;

[0035] Figure 3 The structure of the energy recovery system provided in the embodiment of the present application is shown in FIG. Figure 2 ;

[0036] Figure 4 The structure of the energy recovery system provided in the embodiment of the present application is shown in FIG. Figure 3 ;

[0037] Figure 5 The structure of the energy recovery system provided in the embodiment of the present application is shown in FIG. Figure 4 ;

[0038] Figure 6 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application.

[0039] The above drawings show clear embodiments of the present disclosure, which will be described in more detail below. These drawings and text descriptions are not intended to limit the scope of the present disclosure in any way, but to illustrate the concepts of the present disclosure to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0040] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0041] Before introducing the embodiments of the present application, the application background of the embodiments of the present application is first explained:

[0042] As the world's attention to environmental protection and sustainable development continues to increase, electric vehicles (EV) have gradually become popular as an important alternative to traditional fuel vehicles. Energy recovery (English: Energy Recovery) also plays an important role in electric vehicle technology. It not only improves the energy efficiency of the vehicle, but also reduces the need for frequent battery charging and extends the driving range.

[0043] In the prior art, when the battery of the electric vehicle is not supplying power, since the vehicle is still running, the mechanical energy of the rotating tires will drive the motor to operate, thereby causing the motor to charge the battery.

[0044] like, Figure 1 The schematic diagram of the system structure of energy recovery and compressed air preparation provided by the prior art is as follows: Figure 1 As shown, the schematic diagram includes: a battery pack 11, an inverter 12, an inverter 13, a drive motor 14, a drive motor 15, an air compressor 16 and a wheel end 17.

[0045] in:

[0046] Regarding energy recovery: when the vehicle is driving normally, the battery pack 11 supplies power to the drive motor 14 through the inverter 12, and the drive motor 14 converts the electrical energy into mechanical energy to drive the wheel end 17 to operate; in some cases, when the battery pack 11 is no longer supplying power to the drive motor 14, the wheel end 17 still rotates to drive the drive motor 14 to rotate, so that the drive motor becomes a generator, generates electricity, and supplies power to the battery pack 11 through the inverter 12.

[0047] Regarding the preparation of compressed air: when the compressed gas in the air compressor 16 is insufficient, the battery pack 11 supplies power to the drive motor 15 through the inverter 3. The drive motor 15 converts the electrical energy into mechanical energy to drive the air compressor to compress the air to form compressed gas. In the subsequent braking system, the compressed gas is provided for the brakes in the braking system.

[0048] Based on the energy recovery solution in the above-mentioned prior art, the problems existing in the prior art that need to be solved by the embodiments of the present application are:

[0049] 1) The energy recovery of electric vehicles will be suppressed when the battery power exceeds a limit (e.g., 90%), and no energy recovery - no negative torque is available;

[0050] 2) Adaptive Cruise Control (ACC) or other auxiliary systems will not be able to assist braking once the battery power exceeds the limit;

[0051] 3) The air compressor of the electric vehicle will use the energy of the power battery in the vehicle, which will consume the range of the electric vehicle;

[0052] 4) When the battery power is low, the air compressor still consumes battery power, which will affect the mileage of the electric vehicle;

[0053] 5) In some braking scenarios where the vehicle has large inertia, the amount of compressed air in the air compressor powered by the battery may be small, which may cause greater wear on the brake-related components.

[0054] In view of the technical problems existing in the prior art, the inventors of the present application have the following idea: after the battery power is greater than 90%, for example, on a long downhill section, the kinetic energy that can be recovered by the drive motor is much less than the mechanical energy generated by the wheel end. Then, a method can be set up to directly supply the mechanical energy generated by the wheel end to the air compressor to prepare compressed gas, so as to avoid the situation where the air compressor needs to use the battery power when preparing compressed air;

[0055] In addition, when the vehicle brakes, compressed air is supplied to the brake by the air compressor, but the compressed air can be prepared by battery power or mechanical energy at the wheel end, so that a large amount of compressed air can be provided to reduce the wear of brake-related components;

[0056] Furthermore, the inverter between the battery and the drive motor can be changed to a bidirectional inverter so that when compressed air does not need to be prepared, excess air energy can be converted into electrical energy and supplied to the battery, thereby realizing battery energy storage.

