Vehicle energy recovery control method and device and vehicle

Abstract

The invention provides a vehicle energy recovery control method and device and a vehicle. The method comprises the steps that the current running speed of the vehicle is obtained, the current working conditions of the vehicle are determined according to the current running speed, the current working conditions comprise the high-speed working condition and the non-high-speed working condition, and the vehicle at least comprises a motor and a generator; under the condition that the current working condition is a high-speed working condition and the current driving speed is greater than or equal to a first preset speed, allowing the motor to perform energy recovery; under the condition that the current working condition is a high-speed working condition and the current running speed is smaller than a first preset speed, the current gradient is obtained, and the current gradient represents the gradient of a current road where the vehicle is located; and when the current gradient is greater than or equal to the preset gradient, allowing the motor to perform energy recovery, and when the current gradient is less than the preset gradient, forbidding the motor to perform energy recovery. By means of the method, the vehicle control system can autonomously select the appropriate energy recovery strategy according to the working conditions, and energy recovery and driving experience are guaranteed.

Description

Technical Field

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

[0002] A hybrid electric vehicle (HEV) is an environmentally friendly and energy-saving vehicle that integrates power sources such as internal combustion engines and motors to achieve multi-source energy supply, and achieves efficient energy utilization through integrated control. At present, the driving conditions of many new energy vehicles are similar to those of traditional fuel vehicles. Therefore, many new energy vehicles still use the control strategies of traditional fuel vehicles. Realizing energy recovery on HEV is an important way to achieve vehicle energy saving. At present, the HEV energy recovery system mainly includes: using a planetary gear structure to achieve energy recovery through the speed of the motor drive; using the motor as a generator to generate electricity, the drive motor is converted into mechanical energy, and the vehicle is driven together with the vehicle power source. At the same time, energy recovery is achieved by controlling the speed; using the motor as a generator to generate electricity, the drive motor is converted into mechanical energy, and the vehicle is driven together with the vehicle power source. At the same time, energy recovery is achieved by controlling the current direction of the motor.

[0003] The existing HEV energy recovery control strategies all have the following problems: the vehicle operating conditions cannot be effectively identified, energy recovery cannot achieve the maximum energy recovery effect when the vehicle is traveling at high speed, and the vehicle energy consumption and safety cannot be guaranteed. Summary of the invention

[0004] The main purpose of the present application is to provide a vehicle energy recovery control method, device, computer-readable storage medium and vehicle, so as to at least solve the problem in the prior art that the maximum energy recovery cannot be achieved when the vehicle is traveling at high speed.

[0005] In order to achieve the above-mentioned purpose, according to one aspect of the present application, a vehicle energy recovery control method is provided, including: obtaining a current driving speed of the vehicle, determining a current operating condition of the vehicle according to the current driving speed, wherein the current operating condition includes a high-speed operating condition and a non-high-speed operating condition, and the vehicle includes at least a motor and a generator; when the current operating condition is the high-speed operating condition and the current driving speed is greater than or equal to a first preset speed, allowing the motor to recover energy; when the current operating condition is the high-speed operating condition and the current driving speed is less than the first preset speed, obtaining a current slope, wherein the current slope represents the slope of the current road where the vehicle is located; when the current slope is greater than or equal to the preset slope or, allowing the motor to recover energy, and when the current slope is less than the preset slope, prohibiting the motor from recovering energy.

[0006] Optionally, the current operating condition of the vehicle is determined based on the current driving speed, including: starting timing when the current driving speed is greater than or equal to a second preset speed, wherein the second preset speed is less than the first preset speed; and determining that the current operating condition is the high-speed operating condition when a first timing time is greater than or equal to a first time threshold, wherein the first timing time represents the duration that the current driving speed is greater than or equal to the second preset speed.

[0007] Optionally, the method also includes: when the current driving speed is less than the second preset speed, determining that the current operating condition is the non-high-speed operating condition; when the current driving speed is greater than or equal to the second preset speed and the first timing time is less than the first time threshold, determining that the current operating condition is the non-high-speed operating condition.

[0008] Optionally, determining the current operating condition of the vehicle based on the current driving speed also includes: starting timing when the current driving speed is less than a third preset speed, wherein the third preset speed is less than a second preset speed, and the second preset speed is the driving speed corresponding to the high-speed operating condition; and determining that the current operating condition is the non-high-speed operating condition when the second timing time is greater than or equal to a second time threshold, wherein the second timing time represents the duration that the current driving speed is less than the third preset speed.

[0009] Optionally, after determining that the current operating condition is the non-high-speed operating condition, the method further includes: continuing to obtain the current driving speed when the current driving speed is less than the third preset speed and the second timing time is less than the second time threshold; determining that the current operating condition is the high-speed operating condition when the current driving speed is greater than or equal to the second preset speed and the first timing time is greater than or equal to the first time threshold, wherein the first timing time represents the duration that the current driving speed is greater than or equal to the second preset speed.

[0010] Optionally, the method further includes: in the non-high-speed operating condition, prohibiting the motor from performing energy recovery.

[0011] Optionally, obtaining the current slope also includes: obtaining the current slope in response to a high-speed mode instruction, wherein the high-speed mode instruction is an instruction instructing the vehicle to determine whether to perform energy recovery based on the current slope and the current driving speed.

[0012] According to another aspect of the present application, a vehicle energy recovery control device is provided, comprising: a determination unit, used to obtain a current driving speed of the vehicle, and determine a current operating condition of the vehicle according to the current driving speed, wherein the current operating condition includes a high-speed operating condition and a non-high-speed operating condition, and the vehicle includes at least a motor and a generator; a control unit, used to allow the motor to perform energy recovery when the current operating condition is the high-speed operating condition and the current driving speed is greater than or equal to a first preset speed; an acquisition unit, used to obtain a current slope when the current operating condition is the high-speed operating condition and the current driving speed is less than the first preset speed, wherein the current slope represents the slope of a current road on which the vehicle is located; a first prohibition unit, used to allow the motor to perform energy recovery when the current slope is greater than or equal to a preset slope, and to prohibit the motor from performing energy recovery when the current slope is less than the preset slope.

[0013] According to another aspect of the present application, a computer-readable storage medium is provided, which includes a stored program, wherein when the program is running, the device where the computer-readable storage medium is located is controlled to execute any one of the vehicle energy recovery control methods.

