Energy recovery method and device, equipment and storage medium

Abstract

The invention relates to an energy recovery method and device, equipment and a storage medium. The method comprises the steps that under the condition that it is determined that a target vehicle enters an energy recovery stage, vehicle driving information of the target vehicle at the current sampling moment is obtained, according to the vehicle driving information, the current demand torque and the maximum feedback torque of a motor in the target vehicle are determined, and according to the current demand torque, the maximum feedback torque and the vehicle driving information, the motor in the target vehicle is started. And determining a torque adjustment coefficient, and controlling the motor to perform energy recovery according to the torque adjustment coefficient and the current required torque. By adopting the method, the driving safety of the vehicle can be improved.

Description

Technical Field

[0001] The present application relates to the field of energy recovery technology, and in particular to an energy recovery method, device, equipment and storage medium, which can be applied to the field of intelligent vehicle technology. Background Art

[0002] In order to reduce energy loss during the deceleration of electric vehicles, energy recovery methods have emerged. Existing energy recovery methods generally use the wheels of the electric vehicle to drive the drive motor to rotate, so that the drive motor generates current to charge the power battery pack in the electric vehicle to achieve the purpose of energy recovery.

[0003] However, in the prior art, due to battery recovery power limitations and power generation power fluctuations, the recovery torque of the drive motor during the energy recovery process will be affected, causing the driver to experience a feeling of the vehicle rushing forward during driving, reducing the safety of vehicle driving. Summary of the invention

[0004] Based on this, it is necessary to provide an energy recovery method, device, equipment and storage medium that can improve vehicle driving safety in response to the above technical problems.

[0005] In a first aspect, the present application provides an energy recovery method, comprising:

[0006] When it is determined that the target vehicle enters the energy recovery phase, the vehicle driving information of the target vehicle at the current sampling time is obtained;

[0007] Determine the current required torque and maximum feedback torque of the motor in the target vehicle according to the vehicle driving information;

[0008] Determine the torque adjustment coefficient according to the current required torque, the maximum feedback torque and the vehicle driving information;

[0009] According to the torque adjustment coefficient and the current required torque, the motor is controlled to perform energy recovery.

[0010] In one embodiment, the vehicle driving information includes current driving speed, steering wheel angle, accelerator pedal information, motor information and battery driving information.

[0011] In one embodiment, determining the current required torque and the maximum feedback torque of the motor in the target vehicle according to the vehicle driving information includes:

[0012] The current required torque of the motor in the target vehicle is determined based on the current driving speed, accelerator pedal information and steering wheel angle.

[0013] In one embodiment, determining the current required torque of the motor in the target vehicle according to the current driving speed, the accelerator pedal information and the steering wheel angle includes:

[0014] According to the current driving speed and the current accelerator pedal opening in the accelerator pedal information, a search is performed in a pre-constructed first corresponding relationship to obtain the target basic torque; wherein the first corresponding relationship is the corresponding relationship between the candidate driving speed, the candidate accelerator pedal opening and the candidate basic torque; according to the accelerator pedal opening change rate and the steering wheel angle in the accelerator pedal information, a correction coefficient is determined; and the correction coefficient is used to adjust the target basic torque to obtain the current required torque of the motor in the target vehicle.

[0015] In one embodiment, the torque adjustment coefficient is determined according to the current required torque, the maximum feedback torque and the vehicle driving information, including:

[0016] The current operating condition type of the target vehicle is determined based on the current required torque and the maximum feedback torque; wherein the current operating condition type is a normal operating condition or an abnormal operating condition, and the abnormal operating condition includes a forward-rushing operating condition; the torque adjustment coefficient is determined based on the current operating condition type, the relationship between the current required torque and the maximum feedback torque, and the consistency between the change direction of the motor power change rate in the motor information and the change direction of the battery drive power change rate in the battery drive information.

[0017] In one embodiment, the torque adjustment coefficient is determined according to the current working condition type, the relationship between the current required torque and the maximum feedback torque, and the consistency between the change direction of the motor power change rate in the motor information and the change direction of the battery drive power change rate in the battery drive information, including:

[0018] A torque adjustment correspondence relationship corresponding to the current operating condition type is obtained; wherein the torque adjustment correspondence relationship is constructed based on vehicle driving data of the sample vehicle at each sampling moment when entering the energy recovery stage; the vehicle driving data includes vehicle driving information and vehicle real torque of the sample vehicle; according to the relationship between the current required torque and the maximum feedback torque, and the consistency between the changing direction of the motor power change rate in the motor information and the changing direction of the battery drive power change rate in the battery drive information, a search is performed in the torque adjustment correspondence relationship to obtain the torque adjustment coefficient.

[0019] In one embodiment, according to the torque adjustment coefficient and the current required torque, controlling the motor to perform energy recovery includes:

[0020] The torque adjustment coefficient is used to adjust the current demand torque to obtain the target feedback torque; the motor is controlled to perform energy recovery based on the target feedback torque.

[0021] In one embodiment, the torque adjustment coefficient is used to adjust the current required torque to obtain the target feedback torque, including:

[0022] The torque adjustment coefficient is adjusted using a sampling period to obtain a torque adjustment parameter; the torque difference between the current demand torque and the previous demand torque is determined; the previous feedback torque and the torque difference are processed using the torque adjustment parameter to obtain a target feedback torque; wherein the previous feedback torque is the feedback torque of the target vehicle at the previous sampling moment adjacent to the current sampling moment; and the previous demand torque is the demand torque of the target vehicle at the previous sampling moment.

[0023] In one embodiment, when there are at least two motors in the target vehicle, controlling the motors to perform energy recovery based on the target feedback torque includes:

[0024] According to the torque adjustment coefficient, a search is performed in a pre-constructed second corresponding relationship to obtain the torque distribution ratio; wherein the second corresponding relationship is a corresponding relationship between the candidate adjustment coefficient and the candidate distribution ratio; the target feedback torque is distributed using the torque distribution ratio to obtain the target feedback torque corresponding to each motor; and each motor is controlled to perform energy recovery based on the corresponding target feedback torque.

[0025] In a second aspect, the present application also provides an energy recovery device, comprising:

[0026] An information acquisition module, used to acquire the vehicle driving information of the target vehicle at the current sampling time when it is determined that the target vehicle enters the energy recovery phase;

[0027] A torque determination module, used to determine the current required torque and maximum feedback torque of the motor in the target vehicle according to the vehicle driving information;

[0028] A coefficient determination module, used to determine a torque adjustment coefficient according to current required torque, maximum feedback torque and vehicle driving information;

[0029] The energy recovery module is used to control the motor to recover energy according to the torque adjustment coefficient and the current required torque.

