Energy recovery method and device, vehicle and storage medium

Abstract

The invention provides an energy recovery method and device, a vehicle and a storage medium, the method is applied to the field of vehicles, and the method comprises the steps that under the condition that it is determined that energy recovery needs to be conducted on the vehicle, current driving parameters influencing energy recovery of the vehicle are obtained; according to the current driving parameters, target voltage for energy recovery of the vehicle is determined; and adjusting the output voltage of a motor of the vehicle to the target voltage so as to charge a high-voltage battery of the vehicle. According to the method, the efficiency of the whole energy recovery system can be improved, energy recovery can be carried out more smoothly, and the driving experience is improved.

Description

Technical Field

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

[0002] As global environmental issues become increasingly severe, emission reduction has become an important task for the development of the automotive industry. As a new type of automotive product, hybrid vehicles can not only reduce fuel consumption, but also reduce emissions. Therefore, hybrid vehicles will be the mainstream of the automotive industry for a long time in the future.

[0003] At present, some hybrid vehicles are equipped with energy recovery function, which can convert the energy (usually kinetic energy) generated during the vehicle's driving into usable energy (such as electrical energy) for reuse or storage. The voltage of energy recovery is usually set within the operating voltage range of the high-voltage system, and a higher voltage usually has a higher energy recovery intensity. However, if energy recovery is still performed at a high energy recovery intensity when the vehicle speed is low or the road surface is slippery, it may result in a poor driving experience and may also affect the safety of the vehicle. Summary of the invention

[0004] The present application provides a method, device, vehicle and storage medium for energy recovery, which can improve the efficiency of the entire energy recovery system, can perform energy recovery more smoothly, and enhance the driving experience.

[0005] In a first aspect, a method for energy recovery is provided, the method comprising: when it is determined that energy recovery of a vehicle is required, obtaining current driving parameters that affect the energy recovery of the vehicle; determining a target voltage for energy recovery of the vehicle based on the current driving parameters; and adjusting the output voltage of the vehicle's motor to the target voltage to charge the vehicle's high-voltage battery.

[0006] The above technical solution, by obtaining the current driving parameters that affect the vehicle's energy recovery and determining the target voltage for the vehicle's energy recovery based on the current driving parameters obtained, can make the energy recovery process more in line with the actual driving conditions, ensuring that each time the energy recovery operation is performed under different driving conditions, the vehicle's kinetic energy can be converted into electrical energy as much as possible, thereby improving the efficiency of the entire energy recovery system. By adjusting the output voltage of the motor to the target voltage, it is helpful to ensure that the recovered energy can be stably charged into the high-voltage battery, and energy recovery can be performed more smoothly, reducing the discomfort caused by sudden deceleration and improving the driving experience. Through reasonable target voltage control, the high current impact of the battery during charging can be reduced, the internal resistance and temperature rise of the battery can be reduced, and the service life of the battery can be extended.

[0007] In combination with the first aspect, in certain implementations of the first aspect, the output voltage of the vehicle's motor is adjusted to the target voltage to charge the vehicle's high-voltage battery, including: when the output voltage of the motor is greater than the target voltage, reducing the output voltage of the motor to the target voltage through a step-down circuit to charge the vehicle's high-voltage battery; when the output voltage of the motor is less than the target voltage, increasing the output voltage of the motor to the target voltage through a step-up circuit to charge the vehicle's high-voltage battery.

[0008] The above technical solution, by setting up a buck circuit and a boost circuit, can achieve that no matter whether the motor output voltage is higher or lower than the target voltage, it can be adjusted to a target voltage value suitable for charging the high-voltage battery, enabling the vehicle to effectively charge the high-voltage battery under various complex working conditions, greatly improving the flexibility of charging. And based on the above buck circuit and boost circuit, the electric energy output by the motor can be more effectively recovered and stored in the high-voltage battery, maximizing the recovery and reuse of energy during the operation of the vehicle, reducing energy waste, improving the energy recovery efficiency of the vehicle, indirectly increasing the vehicle's cruising range, and reducing the vehicle's energy consumption.

[0009] In combination with the first aspect and the above-mentioned implementation manners, in some implementation manners of the first aspect, the buck circuit includes a first horizontal switch tube, a first inductor, a first vertical switch tube and a first capacitor, the buck circuit is connected to the motor, and the buck circuit is connected to the high-voltage battery. The output voltage of the motor is reduced to the target voltage through the buck circuit to charge the high-voltage battery of the vehicle, including: controlling the first horizontal switch tube to be in an on state, and controlling the first vertical switch tube to be in an off state, so that the current generated by the motor flows to the first capacitor through the first horizontal switch tube, increasing the current in the first capacitor; when it is determined that the current in the first capacitor increases to a first current threshold, controlling the first vertical switch tube to be in an on state, so that the current in the motor and the first capacitor flows to the first inductor, reducing the current flowing from the first capacitor to the high-voltage battery until the voltage of the first capacitor is reduced to the target voltage; controlling the first capacitor to output the target voltage to charge the high-voltage battery of the vehicle.