[0014] According to another aspect of the present application, a vehicle is provided, comprising: one or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and are configured to be executed by the one or more processors, and the one or more programs include an energy recovery control method for executing any one of the vehicles described.

[0015] By applying the technical solution of the present application, the current driving speed of the vehicle is obtained, and the current working condition of the vehicle is determined according to the current driving speed, wherein the current working condition includes a high-speed working condition and a non-high-speed working condition, and the vehicle includes at least a motor and a generator; when the current working condition is a high-speed working condition and the current driving speed is greater than or equal to a first preset speed, the motor is allowed to perform energy recovery; when the current working condition is a high-speed working condition and the current driving speed is less than the first preset speed, the current slope is obtained, wherein the current slope represents the slope of the current road where the vehicle is located; when the current slope is greater than or equal to the preset slope or, the motor is allowed to perform energy recovery, and when the current slope is less than the preset slope, the motor is prohibited from performing energy recovery. Compared with the prior art, in which the maximum energy recovery cannot be achieved when the vehicle is driving at high speed, the present application first identifies the working condition of the vehicle, and in the high-speed working condition, further determines whether to perform energy recovery according to the current slope of the road and the current driving speed, so as to maximize the energy recovery of the vehicle under the high-speed working condition. Therefore, the problem that the vehicle cannot achieve the maximum energy recovery when driving at high speed in the prior art can be solved, and the effect of maximum energy recovery can be achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The drawings constituting part of the present application are used to provide a further understanding of the present application. The exemplary embodiments and descriptions of the present application are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0017] Figure 1 A hardware structure block diagram of a mobile terminal for executing a vehicle energy recovery control method provided by an embodiment of the present application is shown;

[0018] Figure 2 A schematic flow chart of a vehicle energy recovery control method provided by an embodiment of the present application is shown;

[0019] Figure 3 A schematic diagram of a process for determining a current working condition provided by an embodiment of the present application is shown;

[0020] Figure 4 A schematic flow chart of a specific vehicle energy recovery control method provided by an embodiment of the present application is shown;

[0021] Figure 5 A schematic flow chart of a specific method for determining the current working condition provided in an embodiment of the present application is shown;

[0022] Figure 6 A structural block diagram of an energy recovery control device for a vehicle provided in an embodiment of the present application is shown.

[0023] The above drawings include the following reference numerals:

[0024] 102, processor; 104, memory; 106, transmission device; 108, input and output devices. DETAILED DESCRIPTION

[0025] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0026] In order to enable those skilled in the art to better understand the present application, the technical solutions 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 only 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 should fall within the scope of protection of this application.

[0027] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequential order. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present application described here. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0028] There are differences in the control methods of coasting recovery for hybrid vehicles on high-speed and non-high-speed roads:

[0029] 1. When gliding on flat ground at high speed, the motor recovery will lead to a reduction in the kinetic energy and gliding distance of the vehicle. When the recovered electric energy is converted into kinetic energy, there is a loss in conversion efficiency, which is not economical and therefore it is not recovered;

[0030] 2. When coasting downhill at high speed, when the vehicle speed is greater than the threshold, negative torque is allocated to the motor for energy recovery to prevent the vehicle speed from being too high, and recovery is terminated when the vehicle speed is less than the threshold;

[0031] 3. Under non-high-speed conditions, gliding to recover energy is allowed if the conditions are met.

[0032] As introduced in the background technology, in the prior art, the maximum energy recovery cannot be achieved when the vehicle is traveling at high speed. In order to solve the problem that the maximum energy recovery cannot be achieved when the vehicle is traveling at high speed, the embodiments of the present application provide a vehicle energy recovery control method, device, computer-readable storage medium and vehicle.

[0033] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the accompanying drawings in the embodiments of the present invention.

[0034] The method embodiments provided in the embodiments of the present application can be executed in a mobile terminal, a computer terminal or a similar computing device. Taking running on a mobile terminal as an example, Figure 1 FIG. 1 is a hardware structure block diagram of a mobile terminal of a vehicle energy recovery control method according to an embodiment of the present invention. Figure 1 As shown, the mobile terminal may include one or more ( Figure 1 Only one is shown in the figure) a processor 102 (the processor 102 may include but is not limited to a processing device such as a microprocessor MCU or a programmable logic device FPGA) and a memory 104 for storing data, wherein the mobile terminal may also include a transmission device 106 and an input / output device 108 for communication functions. It can be understood by those skilled in the art that Figure 1 The structure shown is only for illustration and does not limit the structure of the mobile terminal. Figure 1 More or fewer components as shown, or with Figure 1 Different configurations are shown.

[0035] The memory 104 can be used to store computer programs, for example, software programs and modules of application software, such as the computer program corresponding to the energy recovery control method of the vehicle in the embodiment of the present invention. The processor 102 executes various functional applications and data processing by running the computer program stored in the memory 104, that is, the above method is implemented. The memory 104 may include a high-speed random access memory, and may also include a non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some examples, the memory 104 may further include a memory remotely arranged relative to the processor 102, and these remote memories can be connected to the mobile terminal via a network. Examples of the above-mentioned network include but are not limited to the Internet, an intranet, a local area network, a mobile communication network, and a combination thereof. The transmission device 106 is used to receive or send data via a network. The above-mentioned specific example of the network may include a wireless network provided by a communication provider of the mobile terminal. In one example, the transmission device 106 includes a network adapter (Network Interface Controller, referred to as NIC), which can be connected to other network devices through a base station so as to communicate with the Internet. In one example, the transmission device 106 may be a radio frequency (RF) module, which is used to communicate with the Internet wirelessly.