[0057] The technical solution of the present application is described in detail below through specific embodiments. It should be noted that the following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments.

[0058] Figure 2 The structure of the energy recovery system provided in the embodiment of the present application is shown in FIG. Figure 1 ,like Figure 2As shown, the energy recovery system includes: an air compressor and a clutch arranged between the air compressor and the wheel end of the vehicle.

[0059] Optionally, the clutch can function to disconnect and connect the energy transmission path between the air compressor and the wheel end of the vehicle.

[0060] For example, when the clutch is closed, the mechanical energy generated by the wheel end of the vehicle and the recovered energy can be given to the air compressor.

[0061] It should be understood that the clutch is not the only limitation and may be replaced by other controllable transmission systems.

[0062] The energy recovery system provided in the embodiment of the present application includes: an air compressor, and a clutch arranged between the air compressor and the wheel end of the vehicle. In this technical solution, by arranging a clutch between the wheel end and the air compressor, the mechanical energy generated by the wheel end can be converted into the mechanical energy of the air compressor to increase the efficiency of energy recovery.

[0063] Based on the above embodiments, Figure 3 The structure of the energy recovery system provided in the embodiment of the present application is shown in FIG. Figure 2 ,like Figure 3 As shown, the energy recovery system also includes: a controller connected to the clutch.

[0064] In this energy recovery system, the following execution logic is implemented:

[0065] Step 1: When the controller detects that the vehicle is in a running state, the clutch is closed.

[0066] The vehicle may be an electric vehicle, and when it is in a non-stationary operating state, that is, when the wheel ends (i.e., wheels) of the vehicle are rotating, energy recovery and the like are implemented.

[0067] Exemplarily, the determination of the running status may be implemented by at least the following:

[0068] 1) Vehicle speed sensor: Vehicles are usually equipped with a vehicle speed sensor that can measure the actual speed of the vehicle. If the speed of the vehicle exceeds a certain threshold (such as a few kilometers per hour), it can be determined that the vehicle is running;

[0069] 2) Reversing sensor or camera: When the vehicle is in reverse, the reversing sensor or reversing camera will be activated, which can help determine the vehicle's operating status; of course, some cameras can also obtain images of the vehicle and the road, so as to determine the vehicle's operating status;

[0070] 3) Electric vehicle status detection: the vehicle's operating status can be determined by whether the motor is running, the battery status, and whether there is driving force transmission;

[0071] 4) Brake system sensors: The brake system sensors can detect whether the vehicle is decelerating or stopping. If the vehicle is not moving and the brake system is not activated, the system can determine that the vehicle is stationary.

[0072] Optionally, when the controller detects that the vehicle is in a running state, closing the clutch may be implemented as follows:

[0073] The first type is to detect the power level of a battery in the vehicle when it is detected that the vehicle is in a running state; when the power level of the battery is greater than a third preset value, close the clutch through the controller.

[0074] Under this implementation, during energy recovery, the battery cannot directly receive the electrical energy generated by the energy recovery due to the following considerations:

[0075] 1) Battery protection: When the power level is higher than the third preset value, the battery is close to full charge. Overcharging may cause battery overheating or increased loss, affecting the battery life and performance. Therefore, in order to protect the battery, energy recovery may be reduced or stopped to avoid overcharging;

[0076] 2) Efficiency considerations: When the battery is close to full charge, the efficiency of energy recovery may decrease because the energy recovered at this time is less. Compared with the system loss generated during the recovery process, the actual net energy obtained may not be high, which may not be cost-effective. Therefore, you can choose to stop recovery;

[0077] 3) Simplified driving experience and control: When the battery is high, the driver is usually more concerned about performance and driving feel rather than the gain of energy recovery. Stopping energy recovery can simplify driving control and make the vehicle more direct and responsive when the battery is high.

[0078] Therefore, in this implementation, after obtaining the battery power, when the battery power is greater than the third preset value, the wheel-end related energy can be recovered to the air compressor. At this time, the controller controls the clutch to close.

[0079] In a possible implementation, the third preset value may be 90% of the power of the battery when it is fully charged.