[0010] The above technical solution can accurately reduce the voltage of the first capacitor to the target voltage by controlling the on and off of the first horizontal switch tube and the first vertical switch tube, and charge the high-voltage battery based on the target voltage, which can effectively avoid overcharging and overvoltage of the high-voltage battery, improve the safety of the high-voltage battery during charging, and extend the service life of the high-voltage battery.

[0011] In combination with the first aspect and the above-mentioned implementation manner, in some implementation manners of the first aspect, the boost circuit includes a second horizontal switch tube, a second inductor, a second vertical switch tube and a second capacitor, the boost circuit is connected to the motor, and the boost circuit is connected to the high-voltage battery. The output voltage of the motor is increased to the target voltage through the boost circuit to charge the high-voltage battery of the vehicle, including: controlling the second horizontal switch tube and the second vertical switch tube to be in an on state so that the current generated by the motor flows to the second inductor and increases the current in the second inductor; when it is determined that the current in the second inductor increases to a second current threshold, controlling the second vertical switch tube to be in an off state so that the current in the second inductor and the motor flows to the second capacitor and increases the current in the second capacitor until the voltage of the second capacitor increases to the target voltage; controlling the second capacitor to output the target voltage to charge the high-voltage battery of the vehicle.

[0012] The above technical solution can increase the voltage of the second capacitor to a suitable target voltage by controlling the on and off of the second horizontal switch tube and the second vertical switch tube, thereby providing sufficient charging voltage for the high-voltage battery, ensuring that the high-voltage battery can reach a better power state as much as possible each time it is charged, avoiding the adverse effects caused by undercharging, maintaining the good performance of the high-voltage battery, and extending the service life of the high-voltage battery.

[0013] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, the target voltage for energy recovery of the vehicle is determined according to the current driving parameters, including: based on a preset corresponding relationship, determining the target voltage for energy recovery of the vehicle corresponding to the current driving parameters; wherein the preset corresponding relationship is the corresponding relationship between the driving parameters and the voltage for energy recovery of the vehicle.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, the preset corresponding relationship is generated in the following manner: the vehicle is simulated and tested with different driving parameters, and the voltage value for energy recovery of the vehicle is adjusted until an adaptive voltage value is obtained when the vehicle is driven at each driving parameter; wherein the energy recovery efficiency when the vehicle is energy recovered at the adaptive voltage value is greater than or equal to a preset efficiency threshold; the difference between the adaptive voltage value and the charging voltage of the high-voltage battery is less than or equal to a voltage value of the preset difference; each driving parameter is combined with the adaptive voltage value when the vehicle is driven at each driving parameter to obtain the preset corresponding relationship.

[0015] The above technical solution simulates and tests the vehicle with different driving parameters, and specifically adjusts the voltage value of the vehicle for energy recovery, which can accurately determine the adaptation voltage value under different working conditions. During the actual driving process of the vehicle, the target voltage adapted to the current driving parameters can be determined based on the generated preset correspondence, and the energy recovery operation can be performed based on the target voltage, which can effectively improve the effect of energy recovery and reduce energy waste during vehicle operation. And the difference between the determined adaptation voltage value and the charging voltage of the high-voltage battery is less than or equal to the preset difference, which can ensure that the energy recovered electric energy charges the high-voltage battery at a more appropriate voltage, avoid problems such as overcharging and undercharging of the high-voltage battery caused by voltage mismatch, extend the service life of the battery, and also ensure the safety and stability of the charging process.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, the driving parameters include the vehicle speed and the road adhesion coefficient of the road on which the vehicle is traveling, and the simulation test of the vehicle with different driving parameters is performed, and the voltage value of the vehicle for energy recovery is adjusted until an adaptive voltage value is obtained when the vehicle is traveling at each driving parameter, including: controlling the vehicle to travel at the same speed on roads with different road adhesion coefficients, adjusting the voltage value of the vehicle for energy recovery, until an adaptive voltage value is obtained when the vehicle is traveling at the same speed on a road with each road adhesion coefficient; controlling the vehicle to travel at different speeds on a road with the same road adhesion coefficient, and adjusting the voltage value of the vehicle for energy recovery, until an adaptive voltage value is obtained when the vehicle is traveling at each speed on a road with the same road adhesion coefficient.

[0017] In a second aspect, a device for energy recovery is provided, which includes: an acquisition module, which is used to obtain current driving parameters that affect the energy recovery of the vehicle when it is determined that the vehicle needs to recover energy; a determination module, which is used to determine a target voltage for energy recovery of the vehicle based on the current driving parameters; and an adjustment module, which is used to adjust the output voltage of the vehicle's motor to the target voltage to charge the vehicle's high-voltage battery.