[0036] In this embodiment, a method for controlling energy recovery of a vehicle running on a mobile terminal, a computer terminal or a similar computing device is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0037] Figure 2 FIG. 1 is a flow chart of a method for controlling energy recovery of a vehicle according to an embodiment of the present application. Figure 2 As shown, the method comprises the following steps:

[0038] Step S201, obtaining the current driving speed of the vehicle, and determining the current operating condition of the vehicle according to the current driving speed, wherein the current operating condition includes a high-speed operating condition and a non-high-speed operating condition, and the vehicle includes at least a motor and a generator;

[0039] Specifically, the above-mentioned vehicle is a hybrid vehicle, which at least includes an engine and a motor, etc. When the vehicle is going downhill, the kinetic energy of the vehicle during the gliding process can be converted, which can not only achieve energy recovery, but also brake the vehicle to avoid the danger of gliding too fast. However, it is necessary to accurately determine under what circumstances to brake in order to achieve maximum energy recovery. Therefore, when it is detected that the vehicle is going downhill, the working condition of the vehicle is determined according to the current driving speed, so as to further determine whether to perform energy recovery according to the working condition. High-speed working conditions and non-high-speed working conditions are divided at least by the size of the current driving speed.

[0040] Step S202, when the current operating condition is the high-speed operating condition and the current driving speed is greater than or equal to a first preset speed, allowing the motor to perform energy recovery;

[0041] Specifically, when it is determined to be a high-speed operating condition, it is first determined whether the current driving speed is greater than a first preset speed. The first preset speed is greater than the critical speed value of the high-speed operating condition. If the current driving speed is greater than or equal to the first preset speed, it indicates that the current vehicle's downhill speed is too fast, and the motor is allowed to recover energy. While recovering energy, the vehicle can be driven to brake, ensuring driving safety.

[0042] Step S203, when the current working condition is the high-speed working condition and the current driving speed is less than the first preset speed, obtaining a current slope, wherein the current slope represents a slope of a current road on which the vehicle is located;

[0043] Specifically, in the above step S202, the current operating condition is the high-speed operating condition and the current driving speed is less than the first preset speed, indicating that although the vehicle is currently in a high-speed operating condition, the speed of the vehicle has not reached the critical speed for energy recovery. The current slope is further obtained, and it is determined whether to perform energy recovery based on the current slope.

[0044] Step S204, when the current slope is greater than or equal to the preset slope, the motor is allowed to perform energy recovery, and when the current slope is less than the preset slope, the motor is prohibited from performing energy recovery.

[0045] Specifically, if the current slope is greater than or equal to the preset slope, it indicates that the current road slope of the vehicle is large, the kinetic energy of sliding is large, and the motor is also allowed to recover energy. The vehicle can be braked while recovering energy to avoid the danger of the vehicle sliding too fast on a large slope. If the current slope is less than the preset slope, that is, although the vehicle is in a high-speed working condition, the current driving speed has not reached the critical speed of energy recovery, and the current slope has not reached the critical slope of energy recovery. At this time, the effect of energy recovery is poor, so energy recovery is not performed.

[0046] Through this embodiment, the current driving speed of the vehicle is obtained, and the current working condition of the vehicle is determined according to the current driving speed, wherein the current working condition includes a high-speed working condition and a non-high-speed working condition, and the vehicle includes at least a motor and a generator; when the current working condition is a high-speed working condition, the current slope is obtained, and when the current slope is greater than or equal to the preset slope or the current driving speed is greater than or equal to the first preset speed, the motor is allowed to perform energy recovery; when the current slope is less than the preset slope or the current driving speed is less than the first preset speed, the motor is prohibited from performing energy recovery. Compared with the prior art, in which the maximum energy recovery cannot be achieved when the vehicle is driving at high speed, the present application first identifies the working condition of the vehicle, and under the high-speed working condition, further determines whether to perform energy recovery according to the current slope of the road and the current driving speed, so as to maximize the energy recovery of the vehicle under the high-speed working condition. Therefore, it can solve the problem in the prior art that the maximum energy recovery cannot be achieved when the vehicle is driving at high speed, and achieve the effect of maximum energy recovery.

[0047] In the specific implementation process, the above step S201 determines the current working condition of the vehicle according to the current driving speed, which can be achieved by the following steps: Figure 3As shown: Step S2011: when the current driving speed is greater than or equal to the second preset speed, start timing, wherein the second preset speed is less than the first preset speed; Step S2012: when the first timing time is greater than or equal to the first time threshold, determine that the current working condition is the high-speed working condition, wherein the first timing time represents the duration of the current driving speed being greater than or equal to the second preset speed. The method determines the current working condition through the above steps, so that the state of the vehicle can be accurately judged and whether to perform energy recovery.

[0048] Specifically, when it is detected that the current driving speed V≥V1 (the second preset speed), the timer starts timing, and if the current driving speed remains V≥V1 during t1 (the first timing time) or greater than t1, it is determined that the vehicle enters a high-speed operating condition.

[0049] In some optional implementations, the method further includes the following steps: Step S2013: when the current driving speed is less than the second preset speed, determining the current operating condition as the non-high-speed operating condition; Step S2014: when the current driving speed is greater than or equal to the second preset speed and the first timing time is less than the first time threshold, determining the current operating condition as the non-high-speed operating condition. The method determines the non-high-speed operating condition through the above steps, so that the high-speed operating condition and the non-high-speed operating condition can be accurately distinguished.

[0050] During the specific implementation process, the current driving speed V<V1 (the second preset speed) indicates that the current driving speed has not reached the high-speed condition and is determined to be a non-high-speed condition; and even if the current driving speed V≥V1, but the duration (the first timing time) has not reached t1, it is also determined to be a non-high-speed condition.

[0051] In some other optional implementations, the above step S201 determines the current working condition of the vehicle according to the current driving speed, and further includes the following steps: step S2015: when the current driving speed is less than a third preset speed, start timing, wherein the third preset speed is less than a second preset speed, and the second preset speed is the driving speed corresponding to the high-speed working condition; step S2016: when the second timing time is greater than or equal to a second time threshold, determine that the current working condition is the non-high-speed working condition, wherein the second timing time represents the duration of the current driving speed being less than the third preset speed. The method continuously judges the high-speed working condition and the non-high-speed working condition through the above steps, so that the judgment error caused by the speed fluctuation of the vehicle can be corrected.

[0052] Specifically, the current driving speed V<V2 (third preset speed), and timing also starts. V2<V1. When the second timing time reaches the second time threshold t2, it indicates that the vehicle has been running at a lower speed for a period of time, and is determined to be a non-high-speed operating condition.