[0080] The second type is to detect the state of the accelerator pedal of the vehicle when the vehicle is detected to be in a running state; when the accelerator pedal is in a released state, close the clutch through the controller.

[0081] Under this implementation, it is not limited to the state of charge in the above-mentioned battery, and the state of the vehicle's accelerator pedal can be detected, that is, it can be detected whether the driver has released the accelerator pedal. At this time, the motor that provides rotation to the wheel end (that is, the second motor described below) does not convert electrical energy into mechanical energy, but because the wheel end is still rotating, mechanical energy will be generated at this time, and the mechanical energy can be transmitted to the air compressor through the clutch. At this time, the controller controls the clutch to close.

[0082] Optionally, the timing of closing the clutch by the controller can also be determined based on factors such as the capacity of the battery, the type of the first motor, and the road conditions of the vehicle.

[0083] In the above implementation scheme, the rate of energy recovery can be controlled by closing the clutch through the controller.

[0084] Step 2: When the clutch is closed, the mechanical energy of the wheel end is transmitted to the air compressor.

[0085] Optionally, the mechanical energy of the wheel end is transmitted to the air compressor, thereby driving the air compressor to move and generate high-pressure air, that is, the air compressor performs air compression processing.

[0086] The energy recovery system provided in the embodiment of the present application further includes: a controller connected to the clutch. Further, when the controller detects that the vehicle is in a running state, the clutch is closed, and then when the clutch is closed, the mechanical energy of the wheel end is transmitted to the air compressor to realize the energy recovery of the mechanical energy of the wheel end.

[0087] Based on the above embodiments, Figure 4 The structure of the energy recovery system provided in the embodiment of the present application is shown in FIG. Figure 3 ,like Figure 4 As shown, the energy recovery system also includes: a first inverter, and a first motor arranged between the first inverter and the air compressor.

[0088] The battery of the vehicle is connected to the first inverter, and the controller is connected to the first motor.

[0089] Accordingly, based on the above structure, the following operations can be performed:

[0090] Step 1: When the controller detects that the compressed gas in the air compressor is greater than a first preset value and / or the power of the battery of the vehicle is less than a second preset value, the controller switches the working mode of the first motor to the power generation mode;

[0091] In a first possibility of this implementation, when it is detected that the compressed gas in the air compressor is greater than a first preset value (e.g., 90%), it indicates that the compressed gas in the air compressor is sufficient. In order to increase the amount of energy recovery, at this time, the working mode of the first motor can be controlled to switch to a power generation mode, that is, the first motor can be switched to a generator type motor;

[0092] In the second possibility of the implementation, when it is detected that the battery power is less than a second preset value (e.g., 15%), it means that the battery power is too low. In order to ensure the working efficiency of the battery, the battery needs to be charged. At this time, the working mode of the first motor can be controlled to switch to the power generation mode, that is, the first motor can be switched to a generator type motor;

[0093] In the third possibility of this implementation, when it is detected that the compressed gas in the air compressor is greater than the first preset value, and when it is detected that the battery power is less than the second preset value, it means that the battery power is too low and the compressed air in the air compressor is sufficient. At this time, the mechanical energy at the wheel end can be converted into electrical energy, that is, the working mode of the first motor is controlled to switch to the power generation mode, that is, the first motor can be switched to a generator type motor.

[0094] In a possible implementation, the first motor may be a drive motor.

[0095] Step 2: The first motor converts the air energy of the air compressor into electrical energy;

[0096] In this implementation, after receiving air energy from the air compressor, the first motor causes blades in the first motor to rotate to generate electrical energy.

[0097] Step 3: The first inverter charges the converted electrical energy into the vehicle's battery

[0098] In this implementation, the first inverter may be a bidirectional inverter.

[0099] Bidirectional inverters can control the direction of the flow of electrical energy, thereby achieving bidirectional conversion of electrical energy. In electric vehicles, bidirectional inverters can convert the motor into a generator as needed, or convert external power (such as socket charging) into power supply for the motor.

[0100] When the vehicle brakes, the first motor can convert air energy into electrical energy through reverse operation, and charge the electrical energy into the battery through a bidirectional inverter, utilizing the power generation capacity of the electric motor to improve the battery charging efficiency and increase the battery power.