[0018] In combination with the second aspect, in certain implementations of the second aspect, the adjustment module is specifically used to: when the output voltage of the motor is greater than the target voltage, reduce the output voltage of the motor to the target voltage through a step-down circuit to charge the high-voltage battery of the vehicle; when the output voltage of the motor is less than the target voltage, increase the output voltage of the motor to the target voltage through a boost circuit to charge the high-voltage battery of the vehicle.

[0019] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the buck circuit includes a first horizontal switch tube, a first inductor, a first longitudinal switch tube and a first capacitor, the buck circuit is connected to the motor, the buck circuit is connected to the high-voltage battery, and the adjustment module includes a buck unit, which is specifically used to: control the first horizontal switch tube to be in an on state, and control the first longitudinal switch tube to be in an off state, so that the current generated by the motor flows to the first capacitor through the first horizontal switch tube, increasing the current in the first capacitor; when it is determined that the current in the first capacitor increases to a first current threshold, control the first longitudinal switch tube to be in an on state, so that the current in the motor and the first capacitor flows to the first inductor, reducing the current flowing from the first capacitor to the high-voltage battery until the voltage of the first capacitor drops to the target voltage; control the first capacitor to output the target voltage to charge the high-voltage battery of the vehicle.

[0020] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the boost circuit includes a second horizontal switch tube, a second inductor, a second vertical switch tube and a second capacitor, the boost circuit is connected to the motor, the boost circuit is connected to the high-voltage battery, and the adjustment module includes a boost unit, which is specifically used to: control the second horizontal switch tube and the second vertical switch tube to be in an on state so that the current generated by the motor flows to the second inductor, increasing the current in the second inductor; when it is determined that the current in the second inductor increases to a second current threshold, control the second vertical switch tube to be in an off state so that the current in the second inductor and the motor flows to the second capacitor, increasing the current in the second capacitor until the voltage of the second capacitor rises to the target voltage; control the second capacitor to output the target voltage to charge the high-voltage battery of the vehicle.

[0021] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the determination module is specifically used to: determine the target voltage for energy recovery of the vehicle corresponding to the current driving parameters based on a preset corresponding relationship; wherein the preset corresponding relationship is the corresponding relationship between the driving parameters and the voltage for energy recovery of the vehicle.

[0022] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the device also includes a preset correspondence generation module, which is specifically used to: perform simulation tests on the vehicle with different driving parameters, adjust the voltage value of the vehicle for energy recovery, until an adaptive voltage value is obtained when the vehicle is traveling with each driving parameter; wherein the energy recovery efficiency when the vehicle is recovering energy with the adaptive voltage value is greater than or equal to a preset efficiency threshold; the difference between the adaptive voltage value and the charging voltage of the high-voltage battery is less than or equal to the voltage value of the preset difference; and combine each driving parameter with the adaptive voltage value when the vehicle is traveling with each driving parameter to obtain the preset correspondence.

[0023] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the driving parameters include the vehicle speed and the road adhesion coefficient of the road on which the vehicle is traveling, and the preset correspondence generation module includes an adaptive voltage value generation unit, which is specifically used to: control the vehicle to travel on roads with different road adhesion coefficients at the same speed, and adjust the voltage value of the vehicle for energy recovery until the adaptive voltage value is obtained when the vehicle travels at the same speed on the road with each road adhesion coefficient; control the vehicle to travel at different speeds on the road with the same road adhesion coefficient, and adjust the voltage value of the vehicle for energy recovery until the adaptive voltage value is obtained when the vehicle travels at each speed on the road with the same road adhesion coefficient.

[0024] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the energy recovery method in the first aspect and any possible implementation of the first aspect.

[0025] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the energy recovery method in the above-mentioned first aspect and any possible implementation of the first aspect.

[0026] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the energy recovery method in the above-mentioned first aspect and any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 is a schematic flow chart of an energy recovery method provided in an embodiment of the present application;

[0028] Figure 2 It is a working schematic diagram of a voltage reduction circuit provided in an embodiment of the present application;

[0029] Figure 3 is a working schematic diagram of a boost circuit provided in an embodiment of the present application;

[0030] Figure 4 It is a structural schematic diagram of an energy recovery device provided in an embodiment of the present application;

[0031] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0032] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0033] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0034] As global environmental issues become increasingly severe, emission reduction has become an important task for the development of the automotive industry. As a new type of automotive product, hybrid vehicles can not only reduce fuel consumption, but also reduce emissions. Therefore, hybrid vehicles will be the mainstream of the automotive industry for a long time in the future.