[0030] In a third aspect, the present application further provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, the following steps are implemented:

[0031] When it is determined that the target vehicle enters the energy recovery phase, the vehicle driving information of the target vehicle at the current sampling time is obtained;

[0032] Determine the current required torque and maximum feedback torque of the motor in the target vehicle according to the vehicle driving information;

[0033] Determine the torque adjustment coefficient according to the current required torque, the maximum feedback torque and the vehicle driving information;

[0034] According to the torque adjustment coefficient and the current required torque, the motor is controlled to perform energy recovery.

[0035] In a fourth aspect, the present application further provides a computer-readable storage medium having a computer program stored thereon, wherein when the computer program is executed by a processor, the following steps are implemented:

[0036] When it is determined that the target vehicle enters the energy recovery phase, the vehicle driving information of the target vehicle at the current sampling time is obtained;

[0037] Determine the current required torque and maximum feedback torque of the motor in the target vehicle according to the vehicle driving information;

[0038] Determine the torque adjustment coefficient according to the current required torque, the maximum feedback torque and the vehicle driving information;

[0039] According to the torque adjustment coefficient and the current required torque, the motor is controlled to perform energy recovery.

[0040] In a fifth aspect, the present application further provides a computer program product, including a computer program, which implements the following steps when executed by a processor:

[0041] When it is determined that the target vehicle enters the energy recovery phase, the vehicle driving information of the target vehicle at the current sampling time is obtained;

[0042] Determine the current required torque and maximum feedback torque of the motor in the target vehicle according to the vehicle driving information;

[0043] Determine the torque adjustment coefficient according to the current required torque, the maximum feedback torque and the vehicle driving information;

[0044] According to the torque adjustment coefficient and the current required torque, the motor is controlled to perform energy recovery.

[0045] The above energy recovery method, device, equipment and storage medium obtain the vehicle driving information of the target vehicle at the current sampling time when determining that the target vehicle enters the energy recovery phase, and determine the current required torque and maximum feedback torque of the motor in the target vehicle based on the vehicle driving information; then, determine the torque adjustment coefficient based on the current required torque, maximum feedback torque and vehicle driving information, and control the motor to recover energy based on the torque adjustment coefficient and the current required torque. The above method introduces a torque adjustment coefficient determined based on the current required torque, maximum feedback torque and vehicle driving information, which can make the adjusted torque more compatible with the actual driving state of the vehicle, while reducing the forward rushing experience of the whole vehicle, thereby improving the safety of vehicle driving while ensuring the reliability of energy recovery. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] In order to more clearly illustrate the technical solutions in the embodiments of the present application or related technologies, the drawings required for use in the embodiments of the present application or related technical descriptions will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0047] Figure 1 A schematic diagram of a process of an energy recovery method in one embodiment;

[0048] Figure 2 A schematic diagram of a process for determining a current required torque in one embodiment;

[0049] Figure 3 A schematic diagram of a process for determining a torque adjustment coefficient in one embodiment;

[0050] Figure 4 A schematic diagram of a flow chart for determining a torque adjustment coefficient in another embodiment;

[0051] Figure 5 A schematic diagram of a process for determining a target feedback torque in one embodiment;

[0052] Figure 6 A schematic diagram of a process of allocating feedback torque in one embodiment;

[0053] Figure 7 is a schematic flow chart of an energy recovery method in another embodiment;

[0054] Figure 8 is a structural block diagram of an energy recovery device in one embodiment;

[0055] Fig. 9 FIG. 4 is a diagram showing the internal structure of a computer device in one embodiment. DETAILED DESCRIPTION

[0056] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0057] In order to reduce energy loss during the deceleration of electric vehicles, energy recovery methods have emerged. Existing energy recovery methods generally use the wheels of the electric vehicle to drive the drive motor to rotate, so that the drive motor generates current to charge the power battery pack in the electric vehicle to achieve the purpose of energy recovery.

[0058] However, in the prior art, due to battery recovery power limitations and power generation power fluctuations, the recovery torque of the drive motor during the energy recovery process will be affected, causing the driver to experience a feeling of the vehicle rushing forward during driving, reducing the safety of vehicle driving.

[0059] Based on this, in an exemplary embodiment, Figure 1 As shown, an energy recovery method is provided, which is described by taking the application of the method to an energy recovery device deployed in an electric vehicle as an example, and specifically includes the following steps:

[0060] S101, when it is determined that the target vehicle enters the energy recovery phase, the vehicle driving information of the target vehicle at the current sampling time is obtained.

[0061] The target vehicle is a vehicle with energy recovery requirements. In this embodiment, any vehicle in the energy recovery stage can be regarded as a target vehicle with energy recovery requirements. The sampling time is the time when the vehicle driving information is obtained when the sampling period is reached. Furthermore, the current sampling time is the sampling time under the current sampling period.

[0062] The vehicle driving information is used to characterize the relevant information of the target vehicle during the driving process, which may include but is not limited to the relevant information of the vehicle's driving status, such as driving speed and acceleration, and the original configuration information of the vehicle; further, the vehicle driving information may also include driving change data at the current sampling time determined based on the changes in vehicle driving over a period of time before the current sampling time, such as information such as the motor power change rate.

[0063] In one possible implementation, it is possible to determine whether the target vehicle has entered the energy recovery phase based on the change in the target vehicle's driving speed; or, it is possible to determine that the target vehicle has entered the energy recovery phase when the target vehicle's speed is greater than a preset speed threshold and the accelerator pedal opening is less than a preset opening threshold. The preset speed threshold and the preset opening threshold may be determined by the operation and maintenance end based on historical experience or through a large number of experiments, and this is not limited in this application.

[0064] Furthermore, when it is determined that the target vehicle has entered the energy recovery phase, the vehicle driving information of the target vehicle at the current sampling time can be obtained through the information acquisition device in the target vehicle. For example, the current driving speed at the current sampling time can be obtained through the vehicle speed acquisition device in the vehicle, and the motor information at the current sampling time can be obtained through the data acquisition device deployed in the motor.

[0065] S102, determining a current required torque and a maximum feedback torque of a motor in a target vehicle according to vehicle driving information.

[0066] Among them, the current demand torque is the torque required by the motor when performing energy recovery at the current sampling moment; the maximum feedback torque is the maximum torque that can be fed back to the motor at the current sampling moment.

[0067] Optionally, after obtaining the vehicle driving information, the vehicle driving information can be input into a trained first torque determination model, and the first torque determination model outputs the current required torque and maximum feedback torque of the motor in the target vehicle based on the vehicle driving information and model parameters.

[0068] Alternatively, the driving state of the driver in the target vehicle (for example, the steering wheel angle and the accelerator pedal opening) and the current operating condition of the motor can be analyzed based on the vehicle driving information; then, the current required torque of the motor can be determined based on the driver's driving state and the current operating condition of the motor, and the maximum feedback torque of the motor can be determined based on the current operating condition of the motor, the initial configuration information of the motor, and the current usage of the battery in the target vehicle.

[0069] S103, determining a torque adjustment coefficient according to the current required torque, the maximum feedback torque and the vehicle driving information.

[0070] The torque adjustment coefficient is used to represent the value that can adjust the current required torque.