[0053] In the specific implementation process, after determining that the current working condition is the non-high-speed working condition, the method further includes: step S2017: when the current driving speed is less than the third preset speed and the second timing time is less than the second time threshold, continue to obtain the current driving speed; step S2018: when the current driving speed is greater than or equal to the second preset speed and the first timing time is greater than or equal to the first time threshold, determine that the current working condition is the high-speed working condition, wherein the first timing time represents the duration of the current driving speed being greater than or equal to the second preset speed. Through the above steps, the method further detects the current driving speed under the non-high-speed working condition and determines whether it enters the high-speed working condition, so that the state of the vehicle can be continuously determined.

[0054] Specifically, when the current driving speed V<V2 (third preset speed) and the second timing time does not reach the second time threshold t2, it is continuously determined whether V is greater than or equal to V1 (second preset speed), and whether the time greater than or equal to the second preset speed is greater than or equal to the first time threshold. If so, it is determined to be a high-speed operating condition. In other words, the vehicle speed may fluctuate during driving. After the vehicle speed fluctuates and is less than the second preset speed, it is not immediately determined to be a non-high-speed operating condition, nor is it immediately exited, but it continues to determine whether the vehicle speed returns to normal, and further determines whether it is a high-speed operating condition.

[0055] In some optional implementations, the method further comprises the following steps: in the case of the non-high-speed working condition, the motor is prohibited from performing energy recovery, so as to avoid failure to perform energy recovery to the maximum extent.

[0056] In the specific implementation process, non-high-speed conditions generally allow coasting energy recovery after meeting certain conditions, which will not be explained in detail here. In addition, motor recovery during coasting on high-speed flat ground conditions (slope is 0) will lead to a reduction in the vehicle's kinetic energy and coasting distance. When the recovered electrical energy is converted into kinetic energy drive, there is a loss in conversion efficiency, which is not economical and therefore not recovered.

[0057] In some other optional implementations, the above step S203 of obtaining the current slope can be implemented by the following steps: Step S2031: In response to a high-speed mode instruction, the current slope is obtained, wherein the high-speed mode instruction is an instruction instructing the vehicle to determine whether to perform energy recovery according to the current slope and the current driving speed. The method performs the next step of judgment according to the instruction through the above steps, which can increase the flexibility of judgment.

[0058] Specifically, a high-speed mode button is added to the instrument panel of the vehicle, which generates a high-speed mode command when manually triggered by the driver. In response to the command, the current slope is obtained and further judgment is made. This can also achieve some effects. However, the disadvantage is that the entire vehicle is greatly modified and there is a risk of accidental touch and lag, resulting in poor results.

[0059] The present application can automatically switch between high-speed and non-high-speed gliding control strategies, which not only reduces the loss caused by energy conversion under high-speed conditions, but also converts the kinetic energy lost in parking conditions such as braking under non-high-speed conditions into electrical energy for storage, thus helping to reduce fuel consumption.

[0060] In order to enable those skilled in the art to more clearly understand the technical solution of the present application, the implementation process of the vehicle energy recovery control method of the present application will be described in detail below in combination with specific embodiments.

[0061] This embodiment relates to a specific vehicle energy recovery control method, such as Figure 4 As shown, the following steps are included:

[0062] Step S1: Start;

[0063] Step S2: (determining to be) high-speed operating condition;

[0064] Step S3: V (current driving speed) ≥ V1 (first preset speed), if yes;

[0065] Step S4: allowing the motor to be recycled;

[0066] Step S5: If no, that is, V (current driving speed) is less than V1 (first preset speed), obtain the current slope P;

[0067] Step S6: the current slope is greater than or equal to P1 (preset slope);

[0068] Step S7: allowing the motor to be recycled;

[0069] Step S8: If no, the current slope is less than P1 (preset slope), and the motor recovery is prohibited;

[0070] Step S9: End.

[0071] This embodiment relates to a specific method for determining the current working condition, such as Figure 5 As shown, the following steps are included:

[0072] Step S10: start;

[0073] Step S11: vehicle speed V and timer T;

[0074] Step S12: V≥V2 (second preset speed, ±5 hysteresis) and T>t1 (first timing time);

[0075] Step S13: Determine the high-speed operating condition;

[0076] Step S14: V<V3 (third preset speed) and T>t2 (second timing time), wherein V3<V2<V1;

[0077] Step S15: Determine that the operating condition is not high speed.

[0078] The embodiment of the present application also provides an energy recovery control device for a vehicle. It should be noted that the energy recovery control device for a vehicle in the embodiment of the present application can be used to execute the energy recovery control method for a vehicle provided in the embodiment of the present application. The device is used to implement the above-mentioned embodiments and preferred implementation modes, and the descriptions that have been made will not be repeated. As used below, the term "module" can implement a combination of software and / or hardware for a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, the implementation of hardware, or a combination of software and hardware, is also possible and conceivable.

[0079] The following is an introduction to the vehicle energy recovery control device provided in an embodiment of the present application.

[0080] Figure 6 Schematic diagram of an energy recovery control device for a vehicle according to an embodiment of the present application. Figure 6 As shown, the device comprises:

[0081] A determination unit 10, configured to obtain a current driving speed of the vehicle, and determine a current operating condition of the vehicle according to the current driving speed, wherein the current operating condition includes a high-speed operating condition and a non-high-speed operating condition, and the vehicle includes at least a motor and a generator;

[0082] Specifically, the above-mentioned vehicle is a hybrid vehicle, which at least includes an engine and a motor, etc. When the vehicle is going downhill, the kinetic energy of the vehicle during the gliding process can be converted, which can not only achieve energy recovery, but also brake the vehicle to avoid the danger of gliding too fast. However, it is necessary to accurately determine under what circumstances to brake in order to achieve maximum energy recovery. Therefore, when it is detected that the vehicle is going downhill, the working condition of the vehicle is determined according to the current driving speed, so as to further determine whether to perform energy recovery according to the working condition. High-speed working conditions and non-high-speed working conditions are divided at least by the size of the current driving speed.

[0083] A control unit 20, configured to allow the motor to perform energy recovery when the current operating condition is the high-speed operating condition and the current driving speed is greater than or equal to a first preset speed;

[0084] Specifically, when it is determined to be a high-speed operating condition, it is first determined whether the current driving speed is greater than a first preset speed. The first preset speed is greater than the critical speed value of the high-speed operating condition. If the current driving speed is greater than or equal to the first preset speed, it indicates that the current vehicle's downhill speed is too fast, and the motor is allowed to recover energy. While recovering energy, the vehicle can be driven to brake, ensuring driving safety.