[0035] At present, some hybrid vehicles are equipped with energy recovery function, which can convert the energy (usually kinetic energy) generated during the vehicle's driving into usable energy (such as electrical energy) for reuse or storage. The voltage of energy recovery is usually set within the operating voltage range of the high-voltage system, and a higher voltage usually has a higher energy recovery intensity. However, if energy recovery is still performed at a high energy recovery intensity when the vehicle speed is low or the road surface is slippery, it may result in a poor driving experience and may also affect the safety of the vehicle.

[0036] Specifically, when the vehicle speed is low, if the energy recovery is performed at a high energy recovery intensity, the vehicle will have a noticeable braking feeling. For example, before the vehicle is about to stop, slow gliding is a very stable state, but high energy recovery intensity is equivalent to applying a large additional braking force to the vehicle, causing the vehicle to suddenly slow down and feel frustrated, destroying the original comfortable and stable driving experience, resulting in a poor driving experience and riding experience.

[0037] When the road surface is slippery (such as icy and snowy roads, wet and flooded roads, etc.), the vehicle's tire adhesion is reduced, which itself is prone to the risk of slipping and losing control. If the vehicle is operated at a higher energy recovery intensity, it is equivalent to applying braking force to the vehicle, which will further disrupt the vehicle's driving balance and may make the vehicle more prone to side slipping, tail swinging, etc., affecting the safety of the vehicle.

[0038] In order to solve the above technical problems, an embodiment of the present application provides an energy recovery method, the execution subject of the method is a vehicle, specifically a controller in the vehicle.

[0039] Figure 1 It is a schematic flow chart of an energy recovery method provided in an embodiment of the present application.

[0040] For example, Figure 1 As shown, the method 100 includes:

[0041] S101, when it is determined that energy recovery of the vehicle is required, obtaining current driving parameters that affect energy recovery of the vehicle.

[0042] S102, determining a target voltage for energy recovery of the vehicle according to current driving parameters.

[0043] S103, adjusting the output voltage of the motor of the vehicle to a target voltage to charge the high-voltage battery of the vehicle.

[0044] In the embodiment of the present application, by obtaining the current driving parameters that affect the energy recovery of the vehicle, and determining the target voltage for the vehicle to recover energy based on the current driving parameters obtained, the energy recovery process can be made more in line with the actual driving conditions, ensuring that each time the energy recovery operation is performed under different driving conditions, the kinetic energy of the vehicle can be converted into electrical energy as much as possible, thereby improving the efficiency of the entire energy recovery system. By adjusting the output voltage of the motor to the target voltage, it is helpful to ensure that the recovered energy can be stably charged into the high-voltage battery, and energy recovery can be performed more smoothly, reducing the discomfort caused by sudden deceleration and improving the driving experience. Through reasonable target voltage control, the high current impact of the battery during charging can be reduced, the internal resistance and temperature rise of the battery can be reduced, and the service life of the battery can be extended.

[0045] Below Figure 1 The implementation method of each step in the embodiment shown is specifically described:

[0046] As for the above S101, it can be understood that the above energy recovery for the vehicle refers to the vehicle's energy recovery system converting energy that would otherwise be wasted in the vehicle into usable energy to improve the overall energy efficiency of the vehicle.

[0047] Exemplarily, energy recovery may include braking energy recovery, which means that when the vehicle decelerates or brakes, the motor or generator can work in reverse during braking to convert the vehicle's kinetic energy into electrical energy and store it in the battery.

[0048] Furthermore, when the vehicle is in a braking state (for example, the driver brakes to slow down or the vehicle is traveling on a downhill section relying on its own inertia and needs to control its speed), the original kinetic energy of the vehicle can be recovered and utilized through the energy recovery system. That is, when it is determined that the vehicle is in a braking state, it can be determined that the vehicle is to be energy recovered.

[0049] The above-mentioned current driving parameters affecting vehicle energy recovery may include vehicle speed, road condition information (such as road slope, road flatness and road surface adhesion coefficient) and vehicle load.

[0050] Specifically, at different vehicle speeds, the kinetic energy of the vehicle is different, and the energy that can be recovered is also different. For example, when the vehicle is driving at high speed, the kinetic energy of the vehicle is larger, and the energy that can be recovered during the vehicle braking and deceleration process will be more than the energy recovered at low speed.

[0051] When the vehicle is on an uphill section, it needs to consume energy to climb the slope, and usually no energy recovery is performed; when the vehicle is on a downhill section, the vehicle will have a natural acceleration trend relying on the gravitational potential energy, and energy recovery can be performed. The size of the slope determines how much gravitational potential energy is converted into kinetic energy, which in turn affects the amount of recoverable energy. For example, when the vehicle is driving on a downhill section with a large slope, the vehicle can obtain a greater speed and kinetic energy increment, and accordingly more energy can be recovered.