[0071] It is understandable that the driver experiences the vehicle rushing forward because the feedback power of the motor suddenly decreases / changes during the energy recovery process, resulting in a sudden deceleration of the vehicle. Therefore, in order to improve the driver's driving experience and driving safety, the determined current required torque needs to be adjusted. In this application, the current required torque can be adjusted by determining a torque adjustment coefficient.

[0072] Optionally, the current required torque, maximum feedback torque and vehicle driving information can be simultaneously input into a trained first coefficient determination model, and the first coefficient determination model outputs the torque adjustment coefficient at the current sampling moment based on the current required torque, maximum feedback torque, vehicle driving information and model parameters.

[0073] Alternatively, the current driving state of the target vehicle can be determined based on the difference between the current required torque and the maximum feedback torque, and the torque adjustment strategy corresponding to the current driving state can be obtained; then, the vehicle driving information is used as an index to query the correspondence between the candidate driving information contained in the torque adjustment strategy and the candidate torque adjustment coefficients to obtain the torque adjustment coefficient corresponding to the vehicle driving information.

[0074] S104, controlling the motor to perform energy recovery according to the torque adjustment coefficient and the current required torque.

[0075] Optionally, after determining the torque adjustment coefficient, the torque adjustment coefficient can be used to optimize the current required torque, and based on the torque data in the optimization result, the operation of the motor can be adjusted to achieve energy recovery during the deceleration of the target vehicle.

[0076] In the above energy recovery method, when it is determined that the target vehicle has entered the energy recovery phase, the vehicle driving information of the target vehicle at the current sampling time is obtained, and the current required torque and maximum feedback torque of the motor in the target vehicle are determined based on the vehicle driving information; then, the torque adjustment coefficient is determined based on the current required torque, the maximum feedback torque and the vehicle driving information, and the motor is controlled to recover energy based on the torque adjustment coefficient and the current required torque. The above method introduces a torque adjustment coefficient determined based on the current required torque, the maximum feedback torque and the vehicle driving information, which can make the adjusted torque more compatible with the actual driving state of the vehicle, while reducing the forward rushing experience of the whole vehicle, thereby improving the safety of vehicle driving while ensuring the reliability of energy recovery.

[0077] In order to ensure the reliability of torque determination, on the basis of the above embodiments, in this embodiment, the vehicle driving information includes the current driving speed, steering wheel angle, accelerator pedal information, motor information and battery drive information; further, an optional method for torque determination is provided, specifically, determining the current required torque of the motor in the target vehicle based on the current driving speed, accelerator pedal information and steering wheel angle.

[0078] Among them, the current driving speed is the driving speed at the current sampling moment; the accelerator pedal information is data related to the accelerator pedal, and further, the accelerator pedal information at least includes the current accelerator pedal opening and the accelerator pedal opening change rate; the steering wheel angle is the rotation angle of the vehicle steering wheel.

[0079] Optionally, the vehicle driving state of the target vehicle at the current sampling moment can be determined based on the current accelerator pedal opening and accelerator pedal opening change rate in the accelerator pedal information, as well as the steering wheel angle; subsequently, the current required torque of the motor in the target vehicle can be determined by analyzing the vehicle driving state and the current driving speed.

[0080] Exemplarily, the vehicle driving state and current driving speed may be input into a trained second torque determination model, and the second torque determination model outputs the current required torque according to the vehicle driving state, current driving speed and model parameters.

[0081] Alternatively, the vehicle driving state and the current driving speed may be used as indexes to query the pre-constructed correspondence between the vehicle driving state, the vehicle driving speed and the candidate required torques to obtain the current required torque.

[0082] Exemplarily, the maximum regenerative torque of the motor may be determined based on the motor power and the battery driving power.

[0083] The motor information is information related to the motor. Further, the motor information includes at least motor power and motor power change rate. The motor power is the power generated by the motor. The motor power change rate is used to characterize the change of the motor power. For example, it can be dP engine / dt, where P engine is the motor power.

[0084] The battery driving information is information related to the vehicle battery. Further, the battery driving information includes at least the battery driving power and the battery driving power change rate. The battery driving power is the power supplied by the vehicle battery to the outside. The battery driving power change rate is used to characterize the change of the battery driving power. For example, it can be dP Batt / dt, where P Batt The battery driving power.

[0085] Optionally, the motor power and the battery driving power may be simultaneously input into a trained third torque determination model, and the third torque determination model outputs the maximum feedback torque of the motor according to the motor power, the battery driving power and the model parameters.

[0086] Alternatively, the maximum feedback torque of the motor can be calculated based on the battery drive power, the motor power and the preset torque calculation parameter. The torque calculation parameter is a fixed parameter determined based on a large number of experiments. In this application, the torque calculation parameter can be 9550. For example, the maximum feedback torque of the motor can be calculated based on the motor power, the battery drive power, the motor efficiency and the motor speed with reference to the following formula (1).

[0087] (1)

[0088] in, is the maximum feedback torque; P Batt is the battery driving power; P engine is the motor power. Furthermore, when the motor is working to generate electricity, P engine When the value is negative and not working, P engine The value is 0; is the motor efficiency; n is the motor speed; P r is the high-voltage load power of the air conditioner and other equipment in the target vehicle, and the value is negative. It can be understood that the high-voltage load power of the air conditioner and other equipment has little impact on the vehicle, so P in formula (1) can be ignored. r .

[0089] In an embodiment of the present application, the accuracy of torque determination can be ensured by determining the current required torque of the motor in the target vehicle based on the current driving speed, accelerator pedal information and steering wheel angle, and determining the maximum feedback torque of the motor based on the motor power and battery drive power.

[0090] In order to further ensure the accuracy of torque determination, based on the above embodiment, in this embodiment, an optional method for determining the current required torque is provided, such as Figure 2 As shown, the specific steps include:

[0091] S201, searching in a pre-constructed first corresponding relationship according to the current driving speed and the current accelerator pedal opening in the accelerator pedal information to obtain a target basic torque.

[0092] Among them, the target basic torque is the basic value of the required torque; the first corresponding relationship is the corresponding relationship between the candidate driving speed, the candidate accelerator pedal opening and the candidate basic torque. It can be understood that in this application, the first corresponding relationship can be determined by the operation and maintenance end based on historical experience, or it can be determined through a large number of experiments, and this is not limited in this application.

[0093] Exemplarily, a first correspondence between candidate driving speeds, candidate accelerator pedal openings and candidate basic torques may be pre-constructed based on vehicle driving information of each vehicle during the energy recovery phase and safety torque modification data corresponding to the vehicle driving information.

[0094] Optionally, a first index condition may be generated based on the current driving speed and the current accelerator pedal opening; then, the first index condition is used to search in a pre-constructed first corresponding relationship to obtain the target basic torque.

[0095] S202: Determine a correction coefficient according to the accelerator pedal opening change rate and the steering wheel angle in the accelerator pedal information.