[0101] That is, the air compressor can perform energy conversion at any time through the first motor and the bidirectional inverter. Electric energy can drive the air compressor to rotate and generate high-pressure air, and kinetic energy can also be recovered to charge the vehicle's battery as needed.

[0102] Furthermore, the following operations can be implemented: when the battery power is greater than a third preset value and the compressed gas in the air compressor is greater than the first preset value, the air compressor discharges compressed gas greater than the value corresponding to the first preset value; or when the controller detects that the battery power is greater than the third preset value and the compressed gas in the air compressor is greater than the first preset value, the clutch is disconnected.

[0103] In this implementation, when the battery power is greater than the third preset value, it means that the battery does not need to be charged; when the compressed gas in the air compressor is greater than the first preset value, it means that the air compressor does not need to prepare compressed gas.

[0104] That is, when the air compressor is not needed to charge and prepare high-pressure gas, but the clutch is closed, the compressed gas in the air compressor can be released, that is, the high-pressure gas higher than the corresponding part of the first preset value can be released to maintain the gas in the air compressor within a normal range; the clutch can also be disconnected to avoid the mechanical energy of the wheel end from being transmitted to the air compressor, so that the air compressor prepares high-pressure gas or supplies power to the battery.

[0105] It should be understood that when any of the above conditions is not met, the clutch can be closed according to the actual situation. The above implementation can reduce the air compressor's use of the energy of the battery in the electric vehicle to avoid consuming the cruising range, thereby actually increasing the vehicle's mileage.

[0106] In the implementation of this embodiment, in the energy recovery system, the controller is also used to switch the working mode of the first motor to the power generation mode when it is detected that the compressed gas in the air compressor is greater than a first preset value; the first motor is used to convert the air energy of the air compressor into electrical energy; and the first inverter is used to charge the converted electrical energy into the battery of the vehicle.

[0107] Furthermore, the controller is used to control the air compressor to discharge compressed gas greater than the value corresponding to the first preset value, or to disconnect the clutch when the battery power is greater than the third preset value and the compressed gas in the air compressor is greater than the first preset value.

[0108] Furthermore, the steps that can be implemented are: when the vehicle is in a braking state, the air compressor releases the continuously generated compressed air to the brake in the vehicle;

[0109] The compressed air in the air compressor is prepared based on the mechanical energy output by the first motor and the mechanical energy of the wheel end driving the air compressor, and the working mode of the first motor is the driving mode.

[0110] In this implementation, when the vehicle has a braking demand, whether it is issued by the driver or the vehicle automatically avoids the situation, the air compressor will continuously release compressed air (i.e., high-pressure gas) to the brakes in the vehicle to brake the vehicle.

[0111] In some implementations, due to the large inertia of the vehicle, more high-pressure gas is required for braking. The high-pressure gas continuously generated by the air compressor flows to the brake for braking. The preparation efficiency of the high-pressure gas may be low, and wear on related equipment such as brakes may occur. At this time, the mechanical energy of the wheel end is used to drive the air compressor to prepare high-pressure gas, and the first motor outputs mechanical energy to drive the air compressor to prepare high-pressure gas. This can increase the preparation efficiency of the high-pressure gas and reduce the wear on related equipment such as brakes.

[0112] In the implementation of this embodiment, in the energy recovery system, the controller is used to control the clutch to close when it is detected that the vehicle is in a running state; the clutch is used to transmit the mechanical energy of the wheel end to the air compressor so that the air compressor performs air compression processing.

[0113] And, the controller is used to close the clutch when it is detected that the vehicle is in a running state and the power of the battery in the vehicle is greater than a third preset value. And, the controller is used to close the clutch when it is detected that the vehicle is in a running state and the state of the accelerator pedal of the vehicle is released. And, the air compressor is used to release the continuously generated compressed air to the brake in the vehicle when it is detected that the vehicle is in a braking state, so that the brake brakes the vehicle. The compressed air in the air compressor is prepared based on the mechanical energy output by the first motor and the mechanical energy of the wheel end to drive the air compressor together, and the working mode of the first motor is the driving mode.