[0052] When a vehicle is driving on a bumpy road, it will generate additional vibration and energy loss, which will also affect the stability of the vehicle's braking and the normal working condition of the various components of the energy recovery system. Therefore, energy recovery is usually performed when the vehicle is driving on a smooth road.

[0053] The vehicle load size reflects the overall weight of the vehicle. Compared with an unloaded vehicle, a fully loaded vehicle has greater kinetic energy due to its greater mass under the same driving speed and braking conditions, and more energy can be recovered through the energy recovery system during braking.

[0054] As mentioned above, the degree of energy recovery of the vehicle is different under different driving conditions, and it is not suitable to use a fixed voltage for energy recovery under different driving conditions. Based on this, the target voltage for energy recovery of the vehicle can be determined according to the current driving parameters.

[0055] As for the above S102, it can be understood that the driving condition of the vehicle can be determined based on the above current driving parameters, and then based on the driving condition of the vehicle, the target voltage for energy recovery of the vehicle under the driving condition can be determined.

[0056] For example, a higher vehicle speed means that the vehicle has greater kinetic energy. When the vehicle recovers energy under high-speed driving conditions, in order to more efficiently convert kinetic energy into electrical energy and charge the high-voltage battery, the voltage of the vehicle during energy recovery can be increased to adapt to the larger amount of energy recovery.

[0057] On the contrary, when a vehicle recovers energy under low-speed driving conditions, the kinetic energy generated is small and the amount of energy recovered is small. The voltage of the vehicle during energy recovery can be set lower to ensure that energy recovery can be achieved and that the entire recovery and charging process is within the reasonable operating range of the battery and motor to prevent excessive voltage from damaging components such as the battery.

[0058] When the vehicle is traveling on a downhill section, if the downhill section has a large slope, the vehicle will accelerate rapidly under the action of gravitational potential energy, and the kinetic energy will increase rapidly, requiring a higher energy recovery voltage to match the larger-scale energy recovery process. When the vehicle is traveling on a flat road or uphill section, the energy recovery amount is usually small or no energy recovery is performed, so the voltage for the vehicle's energy recovery can be set lower.

[0059] Furthermore, in order to more conveniently determine the target voltage for vehicle energy recovery based on the current driving parameters acquired, a correspondence between the driving parameters and the voltage for vehicle energy recovery can be generated in advance, and based on the correspondence, the target voltage corresponding to the current driving parameters can be determined.

[0060] In one possible implementation, the target voltage for energy recovery of the vehicle is determined according to the current driving parameters, including: based on a preset corresponding relationship, determining the target voltage for energy recovery of the vehicle corresponding to the current driving parameters; wherein the preset corresponding relationship is the corresponding relationship between the driving parameters and the voltage for energy recovery of the vehicle.

[0061] It is understandable that the preset corresponding relationship is a pre-established mapping relationship, which can correspond various driving parameters of the vehicle during driving to voltage values ​​suitable for energy recovery of the vehicle. The preset corresponding relationship can be stored in the vehicle.

[0062] In one possible implementation, the preset correspondence is generated in the following manner: a simulation test is performed on the vehicle with different driving parameters, and the voltage value for energy recovery of the vehicle is adjusted until an adaptive voltage value is obtained when the vehicle is driven at each driving parameter; wherein the energy recovery efficiency when the vehicle is driven at the adaptive voltage value is greater than or equal to a preset efficiency threshold; the difference between the adaptive voltage value and the charging voltage of the high-voltage battery is less than or equal to a preset difference voltage value; and each driving parameter is combined with the adaptive voltage value when the vehicle is driven at each driving parameter to obtain the preset correspondence.

[0063] It can be understood that by changing the values ​​of driving parameters in a simulation environment, various scenarios of the vehicle in the actual driving process are simulated, thereby simulating different driving conditions that may occur in the real world as comprehensively as possible.

[0064] Furthermore, the voltage of the vehicle energy recovery is adjusted under each driving parameter, and then the performance of the vehicle energy recovery system under different voltages is observed until a voltage value is found that makes the energy recovery efficiency greater than or equal to a preset efficiency threshold.

[0065] In some embodiments, sensors can be used to measure parameters such as the vehicle's speed and braking force, and the energy generated by the vehicle during braking or other energy recovery processes, namely the input energy, can be calculated in combination with a physical model. The energy successfully stored in the battery, namely the output energy, can also be obtained through a battery management system, and then the ratio of the output energy to the input energy can be calculated. This ratio is the energy recovery efficiency.

[0066] For example, the preset efficiency threshold can be set according to actual needs, and the preset efficiency threshold can represent the minimum limit of the expected energy recovery efficiency. For example, if the energy recovery efficiency is greater than or equal to 60%, it is considered that the energy recovery effect is in line with expectations, and the preset efficiency threshold can be set to 60%.