[0096] The correction coefficient is used to represent a value that can adjust the target basic torque.

[0097] Optionally, the accelerator pedal opening rate and the steering wheel angle may be input into a trained correction coefficient determination model, and the correction coefficient may be outputted based on the accelerator pedal opening rate, the steering wheel angle and the model parameters.

[0098] Alternatively, the first correction coefficient may be determined according to the rate of change of the accelerator pedal opening, and the second correction coefficient may be determined according to the steering wheel angle; and then, the product of the first correction coefficient and the second correction coefficient may be used as the correction coefficient.

[0099] For example, the accelerator pedal opening change rate can be used as an index to search in the first correction coefficient table to obtain the first correction coefficient. The first correction coefficient table refers to the following Table 1.

[0100] Table 1 The first correction coefficient table

[0101]

[0102] Furthermore, the steering wheel angle can be used as an index to search in the second correction coefficient table to obtain the second correction coefficient. The second correction coefficient table refers to the following Table 2.

[0103] Table 2 Second correction coefficient table

[0104]

[0105] For example, the accelerator pedal opening rate of vehicle A at the current sampling moment is 10° / s, and the steering wheel angle is 45°. At this time, the first correction coefficient of vehicle A is 1.1, and the second correction coefficient is 0.85.

[0106] S203, using a correction coefficient to adjust the target basic torque to obtain a current required torque of the motor in the target vehicle.

[0107] Optionally, the target basic torque may be optimized by using a correction coefficient to obtain the current required torque of the motor in the target vehicle. Exemplarily, the product of the correction coefficient and the target basic torque may be used as the current required torque of the motor in the target vehicle.

[0108] For example, we can refer to the formula T initial =k 1 k 2 T base Calculate the current required torque. Where, k 1 is the first correction coefficient; k 2 is the second correction coefficient; T base is the target base torque; T initial is the current required torque.

[0109] In the embodiment of the present application, a correction coefficient determined according to the accelerator pedal opening rate and the steering wheel angle is introduced. The target basic torque is adjusted by using the correction coefficient to obtain the current required torque, thereby ensuring the accuracy of the current required torque.

[0110] In order to ensure the accuracy of the torque adjustment coefficient, based on the above embodiment, in this embodiment, an optional method for determining the torque adjustment coefficient is provided, such as Figure 3 As shown, the specific steps include:

[0111] S301, determining the current operating condition type of the target vehicle according to the current required torque and the maximum feedback torque.

[0112] Among them, the current operating condition type is the operating condition type of the target vehicle at the current sampling moment. Further, the current operating condition type is a normal operating condition or an abnormal operating condition, and the abnormal operating condition includes a forward-rushing operating condition.

[0113] It is understandable that in order to reduce the driver's forward rushing feeling during driving, the operating condition type of the target vehicle during the current driving process can be first identified, and the corresponding torque adjustment coefficient can be determined according to the operating condition type.

[0114] Optionally, the current operating condition type of the target vehicle can be determined based on the difference between the current demand torque and the maximum feedback torque, and the torque change of the maximum feedback torque. For example, if the difference between the current demand torque and the maximum feedback torque is less than a preset threshold, and the absolute value of the torque change rate of the maximum feedback torque is greater than 100Nm / s, the current operating condition type of the target vehicle is determined to be a forward-rushing condition.

[0115] S302, determining a torque adjustment coefficient according to the current operating condition type, the relationship between the current required torque and the maximum feedback torque, and the consistency between the change direction of the motor power change rate in the motor information and the change direction of the battery drive power change rate in the battery drive information.

[0116] It is understandable that, in practical applications, the magnitude relationship between the current demand torque of the vehicle and the maximum feedback torque, as well as the consistency between the change direction of the motor power change rate and the change direction of the battery drive power change rate, can reflect the adjustment degree of the current demand torque to a certain extent. Therefore, in this embodiment, the torque adjustment coefficient can be determined based on the consistency between the magnitude relationship and the change direction. In addition, the current demand torque involved in the above content is the demand torque of the vehicle at each sampling moment, not the same torque.

[0117] Optionally, according to the current operating condition type, the second coefficient determination model under the current operating condition type is determined from the trained second coefficient determination models; then, the magnitude relationship between the current required torque and the maximum feedback torque is converted into a first character string, and the consistency between the changing direction of the motor power change rate and the changing direction of the battery drive power change rate is converted into a second character string.

[0118] Furthermore, the first character string and the second character string may be simultaneously input into a second coefficient determination model under the current operating condition type, and the second coefficient determination model outputs a torque adjustment coefficient according to the first character string, the second character string and model parameters.

[0119] Alternatively, the current operating condition type can be used as the first search condition, the magnitude relationship between the current required torque and the maximum feedback torque can be used as the second search condition, and the consistency between the change direction of the motor power change rate and the change direction of the battery drive power change rate can be used as the third search condition.

[0120] Subsequently, the first search condition, the second search condition and the third search condition are used to query the pre-constructed torque adjustment coefficient table to obtain the torque adjustment coefficient. The torque adjustment coefficient table is used to store the correspondence between information in three different dimensions and different torque adjustment coefficients. The three different dimensions include: 1) the magnitude relationship between the current required torque and the maximum feedback torque; 2) the consistency between the change direction of the motor power change rate and the change direction of the battery drive power change rate; 3) the current working condition type.

[0121] In an embodiment of the present application, the torque adjustment coefficient is determined based on the current operating condition type, the relationship between the current required torque and the maximum feedback torque, and the consistency between the change direction of the motor power change rate and the change direction of the battery drive power change rate, so as to ensure the accuracy of the torque adjustment coefficient.

[0122] In order to further improve the accuracy of the torque adjustment coefficient, based on the above embodiment, in this embodiment, another optional method for determining the torque adjustment coefficient is provided, such as Figure 4 As shown, the specific steps include:

[0123] S401, obtaining a torque adjustment correspondence relationship corresponding to the current working condition type.

[0124] The torque adjustment correspondence is constructed based on the vehicle driving data of the sample vehicle at each sampling time when the sample vehicle enters the energy recovery phase; the vehicle driving data includes the vehicle driving information and the vehicle real torque of the sample vehicle. In this embodiment, the torque adjustment correspondence can be embodied in the form of a table.

[0125] Optionally, for each operating condition type, the vehicle driving information of the sample vehicle at each sampling moment when it enters the energy recovery phase and is in this operating condition type can be used to determine the vehicle state at each sampling moment and the sample required torque; then, based on the difference between each sample required torque and the corresponding vehicle actual torque, a torque adjustment correspondence between each vehicle state and the torque adjustment coefficient under this operating condition type is constructed.

[0126] For example, in order to refine the vehicle state under each operating condition type, the vehicle state can be characterized by the relationship between the current required torque and the maximum feedback torque, and the consistency between the changing direction of the motor power change rate and the changing direction of the battery drive power change rate.