[0114] The energy recovery system provided in the embodiment of the present application further includes: a first inverter, a first motor disposed between the first inverter and the air compressor; the battery of the vehicle is connected to the first inverter, and the controller is connected to the first motor. In this technical solution, the air energy in the air compressor can be converted into electrical energy and charged into the battery by connecting the motor and the battery through the first inverter, thereby realizing energy recovery.

[0115] Based on the above embodiments, Figure 5 The structure of the energy recovery system provided in the embodiment of the present application is shown in FIG. Figure 4 ,like Figure 5 As shown, the energy recovery system further includes: a second inverter, and a second motor arranged between the second inverter and the wheel end.

[0116] The second inverter is connected to the battery.

[0117] Accordingly, based on the above structure, the following operations can be performed:

[0118] Step 1: When the power of the battery is less than or equal to a third preset value, the second motor receives the mechanical energy generated by the wheel end to generate electrical energy;

[0119] In this implementation, during energy recovery, when it is detected that the battery power is less than or equal to the third preset value, the type of the second motor can be converted into a generator to convert the mechanical energy generated by the wheel end into electrical energy.

[0120] In a possible implementation, the second motor may be a drive motor.

[0121] Step 2: The second inverter transmits the electric energy generated by the second motor to the battery.

[0122] In this implementation, the electric energy obtained above is charged into the battery through the second inverter, and the power generation capacity of the electric motor is used to improve the charging efficiency of the battery and increase the battery power.

[0123] In a possible implementation, the first inverter may be a bidirectional inverter, and its implementation principle and technical effect are similar to those of the inverter scheme in the above embodiment, which will not be described in detail here.

[0124] In the implementation of this embodiment, in the energy recovery system, the second motor is used to receive the mechanical energy generated by the wheel end to prepare electrical energy when the battery power is less than or equal to a third preset value; the second inverter is used to transmit the electrical energy prepared by the second motor to the battery to charge the battery.

[0125] The energy recovery system provided in the embodiment of the present application further includes: a second inverter, a second motor arranged between the second inverter and the wheel end, and the second inverter is connected to the battery. This technical solution enables the mechanical energy generated by the wheel end to charge the battery.

[0126] Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of the present application. Figure 6 As shown, the vehicle includes: an energy recovery system provided in any of the above embodiments.

[0127] As mentioned above, the energy recovery system includes: an air compressor, and a clutch disposed between the air compressor and the wheel end of the vehicle.

[0128] Optionally, the system also includes: a controller connected to the clutch.

[0129] Optionally, the system further includes: a first inverter, and a first motor disposed between the first inverter and the air compressor;

[0130] The battery of the vehicle is connected to the first inverter, and the controller is connected to the first motor.

[0131] Optionally, the system further includes: a second inverter, and a second motor disposed between the second inverter and the wheel end;

[0132] The second inverter is connected to the battery.

[0133] Optionally, the controller closes the clutch when detecting that the vehicle is in a running state;

[0134] When the clutch is closed, the mechanical energy of the wheel end is transmitted to the air compressor.

[0135] Optionally, when the controller detects that the compressed gas in the air compressor is greater than a first preset value, the controller switches the working mode of the first motor to the power generation mode;

[0136] The first motor converts the air energy of the air compressor into electrical energy;

[0137] The first inverter charges the converted electrical energy into the vehicle's battery.

[0138] Optionally, when the controller detects that the vehicle is in a running state, closing the clutch includes:

[0139] The controller detects the power level of the battery in the vehicle when detecting that the vehicle is in a running state;

[0140] The controller closes the clutch when detecting that the power level of the battery is greater than a third preset value.

[0141] Optionally, when the controller detects that the vehicle is in a running state, closing the clutch includes:

[0142] The controller detects the state of the accelerator pedal of the vehicle when detecting that the vehicle is in the running state;

[0143] The controller closes the clutch when it detects that the accelerator pedal is released.

[0144] Optionally, the air compressor releases continuously generated compressed air to brakes in the vehicle when the vehicle is in a braking state;

[0145] The compressed air in the air compressor is prepared based on the mechanical energy output by the first motor and the mechanical energy of the wheel end driving the air compressor together, and the working mode of the first motor is the driving mode.