[0085] an acquisition unit 30, configured to acquire a current slope when the current operating condition is the high-speed operating condition and the current driving speed is less than the first preset speed, wherein the current slope represents a slope of a current road on which the vehicle is located;

[0086] Specifically, when the current operating condition is the high-speed operating condition and the current driving speed is less than the first preset speed, it indicates that although the vehicle is currently in a high-speed operating condition, the speed of the vehicle has not reached the critical speed for energy recovery. The current slope is further obtained, and it is determined whether to perform energy recovery based on the current slope.

[0087] The first prohibition unit 40 is used for allowing the motor to perform energy recovery when the current slope is greater than or equal to the preset slope, and prohibiting the motor from performing energy recovery when the current slope is less than the preset slope.

[0088] Specifically, if the current slope is greater than or equal to the preset slope, it indicates that the current road slope of the vehicle is large, the kinetic energy of sliding is large, and the motor is also allowed to recover energy. The vehicle can be braked while recovering energy to avoid the danger of the vehicle sliding too fast on a large slope. If the current slope is less than the preset slope, that is, although the vehicle is in a high-speed working condition, the current driving speed has not reached the critical speed of energy recovery, and the current slope has not reached the critical slope of energy recovery. At this time, the effect of energy recovery is poor, so energy recovery is not performed.

[0089] Through this embodiment, the current driving speed of the vehicle is obtained, and the current working condition of the vehicle is determined according to the current driving speed, wherein the current working condition includes a high-speed working condition and a non-high-speed working condition, and the vehicle includes at least a motor and a generator; when the current working condition is a high-speed working condition, the current slope is obtained, and when the current slope is greater than or equal to the preset slope or the current driving speed is greater than or equal to the first preset speed, the motor is allowed to perform energy recovery; when the current slope is less than the preset slope or the current driving speed is less than the first preset speed, the motor is prohibited from performing energy recovery. Compared with the prior art, in which the maximum energy recovery cannot be achieved when the vehicle is driving at high speed, the present application first identifies the working condition of the vehicle, and under the high-speed working condition, further determines whether to perform energy recovery according to the current slope of the road and the current driving speed, so as to maximize the energy recovery of the vehicle under the high-speed working condition. Therefore, it can solve the problem in the prior art that the maximum energy recovery cannot be achieved when the vehicle is driving at high speed, and achieve the effect of maximum energy recovery.

[0090] In the specific implementation process, the determination unit includes a first start module and a first determination module. The first start module is used to start timing when the current driving speed is greater than or equal to the second preset speed, wherein the second preset speed is less than the first preset speed; the first determination module is used to determine that the current working condition is the high-speed working condition when the first timing time is greater than or equal to the first time threshold, wherein the first timing time represents the duration of the current driving speed being greater than or equal to the second preset speed. The device determines the current working condition through the above steps, so that the state of the vehicle can be accurately judged and whether energy recovery is performed.

[0091] Specifically, when it is detected that the current driving speed V≥V1 (the second preset speed), the timer starts timing, and if the current driving speed remains V≥V1 during t1 (the first timing time) or greater than t1, it is determined that the vehicle enters a high-speed operating condition.

[0092] In some optional embodiments, the determination unit further includes a second determination module and a third determination module, the second determination module is used to determine that the current operating condition is the non-high-speed operating condition when the current driving speed is less than the second preset speed; the third determination module is used to determine that the current operating condition is the non-high-speed operating condition when the current driving speed is greater than or equal to the second preset speed and the first timing time is less than the first time threshold. The device determines the non-high-speed operating condition through the above steps, so that the high-speed operating condition and the non-high-speed operating condition can be accurately distinguished.

[0093] During the specific implementation process, the current driving speed V<V1 (the second preset speed) indicates that the current driving speed has not reached the high-speed condition and is determined to be a non-high-speed condition; and even if the current driving speed V≥V1, but the duration (the first timing time) has not reached t1, it is also determined to be a non-high-speed condition.

[0094] In some other optional embodiments, the determination unit further includes a second start module and a fourth determination module, the second start module is used to start timing when the current driving speed is less than a third preset speed, wherein the third preset speed is less than the second preset speed, and the second preset speed is the driving speed corresponding to the high-speed working condition; the fourth determination module is used to determine that the current working condition is the non-high-speed working condition when the second timing time is greater than or equal to the second time threshold, wherein the second timing time represents the duration of the current driving speed being less than the third preset speed. The device continuously performs the judgment of the high-speed working condition and the non-high-speed working condition through the above steps, so that the judgment error caused by the speed fluctuation of the vehicle can be corrected.

[0095] Specifically, the current driving speed V<V2 (third preset speed), and timing also starts. V2<V1. When the second timing time reaches the second time threshold t2, it indicates that the vehicle has been running at a lower speed for a period of time, and is determined to be a non-high-speed operating condition.

[0096] In the specific implementation process, after determining that the current working condition is the non-high-speed working condition, the determination unit further includes an acquisition module and a fifth determination module, the acquisition module is used to continue to acquire the current driving speed when the current driving speed is less than the third preset speed and the second timing time is less than the second time threshold; the fifth determination module is used to determine that the current working condition is the high-speed working condition when the current driving speed is greater than or equal to the second preset speed and the first timing time is greater than or equal to the first time threshold, wherein the first timing time represents the duration of the current driving speed being greater than or equal to the second preset speed. Through the above steps, the device further detects the current driving speed under the non-high-speed working condition and determines whether it enters the high-speed working condition, so that the state of the vehicle can be continuously determined.

[0097] Specifically, when the current driving speed V<V2 (third preset speed) and the second timing time does not reach the second time threshold t2, it is continuously determined whether V is greater than or equal to V1 (second preset speed), and whether the time greater than or equal to the second preset speed is greater than or equal to the first time threshold. If so, it is determined to be a high-speed operating condition. In other words, the vehicle speed may fluctuate during driving. After the vehicle speed fluctuates and is less than the second preset speed, it is not immediately determined to be a non-high-speed operating condition, nor is it immediately exited, but it continues to determine whether the vehicle speed returns to normal, and further determines whether it is a high-speed operating condition.