[0127] Optionally, after determining the current operating condition type, the type identifier of the current operating condition type may be used as an index to obtain the torque adjustment correspondence corresponding to the current operating condition type from the torque adjustment correspondences corresponding to each operating condition type.

[0128] S402, based on the magnitude relationship between the current required torque and the maximum feedback torque, and the consistency between the change direction of the motor power change rate in the motor information and the change direction of the battery drive power change rate in the battery drive information, search in the torque adjustment correspondence to obtain the torque adjustment coefficient.

[0129] Optionally, the magnitude relationship between the current demand torque and the maximum feedback torque, and the consistency between the changing direction of the motor power change rate and the changing direction of the battery drive power change rate can be used as search conditions at the same time to query in the torque adjustment correspondence to obtain the torque adjustment coefficient.

[0130] It can be understood that since the positive and negative signs of the motor power change rate / battery drive power change rate can reflect the changing direction of the motor power change rate / battery drive power change rate to a certain extent, the consistency of the signs between the motor power change rate and the battery drive power change rate can be used to characterize the consistency between the changing direction of the motor power change rate and the changing direction of the battery drive power change rate.

[0131] For example, when the target vehicle is in a normal working condition, the torque adjustment correspondence can be expressed in the form of a torque adjustment coefficient table. The torque adjustment coefficient table for normal working conditions is shown in Table 3 below. 1 is the motor power change rate; S 2 is the battery drive power change rate.

[0132] Table 3 Torque adjustment coefficient table under normal working conditions

[0133]

[0134] It is understandable that in actual applications, the required torque of the vehicle motor should always be less than the maximum regenerative torque. However, in the embodiment of the present application, since the current required torque is obtained by querying a coefficient table, and the coefficient table is constructed based on different types of vehicles, there may be a situation where the current required torque obtained based on theoretical calculation is greater than the maximum regenerative torque of the actual vehicle, that is, “T initial >T initial(max) " This column corresponds to the situation.

[0135] It is understandable that when the vehicle is in normal working condition, if S 1 With S 2 The signs are the same, then the absolute value of the battery drive power change rate is likely to be greater than the absolute value of the motor power change rate. Therefore, the search term "S 1 With S 2 The same symbol", refined into "S 1 With S2 The signs are the same, and the absolute value of the battery drive power change rate is greater than the absolute value of the motor power change rate.

[0136] Correspondingly, when the vehicle is in normal working condition, if S 1 With S 2 If the signs are opposite, the difference between the absolute value of the battery driving power and the absolute value of the motor power is likely to be greater than the preset difference threshold Δ. Therefore, the search item "S 1 With S 2 Opposite sign", refined to "S 1 With S 2 The signs are opposite, and the difference between the absolute value of the battery driving power and the absolute value of the motor power is greater than the preset difference threshold Δ". The preset difference threshold can be determined by the operation and maintenance end based on historical experience, or can be determined through a large number of experiments, which is not limited in the present application.

[0137] When the target vehicle is in the forward rushing condition, the torque adjustment correspondence can be embodied in the form of a torque adjustment coefficient table. The torque adjustment coefficient table for the forward rushing condition is shown in Table 4 below. 1 is the motor power change rate; S 2 is the battery drive power change rate.

[0138] Table 4 Torque adjustment coefficient table for forward working condition

[0139]

[0140] It is understandable that when the vehicle is in the forward rushing condition, if S 1 With S 2 The signs are the same, then the absolute value of the battery drive power change rate is likely to be smaller than the absolute value of the motor power change rate. Therefore, the search term "S 1 With S 2 The same symbol", refined into "S 1 With S 2 The signs are the same, and the absolute value of the battery drive power change rate is smaller than the absolute value of the motor power change rate.

[0141] Correspondingly, when the vehicle is in the forward rushing condition, if S 1 With S 2 If the signs are opposite, the difference between the absolute value of the battery driving power and the absolute value of the motor power is likely to be less than the preset difference threshold Δ. Therefore, the search item "S 1 With S 2 Opposite sign", refined to "S 1 With S 2The signs are opposite, and the difference between the absolute value of the battery drive power and the absolute value of the motor power is less than Δ".

[0142] In addition, when the vehicle is in the forward rushing condition, the last sampling time S may appear 1 With S 2 The sign is the same, but at the current sampling time S 1 With S 2 Therefore, for this special case, a new column "Last sampling time S 1 With S 2 The signs are the same, and at the current sampling time S 1 With S 2 The corresponding relationship associated with "opposite signs".

[0143] For example, vehicle B is in a forward-rushing condition at the current sampling moment, and the current required torque of vehicle B at the current sampling moment is greater than the maximum feedback torque, and the motor power change rate and the battery drive power change rate have opposite signs. At this time, the torque adjustment coefficient of vehicle B is 0.12.

[0144] In an embodiment of the present application, a torque adjustment correspondence relationship under each operating condition type is introduced. By searching in the torque adjustment correspondence relationship under the current operating condition type based on the size relationship and the consistency of the direction of change of the power change rate, the torque adjustment coefficient is obtained, thereby ensuring the accuracy of the torque adjustment coefficient.

[0145] In order to ensure the reliability of the energy recovery process, based on the above embodiments, in this embodiment, an optional method of energy recovery is provided, specifically, a torque adjustment coefficient is used to adjust the current required torque to obtain a target feedback torque; and the motor is controlled to recover energy based on the target feedback torque.

[0146] The target feedback torque is the torque ultimately sent to the motor in the target vehicle.

[0147] Optionally, a torque adjustment coefficient may be used to directly optimize the current demand torque to obtain a target feedback torque; or, a torque adjustment coefficient may be used to weight the feedback torque of the target vehicle at the previous sampling moment adjacent to the current sampling moment and the current demand torque, and the weighted processing result is used as the target feedback torque.

[0148] Furthermore, an energy recovery request including a target feedback torque can be generated and sent to the motor; subsequently, after receiving the energy recovery request, the motor can adjust the operation of the motor based on the target feedback torque in the energy recovery request, thereby achieving energy recovery during the deceleration of the target vehicle.

[0149] In the embodiment of the present application, the current required torque is adjusted by using a torque adjustment coefficient to obtain a target feedback torque, and the motor is controlled to recover energy based on the target feedback torque, thereby ensuring the reliability of the energy recovery process.

[0150] In order to ensure the rationality of the target feedback torque distribution, based on the above embodiment, in this embodiment, an optional method for determining the target feedback torque is provided, such as Figure 5 As shown, the specific steps include:

[0151] S501, adjusting the torque adjustment coefficient using a sampling period to obtain a torque adjustment parameter.

[0152] The torque adjustment parameter is a parameter used to characterize the parameter determined based on the torque adjustment coefficient and capable of adjusting the current required torque.

[0153] Optionally, the sampling period may be used to optimize the torque adjustment coefficient to obtain the torque adjustment parameter. For example, the torque adjustment parameter may be obtained by dividing the sampling period by the torque adjustment coefficient according to the following formula (2).