[0067] Since the purpose of energy recovery for a vehicle is to convert excess kinetic energy into electrical energy and use the electrical energy to charge the vehicle's high-voltage battery, in order to ensure that the converted electrical energy can charge the high-voltage battery, a voltage value that makes the energy recovery efficiency greater than or equal to a preset efficiency threshold and is suitable for charging the high-voltage battery can be selected.

[0068] It is understandable that the above voltage value suitable for charging the high-voltage battery is usually close to the actual voltage value of the high-voltage battery.

[0069] Exemplarily, the charging voltage of the high-voltage battery can be set according to the actual voltage value of the high-voltage battery. For example, if the actual voltage of the high-voltage battery is 400V, the charging voltage of the high-voltage battery can be set to 420V to ensure that the high-voltage battery can be fully charged.

[0070] Furthermore, if the energy recovery efficiency when energy recovery is performed at a certain voltage value is greater than or equal to a preset efficiency threshold, and the difference between the voltage value and the charging voltage of the high-voltage battery is less than or equal to a preset difference, then the voltage value is determined as an adapted voltage value.

[0071] Exemplarily, the preset difference can be set according to actual needs, such as 5 V. If the energy recovery efficiency when energy recovery is performed at a certain voltage value is greater than or equal to the preset efficiency threshold, and the difference between the voltage value and the preset charging voltage is less than or equal to 5 V, the voltage value is determined as the adaptation voltage value.

[0072] Specifically, when performing voltage adjustment tests for each specific set of driving parameters, the energy recovery efficiency is monitored in real time. Once the energy recovery efficiency is detected to be greater than or equal to the preset efficiency threshold, the corresponding energy recovery voltage value at this time is recorded, and the voltage value whose difference with the preset charging voltage is less than or equal to the preset difference is further determined.

[0073] For example, when the vehicle speed is set to 80km / h, the road slope is 5 degrees, and the vehicle load is half-loaded, if it is determined that the vehicle needs to recover energy, the voltage can be continuously adjusted. If it is monitored that the energy recovery efficiency is greater than or equal to the preset efficiency threshold of 60% when the voltage is adjusted to 350V, the voltage value of 350V is recorded as the voltage value that meets the requirements under this set of driving parameters. If the charging voltage of the high-voltage battery is 340V, the preset difference is 10V, and it can be determined that the difference between 350V and the charging voltage of the high-voltage battery 340V is equal to the preset difference of 10V, then 350V can be determined as the adaptation voltage value corresponding to this set of driving parameters.

[0074] Furthermore, after completing the tests under various driving parameter combinations and obtaining the voltage values ​​at which the energy recovery efficiency under various driving parameter combinations is greater than or equal to the preset efficiency threshold, it is possible to determine whether the difference between the recorded voltage value and the charging voltage of the high-voltage battery is less than or equal to the preset difference. If it is determined that the difference between the recorded voltage value and the charging voltage of the high-voltage battery is less than or equal to the preset difference, the recorded voltage value can be determined as the adaptation voltage value corresponding to the set of driving parameters; if it is determined that the difference between the recorded voltage value and the charging voltage of the high-voltage battery is greater than the preset difference, the voltage value can be continuously adjusted until a voltage value is obtained at which the energy recovery efficiency is greater than or equal to the preset efficiency threshold and the difference between the recorded voltage value and the charging voltage of the high-voltage battery is less than or equal to the preset difference.

[0075] After determining the adaptation voltage value corresponding to each set of driving parameters, each set of driving parameters can be matched with the adaptation voltage value recorded under the set of driving parameters to form the above-mentioned preset corresponding relationship.

[0076] It is understandable that the above-mentioned driving parameter combinations for simulation testing can be selected according to actual needs, for example, a combination of vehicle speed and road condition information can be selected, a combination of vehicle speed, road condition information and load can be selected, and a combination of vehicle speed and load can also be selected.

[0077] Exemplarily, the above-mentioned driving parameters may include the vehicle speed and the road adhesion coefficient of the road on which the vehicle is driving.

[0078] It is understandable that, as mentioned above, the vehicle speed is closely related to the kinetic energy of the vehicle. The higher the speed, the greater the kinetic energy of the vehicle. Therefore, the energy recovery at different speeds will be very different, and the vehicle speed can be determined as the driving parameter for simulation testing.

[0079] The road adhesion coefficient reflects the friction between the tire and the road surface. The road adhesion coefficient depends on factors such as the road material, dry and wet conditions, and affects the stability of the vehicle during braking and energy recovery, as well as the actual amount of recoverable energy. Therefore, the road adhesion coefficient can also be determined as a driving parameter for simulation testing.