[0098] In some optional embodiments, the device further comprises a second prohibition unit, which is used to prohibit the motor from performing energy recovery in the non-high-speed working condition, so as to avoid failure to perform energy recovery to the maximum extent.

[0099] In the specific implementation process, non-high-speed conditions generally allow coasting energy recovery after meeting certain conditions, which will not be explained in detail here. In addition, motor recovery during coasting on high-speed flat ground conditions (slope is 0) will lead to a reduction in the vehicle's kinetic energy and coasting distance. When the recovered electrical energy is converted into kinetic energy drive, there is a loss in conversion efficiency, which is not economical and therefore not recovered.

[0100] In some other optional embodiments, the acquisition unit includes an acquisition module for acquiring the current slope in response to a high-speed mode instruction, wherein the high-speed mode instruction is an instruction instructing the vehicle to determine whether to perform energy recovery according to the current slope and the current driving speed. The device performs the next step of judgment according to the instruction through the above steps, which can increase the flexibility of judgment.

[0101] Specifically, a high-speed mode button is added to the instrument panel of the vehicle, which generates a high-speed mode command when manually triggered by the driver. In response to the command, the current slope is obtained and further judgment is made. This can also achieve some effects. However, the disadvantage is that the entire vehicle is greatly modified and there is a risk of accidental touch and lag, resulting in poor results.

[0102] The energy recovery control device of the vehicle includes a processor and a memory, and the above-mentioned determination unit, control unit, acquisition unit and first prohibition unit are all stored in the memory as program units, and the processor executes the above-mentioned program units stored in the memory to realize corresponding functions. The above-mentioned modules are all located in the same processor; or, the above-mentioned modules are respectively located in different processors in the form of any combination.

[0103] The processor includes a kernel, which calls the corresponding program unit from the memory. One or more kernels can be set, and the problem of the vehicle not being able to achieve maximum energy recovery when driving at high speed can be solved by adjusting the kernel parameters.

[0104] The memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0105] An embodiment of the present invention provides a computer-readable storage medium, which includes a stored program, wherein when the program is executed, the device where the computer-readable storage medium is located is controlled to execute the energy recovery control method for the vehicle.

[0106] Specifically, the vehicle energy recovery control method includes:

[0107] Step S201, obtaining the current driving speed of the vehicle, and determining the current operating condition of the vehicle according to the current driving speed, wherein the current operating condition includes a high-speed operating condition and a non-high-speed operating condition, and the vehicle includes at least a motor and a generator;

[0108] Specifically, the above-mentioned vehicle is a hybrid vehicle, which at least includes an engine and a motor, etc. When the vehicle is going downhill, the kinetic energy of the vehicle during the gliding process can be converted, which can not only achieve energy recovery, but also brake the vehicle to avoid the danger of gliding too fast. However, it is necessary to accurately determine under what circumstances to brake in order to achieve maximum energy recovery. Therefore, when it is detected that the vehicle is going downhill, the working condition of the vehicle is determined according to the current driving speed, so as to further determine whether to perform energy recovery according to the working condition. High-speed working conditions and non-high-speed working conditions are divided at least by the size of the current driving speed.

[0109] Step S202, when the current operating condition is the high-speed operating condition and the current driving speed is greater than or equal to a first preset speed, allowing the motor to perform energy recovery;

[0110] Specifically, when it is determined to be a high-speed operating condition, it is first determined whether the current driving speed is greater than a first preset speed. The first preset speed is greater than the critical speed value of the high-speed operating condition. If the current driving speed is greater than or equal to the first preset speed, it indicates that the current vehicle's downhill speed is too fast, and the motor is allowed to recover energy. While recovering energy, the vehicle can be driven to brake, ensuring driving safety.

[0111] Step S203, when the current working condition is the high-speed working condition and the current driving speed is less than the first preset speed, obtaining a current slope, wherein the current slope represents a slope of a current road on which the vehicle is located;

[0112] Specifically, in the above step S202, the current operating condition is the high-speed operating condition and the current driving speed is less than the first preset speed, indicating that although the vehicle is currently in a high-speed operating condition, the speed of the vehicle has not reached the critical speed for energy recovery. The current slope is further obtained, and it is determined whether to perform energy recovery based on the current slope.

[0113] Step S204, when the current slope is greater than or equal to the preset slope, the motor is allowed to perform energy recovery, and when the current slope is less than the preset slope, the motor is prohibited from performing energy recovery.

[0114] Specifically, if the current slope is greater than or equal to the preset slope, it indicates that the current road slope of the vehicle is large, the kinetic energy of sliding is large, and the motor is also allowed to recover energy. The vehicle can be braked while recovering energy to avoid the danger of the vehicle sliding too fast on a large slope. If the current slope is less than the preset slope, that is, although the vehicle is in a high-speed working condition, the current driving speed has not reached the critical speed of energy recovery, and the current slope has not reached the critical slope of energy recovery. At this time, the effect of energy recovery is poor, so energy recovery is not performed.

[0115] An embodiment of the present invention provides a vehicle, including a processor, a memory, and a program stored in the memory and executable on the processor, wherein when the processor executes the program, at least the following steps are implemented:

[0116] Step S201, obtaining the current driving speed of the vehicle, and determining the current operating condition of the vehicle according to the current driving speed, wherein the current operating condition includes a high-speed operating condition and a non-high-speed operating condition, and the vehicle includes at least a motor and a generator;

[0117] Specifically, the above-mentioned vehicle is a hybrid vehicle, which at least includes an engine and a motor, etc. When the vehicle is going downhill, the kinetic energy of the vehicle during the gliding process can be converted, which can not only achieve energy recovery, but also brake the vehicle to avoid the danger of gliding too fast. However, it is necessary to accurately determine under what circumstances to brake in order to achieve maximum energy recovery. Therefore, when it is detected that the vehicle is going downhill, the working condition of the vehicle is determined according to the current driving speed, so as to further determine whether to perform energy recovery according to the working condition. High-speed working conditions and non-high-speed working conditions are divided at least by the size of the current driving speed.