[0154] a=D step_time / F c (2)

[0155] Where a is the torque adjustment parameter; D step_time is the sampling period; F c is the torque adjustment factor.

[0156] S502: Determine a torque difference between a current required torque and a previous required torque.

[0157] The previous required torque is the required torque of the target vehicle at the previous sampling moment adjacent to the current sampling moment; the torque difference is the difference between the current required torque and the previous required torque.

[0158] Optionally, the last required torque of the target vehicle at the last sampling moment may be obtained from the historical torque determination record of the target vehicle; then, the difference between the current required torque and the last required torque may be used as the torque difference.

[0159] S503, using the torque adjustment parameter, processing the previous feedback torque and the torque difference to obtain a target feedback torque.

[0160] The previous feedback torque is the feedback torque of the target vehicle at the previous sampling moment adjacent to the current sampling moment.

[0161] Optionally, the torque adjustment parameter may be used to optimize the previous feedback torque and the torque difference respectively; then, the sum of the previous feedback torque after optimization and the torque difference after optimization is taken as the target feedback torque.

[0162] Exemplarily, a first weighted parameter for the previous feedback torque and a second weighted parameter for the torque difference can be determined based on the torque adjustment parameter; then, the first weighted parameter and the second weighted parameter are used to weight the previous feedback torque and the torque difference, respectively, to obtain the target feedback torque.

[0163] For example, referring to the following formula (3), the previous feedback torque and the torque difference can be weighted based on the torque adjustment parameter a to obtain the target feedback torque.

[0164] T f(n) =a(T initial(n) -T initial(n-1) )+(a-1)T f(n-1) (3)

[0165] Among them, T f(n) is the target feedback torque at the current sampling time n; T f(n-1) is the last feedback torque at the last sampling time n-1; T initial(n) is the current required torque at the current sampling time n; T initial(n-1) is the last required torque at the last sampling time n-1. Furthermore, T initial(n) -T initial(n-1) is the torque difference.

[0166] In the embodiment of the present application, the previous feedback torque and the torque difference are processed by using a torque adjustment parameter to obtain a target feedback torque, thereby ensuring the accuracy of the target feedback torque.

[0167] In order to ensure the reliability of the feedback torque distribution, based on the above embodiment, in this embodiment, when there are at least two motors in the target vehicle, an optional way of feedback torque distribution is provided, such as Figure 6 As shown, the specific steps include:

[0168] S601: Search in a pre-constructed second corresponding relationship according to the torque adjustment coefficient to obtain a torque distribution ratio.

[0169] Among them, the second corresponding relationship is the corresponding relationship between the candidate adjustment coefficient and the candidate allocation ratio. It can be understood that in the present application, the second corresponding relationship can be determined by the operation and maintenance end based on historical experience, or it can be determined after a large number of experiments. There is no limitation on this in the present application. Further, in the present embodiment, the second corresponding relationship can be embodied in the form of a torque allocation ratio table. The torque allocation ratio is the allocation ratio of each motor to the target feedback torque.

[0170] It is understandable that when there are at least two motors in the target vehicle, when the torque adjustment coefficient increases, the gradient of the motor torque change slows down, which can reduce the gradient of the deceleration change and prevent the vehicle from rushing forward. However, when the torque adjustment coefficient is too large, the motor's response to the torque becomes slower. At this time, it is necessary to modify the torque distribution strategy of the motors on the front and rear axles so that the torque distribution ratio is maintained as evenly as possible to increase the response speed.

[0171] Optionally, the torque adjustment coefficient can be used as an index to query in the pre-constructed second corresponding relationship to obtain the torque distribution ratio. Exemplarily, the torque adjustment coefficient can be used as an index to query in the torque distribution ratio table corresponding to the second corresponding relationship to obtain the torque distribution ratio. The torque distribution ratio table refers to the following Table 5.

[0172] Table 5 Torque distribution ratio

[0173]

[0174] S602, distributing the target feedback torque using the torque distribution ratio to obtain the target feedback torque corresponding to each motor.

[0175] Optionally, after the torque distribution ratio is determined, the target feedback torque may be distributed based on the proportion of the motor at each position in the torque distribution ratio, thereby obtaining the target feedback torque corresponding to each motor.

[0176] For example, the front axle motor of vehicle C is a three-phase asynchronous motor, the rear axle motor is a permanent magnet synchronous motor, and the torque adjustment coefficient of vehicle C is 0.04, then the torque distribution ratio is 1:9, that is, the three-phase asynchronous motor distributes 10% of the target feedback torque; the permanent magnet synchronous motor distributes 90% of the target feedback torque.

[0177] S603, controlling each motor to perform energy recovery based on the corresponding target feedback torque.

[0178] Optionally, for each motor, an energy recovery request including a target feedback torque can be generated according to the target feedback torque corresponding to the motor, and the energy recovery request can be sent to the motor; subsequently, after receiving the energy recovery request, the motor can adjust the operation of the motor based on the target feedback torque in the energy recovery request, thereby achieving energy recovery during the deceleration of the target vehicle.

[0179] In the embodiment of the present application, the target feedback torque is distributed by adopting a torque distribution ratio to obtain the target feedback torque corresponding to each motor, thereby ensuring the rationality of the target feedback torque distributed to each motor.

[0180] Figure 7 FIG. 2 is a flow chart of an energy recovery method in another embodiment. Based on the above embodiment, this embodiment provides an optional example of an energy recovery method. Figure 8 The specific implementation process is as follows:

[0181] S701, when it is determined that the target vehicle enters the energy recovery phase, the current driving speed, steering wheel angle, accelerator pedal information, motor information and battery driving information of the target vehicle at the current sampling moment are obtained.

[0182] S702: Search in a pre-constructed first corresponding relationship according to the current driving speed and the current accelerator pedal opening in the accelerator pedal information to obtain a target basic torque.

[0183] The first corresponding relationship is a corresponding relationship between the candidate driving speed, the candidate accelerator pedal opening, and the candidate basic torque.

[0184] S703: Determine a correction coefficient according to the accelerator pedal opening change rate and the steering wheel angle in the accelerator pedal information.

[0185] S704: The target basic torque is adjusted using a correction coefficient to obtain a current required torque of a motor in the target vehicle.

[0186] S705 , determining a maximum feedback torque of the motor according to the motor power in the motor information and the battery driving power in the battery driving information.

[0187] S706: Determine the current operating condition type of the target vehicle according to the current required torque and the maximum feedback torque.

[0188] Among them, the current operating condition type is a normal operating condition or an abnormal operating condition, and the abnormal operating condition includes a forward-rushing operating condition.

[0189] S707, obtaining a torque adjustment correspondence relationship corresponding to the current working condition type.

[0190] The torque adjustment correspondence is constructed based on the vehicle driving data of the sample vehicle at each sampling time when the sample vehicle enters the energy recovery phase. The vehicle driving data includes the vehicle driving information and the real torque of the vehicle.