[0080] In one possible implementation, the vehicle is simulated and tested with different driving parameters, and the voltage value of the vehicle for energy recovery is adjusted until the voltage value of the vehicle when traveling at each driving parameter is obtained, including: controlling the vehicle to travel at the same speed on roads with different road adhesion coefficients, adjusting the voltage value of the vehicle for energy recovery, until an adaptive voltage value is obtained when the vehicle travels at the same speed on a road with each road adhesion coefficient; controlling the vehicle to travel at different speeds on a road with the same road adhesion coefficient, and adjusting the voltage value of the vehicle for energy recovery, until an adaptive voltage value is obtained when the vehicle travels at each speed on a road with the same road adhesion coefficient.

[0081] It is understandable that in a simulation test environment, the vehicle can be set to maintain a fixed speed first, and then simulate the vehicle driving on roads with different road adhesion coefficients. When driving on each road with different adhesion coefficients, the voltage value for energy recovery of the vehicle can be adjusted, and the energy recovery efficiency indicator can be monitored in real time to obtain an adaptation voltage value in which the energy recovery efficiency under each different road adhesion coefficient is greater than or equal to the preset efficiency threshold and the difference between the energy recovery efficiency and the charging voltage of the high-voltage battery is less than or equal to the preset difference when the vehicle speed is the same.

[0082] For example, the vehicle speed is set to 60 km / h, and the road adhesion coefficient is adjusted to simulate the vehicle driving on roads with different road adhesion coefficients. For example, the road adhesion coefficients are set to 0.1, 0.3, 0.5, and 0.7 respectively, and under each road setting with different adhesion coefficients, the voltage value for the vehicle to perform energy recovery is adjusted to monitor the energy recovery efficiency in real time. The adaptive voltage value is obtained when the vehicle speed is the same and the road adhesion coefficients are 0.1, 0.3, 0.5, and 0.7, and the energy recovery efficiency is greater than or equal to the preset efficiency threshold and the difference between the energy recovery efficiency and the charging voltage of the high-voltage battery is less than or equal to the preset difference.

[0083] In some embodiments, the fixed vehicle speed value set above can be changed, and then the road adhesion coefficient can be adjusted to simulate the vehicle driving on roads with different road adhesion coefficients, and the voltage value for the vehicle to recover energy can be adjusted to obtain an adaptive voltage value in which the energy recovery efficiency is greater than or equal to the preset efficiency threshold under each different road adhesion coefficient when the vehicle speed is the same and the difference between the energy recovery efficiency and the charging voltage of the high-voltage battery is less than or equal to the preset difference.

[0084] Similarly, the vehicle can be set to travel at different speeds on a road with a fixed road adhesion coefficient in a simulation test environment. When traveling at each different speed, the voltage value for energy recovery of the vehicle can be adjusted, and the energy recovery efficiency indicator can be monitored in real time to obtain an adaptive voltage value when the energy recovery efficiency is greater than or equal to the preset efficiency threshold and the difference between the energy recovery efficiency and the charging voltage of the high-voltage battery is less than or equal to the preset difference when traveling at each different speed on a road with a fixed road adhesion coefficient.

[0085] For example, the road adhesion coefficient of the road on which the vehicle is traveling is set to 0.3, and the vehicle is adjusted to travel on the road with a road adhesion coefficient of 0.3 at different speeds, for example, the vehicle is set to travel on the road with a road adhesion coefficient of 0.3 at speeds of 30km / h, 60km / h and 90km / h, and at each different speed, the voltage value for energy recovery of the vehicle is adjusted to monitor the energy recovery efficiency in real time. The adaptive voltage value is obtained when the road adhesion coefficient is the same and the speed is 30km / h, 60km / h and 90km / h, and the energy recovery efficiency is greater than or equal to the preset efficiency threshold and the difference between the energy recovery efficiency and the charging voltage of the high-voltage battery is less than or equal to the preset difference.

[0086] In some embodiments, the fixed road adhesion coefficient set above can be changed, and then the vehicle speed can be adjusted to simulate the vehicle traveling at different speeds on a road with a fixed road adhesion coefficient, and the voltage value for the vehicle to recover energy is adjusted to obtain an adaptive voltage value in which the energy recovery efficiency is greater than or equal to a preset efficiency threshold when traveling at each different speed on the road with a fixed road adhesion coefficient and the difference between the energy recovery efficiency and the charging voltage of the high-voltage battery is less than or equal to the preset difference.