[0118] Step S202, when the current operating condition is the high-speed operating condition and the current driving speed is greater than or equal to a first preset speed, allowing the motor to perform energy recovery;

[0119] Specifically, when it is determined to be a high-speed operating condition, it is first determined whether the current driving speed is greater than a first preset speed. The first preset speed is greater than the critical speed value of the high-speed operating condition. If the current driving speed is greater than or equal to the first preset speed, it indicates that the current vehicle's downhill speed is too fast, and the motor is allowed to recover energy. While recovering energy, the vehicle can be driven to brake, ensuring driving safety.

[0120] Step S203, when the current working condition is the high-speed working condition and the current driving speed is less than the first preset speed, obtaining a current slope, wherein the current slope represents a slope of a current road on which the vehicle is located;

[0121] Specifically, in the above step S202, the current operating condition is the high-speed operating condition and the current driving speed is less than the first preset speed, indicating that although the vehicle is currently in a high-speed operating condition, the speed of the vehicle has not reached the critical speed for energy recovery. The current slope is further obtained, and it is determined whether to perform energy recovery based on the current slope.

[0122] Step S204, when the current slope is greater than or equal to the preset slope, the motor is allowed to perform energy recovery, and when the current slope is less than the preset slope, the motor is prohibited from performing energy recovery.

[0123] Specifically, if the current slope is greater than or equal to the preset slope, it indicates that the current road slope of the vehicle is large, the kinetic energy of sliding is large, and the motor is also allowed to recover energy. The vehicle can be braked while recovering energy to avoid the danger of the vehicle sliding too fast on a large slope. If the current slope is less than the preset slope, that is, although the vehicle is in a high-speed working condition, the current driving speed has not reached the critical speed of energy recovery, and the current slope has not reached the critical slope of energy recovery. At this time, the effect of energy recovery is poor, so energy recovery is not performed.

[0124] The devices in this article can be servers, PCs, PADs, mobile phones, etc.

[0125] The present application also provides a computer program product, including a computer program, which, when executed by a processor, implements the steps of the method described in each embodiment of the present application:

[0126] Step S201, obtaining the current driving speed of the vehicle, and determining the current operating condition of the vehicle according to the current driving speed, wherein the current operating condition includes a high-speed operating condition and a non-high-speed operating condition, and the vehicle includes at least a motor and a generator;

[0127] Specifically, the above-mentioned vehicle is a hybrid vehicle, which at least includes an engine and a motor, etc. When the vehicle is going downhill, the kinetic energy of the vehicle during the gliding process can be converted, which can not only achieve energy recovery, but also brake the vehicle to avoid the danger of gliding too fast. However, it is necessary to accurately determine under what circumstances to brake in order to achieve maximum energy recovery. Therefore, when it is detected that the vehicle is going downhill, the working condition of the vehicle is determined according to the current driving speed, so as to further determine whether to perform energy recovery according to the working condition. High-speed working conditions and non-high-speed working conditions are divided at least by the size of the current driving speed.

[0128] Step S202, when the current operating condition is the high-speed operating condition and the current driving speed is greater than or equal to a first preset speed, allowing the motor to perform energy recovery;

[0129] Specifically, when it is determined to be a high-speed operating condition, it is first determined whether the current driving speed is greater than a first preset speed. The first preset speed is greater than the critical speed value of the high-speed operating condition. If the current driving speed is greater than or equal to the first preset speed, it indicates that the current vehicle's downhill speed is too fast, and the motor is allowed to recover energy. While recovering energy, the vehicle can be driven to brake, ensuring driving safety.

[0130] Step S203, when the current working condition is the high-speed working condition and the current driving speed is less than the first preset speed, obtaining a current slope, wherein the current slope represents a slope of a current road on which the vehicle is located;

[0131] Specifically, in the above step S202, the current operating condition is the high-speed operating condition and the current driving speed is less than the first preset speed, indicating that although the vehicle is currently in a high-speed operating condition, the speed of the vehicle has not reached the critical speed for energy recovery. The current slope is further obtained, and it is determined whether to perform energy recovery based on the current slope.

[0132] Step S204, when the current slope is greater than or equal to the preset slope, the motor is allowed to perform energy recovery, and when the current slope is less than the preset slope, the motor is prohibited from performing energy recovery.

[0133] Specifically, if the current slope is greater than or equal to the preset slope, it indicates that the current road slope of the vehicle is large, the kinetic energy of sliding is large, and the motor is also allowed to recover energy. The vehicle can be braked while recovering energy to avoid the danger of the vehicle sliding too fast on a large slope. If the current slope is less than the preset slope, that is, although the vehicle is in a high-speed working condition, the current driving speed has not reached the critical speed of energy recovery, and the current slope has not reached the critical slope of energy recovery. At this time, the effect of energy recovery is poor, so energy recovery is not performed.

[0134] Obviously, those skilled in the art should understand that the above modules or steps of the present invention can be implemented by a general computing device, they can be concentrated on a single computing device, or distributed on a network composed of multiple computing devices, they can be implemented by a program code executable by a computing device, so that they can be stored in a storage device and executed by the computing device, and in some cases, the steps shown or described can be executed in a different order than here, or they can be made into individual integrated circuit modules, or multiple modules or steps therein can be made into a single integrated circuit module for implementation. Thus, the present invention is not limited to any specific combination of hardware and software.

[0135] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application may adopt the form of a computer program product implemented in one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that include computer-usable program code.

[0136] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0137] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0138] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0139] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0140] The memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory in the form of read-only memory (ROM) or flash RAM. The memory is an example of a computer-readable medium.

[0141] Computer readable media include permanent and non-permanent, removable and non-removable media that can be implemented by any method or technology to store information. Information can be computer readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device. As defined herein, computer readable media does not include temporary computer readable media (transitory media), such as modulated data signals and carrier waves.

[0142] It should also be noted that the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, commodity or device. In the absence of more restrictions, the elements defined by the sentence "comprises a ..." do not exclude the existence of other identical elements in the process, method, commodity or device including the elements.