[0191] S708, based on the magnitude relationship between the current required torque and the maximum feedback torque, and the consistency between the change direction of the motor power change rate in the motor information and the change direction of the battery drive power change rate in the battery drive information, search in the torque adjustment correspondence to obtain the torque adjustment coefficient.

[0192] S709, adjusting the torque adjustment coefficient using a sampling period to obtain a torque adjustment parameter.

[0193] S710: Determine a torque difference between a current required torque and a previous required torque.

[0194] S711, using the torque adjustment parameter, processing the previous feedback torque and the torque difference to obtain the target feedback torque.

[0195] The previous feedback torque is the feedback torque of the target vehicle at the previous sampling moment adjacent to the current sampling moment, and the previous demand torque is the demand torque of the target vehicle at the previous sampling moment.

[0196] S712: Search in a pre-constructed second corresponding relationship according to the torque adjustment coefficient to obtain a torque distribution ratio.

[0197] The second corresponding relationship is the corresponding relationship between the candidate adjustment coefficients and the candidate allocation ratios.

[0198] S713: Distribute the target feedback torque using the torque distribution ratio to obtain the target feedback torque corresponding to each motor.

[0199] S714, controlling each motor to perform energy recovery based on the corresponding target feedback torque.

[0200] The specific process of the above S701-S714 can be found in the description of the above method embodiment. The implementation principle and technical effect are similar and will not be repeated here.

[0201] It should be understood that, although the various steps in the flowcharts involved in the above-mentioned embodiments are displayed in sequence according to the indication of the arrows, these steps are not necessarily executed in sequence according to the order indicated by the arrows. Unless there is a clear explanation in this article, the execution of these steps does not have a strict order restriction, and these steps can be executed in other orders. Moreover, at least a part of the steps in the flowcharts involved in the above-mentioned embodiments can include multiple steps or multiple stages, and these steps or stages are not necessarily executed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily to be carried out in sequence, but can be executed in turn or alternately with other steps or at least a part of the steps or stages in other steps.

[0202] Based on the same inventive concept, the embodiment of the present application also provides an energy recovery device for implementing the energy recovery method involved above. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme recorded in the above method, so the specific limitations in one or more energy recovery device embodiments provided below can refer to the limitations on the energy recovery method above, and will not be repeated here.

[0203] In an exemplary embodiment, Figure 8 As shown, an energy recovery device 1 is provided, comprising: an information acquisition module 10, a torque determination module 20, a coefficient determination module 30 and an energy recovery module 40, wherein:

[0204] The information acquisition module 10 is used to acquire the vehicle driving information of the target vehicle at the current sampling time when it is determined that the target vehicle enters the energy recovery phase;

[0205] The torque determination module 20 is used to determine the current required torque and the maximum feedback torque of the motor in the target vehicle according to the vehicle driving information;

[0206] The coefficient determination module 30 is used to determine the torque adjustment coefficient according to the current required torque, the maximum feedback torque and the vehicle driving information;

[0207] The energy recovery module 40 is used to control the motor to perform energy recovery according to the torque adjustment coefficient and the current required torque.

[0208] In an exemplary embodiment, the vehicle driving information includes current driving speed, steering wheel angle, accelerator pedal information, motor information and battery driving information.

[0209] In an exemplary embodiment, the torque determination module 20 includes:

[0210] The first determination unit is used to determine the current required torque of the motor in the target vehicle according to the current driving speed, the accelerator pedal information and the steering wheel angle.

[0211] In an exemplary embodiment, the first determining unit is specifically configured to:

[0212] According to the current driving speed and the current accelerator pedal opening in the accelerator pedal information, a search is performed in a pre-constructed first corresponding relationship to obtain the target basic torque; wherein the first corresponding relationship is the corresponding relationship between the candidate driving speed, the candidate accelerator pedal opening and the candidate basic torque; according to the accelerator pedal opening change rate and the steering wheel angle in the accelerator pedal information, a correction coefficient is determined; and the correction coefficient is used to adjust the target basic torque to obtain the current required torque of the motor in the target vehicle.

[0213] In an exemplary embodiment, the coefficient determination module 30 includes:

[0214] A working condition determination unit, used to determine the current working condition type of the target vehicle according to the current required torque and the maximum feedback torque; wherein the current working condition type is a normal working condition or an abnormal working condition, and the abnormal working condition includes a forward-rushing working condition;

[0215] The coefficient determination unit is used to determine the torque adjustment coefficient according to the current working condition type, the relationship between the current required torque and the maximum feedback torque, and the consistency between the change direction of the motor power change rate in the motor information and the change direction of the battery drive power change rate in the battery drive information.

[0216] In an exemplary embodiment, the coefficient determination unit is specifically configured to:

[0217] A torque adjustment correspondence relationship corresponding to the current operating condition type is obtained; wherein the torque adjustment correspondence relationship is constructed based on vehicle driving data of the sample vehicle at each sampling moment when entering the energy recovery stage; the vehicle driving data includes vehicle driving information and vehicle real torque of the sample vehicle; according to the relationship between the current required torque and the maximum feedback torque, and the consistency between the changing direction of the motor power change rate in the motor information and the changing direction of the battery drive power change rate in the battery drive information, a search is performed in the torque adjustment correspondence relationship to obtain the torque adjustment coefficient.

[0218] In an exemplary embodiment, the energy recovery module 40 includes:

[0219] A torque determination unit, used to adjust the current demand torque using a torque adjustment coefficient to obtain a target feedback torque;

[0220] The energy recovery unit is used to control the motor to recover energy based on the target feedback torque.

[0221] In an exemplary embodiment, the torque determination unit is specifically configured to:

[0222] The torque adjustment coefficient is adjusted using a sampling period to obtain a torque adjustment parameter; the torque difference between the current demand torque and the previous demand torque is determined; the previous feedback torque and the torque difference are processed using the torque adjustment parameter to obtain a target feedback torque; wherein the previous feedback torque is the feedback torque of the target vehicle at the previous sampling moment adjacent to the current sampling moment; and the previous demand torque is the demand torque of the target vehicle at the previous sampling moment.

[0223] In an exemplary embodiment, when there are at least two motors in the target vehicle, the energy recovery unit is specifically configured to:

[0224] According to the torque adjustment coefficient, a search is performed in a pre-constructed second corresponding relationship to obtain the torque distribution ratio; wherein the second corresponding relationship is a corresponding relationship between the candidate adjustment coefficient and the candidate distribution ratio; the target feedback torque is distributed using the torque distribution ratio to obtain the target feedback torque corresponding to each motor; and each motor is controlled to perform energy recovery based on the corresponding target feedback torque.

[0225] Each module in the above energy recovery device can be implemented in whole or in part by software, hardware or a combination thereof. Each module can be embedded in or independent of a processor in a computer device in the form of hardware, or can be stored in a memory in a computer device in the form of software, so that the processor can call and execute operations corresponding to each module.