[0146] Optionally, when the power of the battery is greater than a third preset value and the compressed gas in the air compressor is greater than a first preset value, the air compressor discharges compressed gas greater than a value corresponding to the first preset value;

[0147] or,

[0148] The controller disconnects the clutch when it detects that the power level of the battery is greater than a third preset value and the compressed gas in the air compressor is greater than a first preset value.

[0149] The implementation principle and technical effects of the vehicle provided in the embodiment of the present application are similar and will not be repeated here.

[0150] In addition, the controller in the energy recovery system of the embodiment of the present application can execute the method operations corresponding to the scheme executed by the relevant controller disclosed in the above embodiment.

[0151] Therefore, an embodiment of the present application further provides a computer-readable storage medium, in which computer instructions are stored. When the computer instructions are executed on a computer, the computer executes the above-mentioned related methods.

[0152] The computer-readable storage medium mentioned above can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory, electrically erasable programmable read-only memory, erasable programmable read-only memory, programmable read-only memory, read-only memory, magnetic memory, flash memory, magnetic disk or optical disk. The readable storage medium can be any available medium that can be accessed by a general or special-purpose computer.

[0153] Optionally, a readable storage medium is coupled to a processor so that the processor can read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (ASIC). Of course, the processor and the readable storage medium can also exist in the device as discrete components.

[0154] An embodiment of the present application also provides a computer program product, which includes a computer program. The computer program is stored in a computer-readable storage medium. At least one processor can read the computer program from the computer-readable storage medium. When the at least one processor executes the computer program, the above method can be implemented.

[0155] It should be understood that the present disclosure is not limited to the exact structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

Claims

1. An energy recovery system, characterized in that: include: An air compressor and a clutch disposed between the air compressor and a wheel end of a vehicle.

2. The system according to claim 1, characterized in that The system also includes a controller connected to the clutch.

3. The system according to claim 2, characterized in that The system further includes: a first inverter, and a first motor disposed between the first inverter and the air compressor; The battery of the vehicle is connected to the first inverter, and the controller is connected to the first motor.

4. The system according to claim 3, characterized in that The system further includes: a second inverter, and a second motor disposed between the second inverter and the wheel end; The second inverter is connected to the battery.

5. The system according to claim 2, characterized in that The controller closes the clutch when detecting that the vehicle is in a running state; When the clutch is closed, the mechanical energy of the wheel end is transmitted to the air compressor.

6. The system according to claim 3, characterized in that The controller switches the working mode of the first motor to the power generation mode when it is detected that the compressed gas in the air compressor is greater than a first preset value and / or the power of the battery of the vehicle is less than a second preset value; The first motor converts air energy of the air compressor into electrical energy; The first inverter charges the converted electric energy into the battery of the vehicle.

7. The system according to claim 5, characterized in that When the controller detects that the vehicle is in a running state, closing the clutch comprises: The controller detects the power level of the battery in the vehicle when detecting that the vehicle is in a running state; The controller closes the clutch when detecting that the power level of the battery is greater than a third preset value.

8. The system according to claim 5, characterized in that When the controller detects that the vehicle is in a running state, closing the clutch comprises: The controller detects the state of the accelerator pedal of the vehicle when detecting that the vehicle is in the running state; The controller closes the clutch when detecting that the accelerator pedal is released.

9. The system according to claim 3, characterized in that The air compressor releases the continuously generated compressed air to the brakes in the vehicle when the vehicle is in a braking state; The compressed air in the air compressor is prepared based on the mechanical energy output by the first motor and the mechanical energy of the wheel end driving the air compressor together, and the working mode of the first motor is the driving mode.

10. The system according to claim 3, characterized in that When the power of the battery is greater than a third preset value and the compressed gas in the air compressor is greater than the first preset value, the air compressor discharges compressed gas greater than a value corresponding to the first preset value; or, The controller disconnects the clutch when it is detected that the power level of the battery is greater than a third preset value and the compressed gas in the air compressor is greater than the first preset value.

11. The system according to claim 4, characterized in that When the power level of the battery is less than or equal to a third preset value, the second motor receives the mechanical energy generated by the wheel end to generate electrical energy; The second inverter transmits the electric energy generated by the second motor to the battery.

12. A vehicle, characterized in that: The vehicle comprises: an energy recovery system as described in any one of claims 1-11.

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