[0143] From the above description, it can be seen that the above embodiments of the present application achieve the following technical effects:

[0144] 1) In the energy recovery control method of the vehicle of the present application, the current driving speed of the vehicle is obtained, and the current working condition of the vehicle is determined according to the current driving speed, wherein the current working condition includes a high-speed working condition and a non-high-speed working condition, and the vehicle includes at least a motor and a generator; when the current working condition is a high-speed working condition, the current slope is obtained, and when the current slope is greater than or equal to the preset slope or the current driving speed is greater than or equal to the first preset speed, the motor is allowed to perform energy recovery; when the current slope is less than the preset slope or the current driving speed is less than the first preset speed, the motor is prohibited from performing energy recovery. Compared with the prior art, in which the maximum energy recovery cannot be achieved when the vehicle is driving at high speed, the present application first identifies the working condition of the vehicle, and under the high-speed working condition, further determines whether to perform energy recovery according to the current slope of the road and the current driving speed, so as to recover energy for the vehicle under the high-speed working condition to the maximum extent. Therefore, it can solve the problem in the prior art that the maximum energy recovery cannot be achieved when the vehicle is driving at high speed, and achieve the effect of maximum energy recovery.

[0145] 2) In the energy recovery control device of the vehicle of the present application, the current driving speed of the vehicle is obtained, and the current working condition of the vehicle is determined according to the current driving speed, wherein the current working condition includes a high-speed working condition and a non-high-speed working condition, and the vehicle includes at least a motor and a generator; when the current working condition is a high-speed working condition, the current slope is obtained, and when the current slope is greater than or equal to the preset slope or the current driving speed is greater than or equal to the first preset speed, the motor is allowed to perform energy recovery; when the current slope is less than the preset slope or the current driving speed is less than the first preset speed, the motor is prohibited from performing energy recovery. Compared with the prior art, in which the maximum energy recovery cannot be achieved when the vehicle is driving at high speed, the present application first identifies the working condition of the vehicle, and under the high-speed working condition, further determines whether to perform energy recovery according to the current slope of the road and the current driving speed, so as to recover energy for the vehicle under the high-speed working condition to the maximum extent. Therefore, it can solve the problem in the prior art that the maximum energy recovery cannot be achieved when the vehicle is driving at high speed, and achieve the effect of maximum energy recovery.

[0146] The above description is only the preferred embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A vehicle energy recovery control method, characterized in that: include: Acquire the current driving speed of the vehicle, and determine the current operating condition of the vehicle according to the current driving speed, wherein the current operating condition includes a high-speed operating condition and a non-high-speed operating condition, and the vehicle includes at least a motor and a generator; When the current operating condition is the high-speed operating condition and the current driving speed is greater than or equal to a first preset speed, allowing the motor to perform energy recovery; When the current working condition is the high-speed working condition and the current driving speed is less than the first preset speed, obtaining a current slope, wherein the current slope represents a slope of a current road on which the vehicle is located; When the current slope is greater than or equal to the preset slope, the motor is allowed to recover energy. When the current slope is less than the preset slope, the motor is prohibited from recovering energy.

2. The vehicle energy recovery control method according to claim 1, characterized in that: Determining a current operating condition of the vehicle according to the current driving speed includes: When the current driving speed is greater than or equal to a second preset speed, starting the timing, wherein the second preset speed is less than the first preset speed; When the first timing time is greater than or equal to the first time threshold, the current operating condition is determined to be the high-speed operating condition, wherein the first timing time represents the duration when the current driving speed is greater than or equal to the second preset speed.

3. The vehicle energy recovery control method according to claim 2, characterized in that: The method further comprises: When the current driving speed is less than the second preset speed, determining the current operating condition as the non-high-speed operating condition; When the current driving speed is greater than or equal to the second preset speed and the first timing time is less than the first time threshold, the current operating condition is determined to be the non-high-speed operating condition.

4. The vehicle energy recovery control method according to claim 1, characterized in that: Determining the current operating condition of the vehicle according to the current driving speed also includes: When the current driving speed is less than a third preset speed, start timing, wherein the third preset speed is less than a second preset speed, and the second preset speed is the driving speed corresponding to the high-speed working condition; When the second timing time is greater than or equal to the second time threshold, the current operating condition is determined to be the non-high-speed operating condition, wherein the second timing time represents the duration when the current driving speed is less than the third preset speed.

5. The vehicle energy recovery control method according to claim 4, characterized in that: After determining that the current operating condition is the non-high-speed operating condition, the method further includes: When the current driving speed is less than the third preset speed and the second timing time is less than the second time threshold, continue to obtain the current driving speed; When the current driving speed is greater than or equal to the second preset speed and the first timing time is greater than or equal to the first time threshold, the current operating condition is determined to be the high-speed operating condition, wherein the first timing time represents the duration that the current driving speed is greater than or equal to the second preset speed.

6. The vehicle energy recovery control method according to claim 1, characterized in that: The method further comprises: In the non-high-speed operating condition, energy recovery of the motor is prohibited.

7. The vehicle energy recovery control method according to claim 1, characterized in that: Get the current slope, also includes: In response to a high-speed mode instruction, the current slope is acquired, wherein the high-speed mode instruction is an instruction instructing the vehicle to determine whether to perform energy recovery according to the current slope and the current driving speed.

8. A vehicle energy recovery control device, characterized in that: include: a determination unit, configured to obtain a current driving speed of the vehicle, and determine a current operating condition of the vehicle according to the current driving speed, wherein the current operating condition includes a high-speed operating condition and a non-high-speed operating condition, and the vehicle includes at least a motor and a generator; a control unit, configured to allow the motor to perform energy recovery when the current operating condition is the high-speed operating condition and the current driving speed is greater than or equal to a first preset speed; an acquisition unit, configured to acquire a current slope when the current operating condition is the high-speed operating condition and the current driving speed is less than the first preset speed, wherein the current slope represents a slope of a current road on which the vehicle is located; The first prohibition unit is used to allow the motor to perform energy recovery when the current slope is greater than or equal to the preset slope, and to prohibit the motor from performing energy recovery when the current slope is less than the preset slope.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium includes a stored program, wherein when the program is executed, the device where the computer-readable storage medium is located is controlled to execute the vehicle energy recovery control method according to any one of claims 1 to 7.

10. A vehicle, characterized in that: include: One or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and are configured to be executed by the one or more processors, and the one or more programs include a method for executing the energy recovery control method of the vehicle described in any one of claims 1 to 7.

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