[0226] In an exemplary embodiment, a computer device is provided. The computer device may be a terminal, and its internal structure diagram may be as shown in FIG. Fig. 9As shown. The computer device includes a processor, a memory, an input / output interface, a communication interface, a display unit and an input device. The processor, the memory and the input / output interface are connected through a system bus, and the communication interface, the display unit and the input device are connected to the system bus through the input / output interface. The processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The input / output interface of the computer device is used to exchange information between the processor and an external device. The communication interface of the computer device is used to communicate with an external terminal in a wired or wireless manner, and the wireless manner can be implemented through WIFI, a mobile cellular network, near field communication (Near Field Communication, NFC) or other technologies. When the computer program is executed by the processor, an energy recovery method is implemented.

[0227] Those skilled in the art will understand that Fig. 9 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0228] In one embodiment, a computer device is further provided, including a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the steps in the above method embodiments when executing the computer program.

[0229] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps in the above-mentioned method embodiments are implemented.

[0230] In one embodiment, a computer program product is provided, including a computer program, which implements the steps in the above method embodiments when executed by a processor.

[0231] It should be noted that the data involved in this application (including but not limited to vehicle driving information data, etc.) are all authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant regulations.

[0232] A person of ordinary skill in the art can understand that all or part of the processes in the above-mentioned embodiment method can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to the memory, database or other medium used in the embodiments provided in the present application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The database involved in each embodiment provided in this application may include at least one of a relational database and a non-relational database. Non-relational databases may include distributed databases based on blockchains, etc., but are not limited to this. The processor involved in each embodiment provided in this application may be a general-purpose processor, a central processing unit, a graphics processor, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, an artificial intelligence (AI) processor, etc., but are not limited to this.

[0233] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0234] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the present application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the attached claims.

Claims

1. An energy recovery method, characterized in that: The method comprises: When it is determined that the target vehicle enters the energy recovery phase, obtaining vehicle driving information of the target vehicle at the current sampling time; Determining a current required torque and a maximum feedback torque of a motor in the target vehicle according to the vehicle driving information; determining a torque adjustment coefficient according to the current required torque, the maximum feedback torque and the vehicle driving information; The motor is controlled to perform energy recovery according to the torque adjustment coefficient and the current required torque.

2. The method according to claim 1, characterized in that The vehicle driving information includes current driving speed, steering wheel angle, accelerator pedal information, motor information and battery driving information.

3. The method according to claim 2, characterized in that The step of determining the current required torque of the motor in the target vehicle according to the vehicle driving information includes: The current required torque of the motor in the target vehicle is determined according to the current driving speed, the accelerator pedal information and the steering wheel angle.

4. The method according to claim 3, characterized in that The step of determining the current required torque of the motor in the target vehicle according to the current driving speed, the accelerator pedal information and the steering wheel angle includes: According to the current driving speed and the current accelerator pedal opening in the accelerator pedal information, searching in a pre-constructed first corresponding relationship to obtain a target basic torque; wherein the first corresponding relationship is a corresponding relationship between candidate driving speeds, candidate accelerator pedal openings, and candidate basic torques; Determining a correction coefficient according to the accelerator pedal opening change rate and the steering wheel angle in the accelerator pedal information; The target basic torque is adjusted by using the correction coefficient to obtain the current required torque of the motor in the target vehicle.

5. The method according to claim 2, characterized in that: The step of determining a torque adjustment coefficient according to the current required torque, the maximum feedback torque and the vehicle driving information includes: Determining the current operating condition type of the target vehicle according to the current required torque and the maximum feedback torque; wherein the current operating condition type is a normal operating condition or an abnormal operating condition, and the abnormal operating condition includes a forward-rushing operating condition; The torque adjustment coefficient is determined according to the current operating condition type, the relationship between the current required torque and the maximum feedback torque, and the consistency between the change direction of the motor power change rate in the motor information and the change direction of the battery drive power change rate in the battery drive information.

6. The method according to claim 5, characterized in that The determining of the torque adjustment coefficient according to the current operating condition type, the magnitude relationship between the current required torque and the maximum feedback torque, and the consistency between the change direction of the motor power change rate in the motor information and the change direction of the battery drive power change rate in the battery drive information includes: Acquire a torque adjustment correspondence relationship corresponding to the current operating condition type; wherein the torque adjustment correspondence relationship is constructed based on vehicle driving data of a sample vehicle at each sampling moment when the sample vehicle enters the energy recovery phase; the vehicle driving data includes vehicle driving information and vehicle real torque of the sample vehicle; According to the magnitude relationship between the current required torque and the maximum feedback torque, and the consistency between the changing direction of the motor power change rate in the motor information and the changing direction of the battery drive power change rate in the battery drive information, a search is performed in the torque adjustment correspondence to obtain the torque adjustment coefficient.

7. The method according to claim 1, characterized in that The step of controlling the motor to perform energy recovery according to the torque adjustment coefficient and the current required torque includes: The torque adjustment coefficient is used to adjust the current required torque to obtain a target feedback torque; The motor is controlled to perform energy recovery based on the target feedback torque.

8. The method according to claim 7, characterized in that The adopting the torque adjustment coefficient to adjust the current demand torque to obtain the target feedback torque includes: adopting a sampling period to adjust the torque adjustment coefficient to obtain a torque adjustment parameter; Determining a torque difference between the current required torque and a previous required torque; The torque adjustment parameter is used to process the previous feedback torque and the torque difference to obtain a target feedback torque; The previous feedback torque is the feedback torque of the target vehicle at the previous sampling moment adjacent to the current sampling moment; the previous required torque is the required torque of the target vehicle at the previous sampling moment.

9. The method according to claim 7, characterized in that: In a case where there are at least two motors in the target vehicle, controlling the motors to perform energy recovery based on the target feedback torque includes: According to the torque adjustment coefficient, searching in a pre-constructed second corresponding relationship to obtain the torque distribution ratio; wherein the second corresponding relationship is a corresponding relationship between the candidate adjustment coefficient and the candidate distribution ratio; The target feedback torque is distributed by adopting the torque distribution ratio to obtain the target feedback torque corresponding to each motor; Each motor is controlled to perform energy recovery based on the corresponding target feedback torque.

10. An energy recovery device, characterized in that: The device comprises: An information acquisition module, used to acquire vehicle driving information of the target vehicle at a current sampling time when it is determined that the target vehicle enters an energy recovery phase; A torque determination module, used to determine the current required torque and the maximum feedback torque of the motor in the target vehicle according to the vehicle driving information; A coefficient determination module, used for determining a torque adjustment coefficient according to the current required torque, the maximum feedback torque and the vehicle driving information; The energy recovery module is used to control the motor to perform energy recovery according to the torque adjustment coefficient and the current required torque.

11. A computer device comprising a memory and a processor, wherein the memory stores a computer program, wherein: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 9 are implemented.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 9 are implemented.

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