[0087] Furthermore, the above-mentioned fixed vehicle speed, different road adhesion coefficients, and the adaptive voltage values ​​in which the energy recovery efficiency is greater than or equal to the preset efficiency threshold and the difference between the energy recovery efficiency and the charging voltage of the high-voltage battery is less than or equal to the preset difference under each different road adhesion coefficient when the recorded vehicle speed is the same can be combined, and the above-mentioned fixed road adhesion coefficient, different vehicle speeds, and the adaptive voltage values ​​in which the energy recovery efficiency is greater than or equal to the preset efficiency threshold and the difference between the energy recovery efficiency and the charging voltage of the high-voltage battery is less than or equal to the preset difference when driving at each different vehicle speed on a road with a fixed road adhesion coefficient can be combined to obtain the above-mentioned preset corresponding relationship.

[0088] Exemplarily, the above preset corresponding relationship may be shown in the following Table 1:

[0089] Table 1

[0090] Vehicle speed (km / h) Road adhesion coefficient Target voltage (V) 30 0.1 350 30 0.3 360 30 0.5 370 30 0.7 380 60 0.1 360 60 0.3 370 60 0.5 380 60 0.7 390 90 0.1 370 90 0.3 380 90 0.5 390 90 0.7 400

[0091] As shown in Table 1, when the vehicle speed remains unchanged, as the road adhesion coefficient increases, the target voltage for vehicle energy recovery also increases; when the road adhesion coefficient remains unchanged, as the vehicle speed increases, the target voltage for vehicle energy recovery also increases.

[0092] For example, when the current speed of the vehicle is 30 km / h and the road adhesion coefficient of the vehicle is 0.1, by querying the preset corresponding relationship, that is, the above Table 1, it can be determined that the target voltage for energy recovery of the vehicle is 350V.

[0093] Furthermore, after determining the target voltage for energy recovery of the vehicle, the voltage of the motor can be adjusted to the target voltage and then the high-voltage battery can be charged.

[0094] Regarding the above S103, it can be understood that, as mentioned above, the purpose of energy recovery is to charge the high-voltage battery. However, the voltage output by the motor may not be suitable for directly charging the high-voltage battery. In order to avoid overcharging or failure to charge the high-voltage battery, the output voltage of the motor can be adjusted to a target voltage suitable for charging the high-voltage battery before charging the high-voltage battery.

[0095] Exemplarily, if the output voltage of the motor is higher than the target voltage, the output voltage of the motor is reduced to the target voltage; if the output voltage of the motor is lower than the target voltage, the output voltage of the motor is increased to the target voltage.

[0096] In one possible implementation, the output voltage of the vehicle's motor is adjusted to the target voltage to charge the vehicle's high-voltage battery, including: when the output voltage of the motor is greater than the target voltage, reducing the output voltage of the motor to the target voltage through a step-down circuit to charge the vehicle's high-voltage battery; when the output voltage of the motor is less than the target voltage, increasing the output voltage of the motor to the target voltage through a step-up circuit to charge the vehicle's high-voltage battery.

[0097] It can be understood that the above-mentioned step-down circuit is used to convert a high voltage into a low voltage; and the above-mentioned step-up circuit is used to convert a low voltage into a high voltage.

[0098] For example, Figure 2 As shown, the buck circuit can be connected to the motor 201 and can also be connected to the high-voltage battery 206. The buck circuit includes a transverse switch tube 202, an inductor 203, a longitudinal switch tube 204 and a capacitor 205.

[0099] The motor 201 can be used as a generator to generate electrical energy to charge the high-voltage battery 206 .

[0100] The lateral switch tube 202 and the longitudinal switch tube 204 can be in an on state (allowing current to pass) or an off state (preventing current from passing) according to a control signal.

[0101] The inductor 203 has the characteristic of hindering current changes. When current flows through the inductor, the inductor will generate an induced electromotive force to resist the rapid change of the current, which can be used to adjust the current flow direction and current size.

[0102] The capacitor 205 has the function of storing electric energy and smoothing voltage.

[0103] The high voltage battery 206 may utilize the stored electrical energy to power the vehicle.

[0104] It can be understood that the components included in the buck circuit are the same as the components included in the boost circuit. For the sake of distinction, the components in the buck circuit are referred to as the "first horizontal switch tube", the "first inductor", the "first vertical switch tube" and the "first capacitor".

[0105] In one possible implementation, the output voltage of the motor is reduced to the target voltage through a step-down circuit to charge the high-voltage battery of the vehicle, including: controlling the first horizontal switch tube to be in an on state, and controlling the first vertical switch tube to be in an off state, so that the current generated by the motor flows to the first capacitor through the first horizontal switch tube, increasing the current in the first capacitor; when it is determined that the current in the first capacitor increases to a first current threshold, controlling the first vertical switch tube to be in an on state, so that the current in the motor and the first capacitor flows to the first inductor, reducing the current flowing from the first capacitor to the high-voltage battery until the voltage of the first capacitor is reduced to the target voltage; controlling the first capacitor to output the target voltage to charge the high-voltage battery of the vehicle.

[0106] It is understandable that the above-mentioned step-down circuit can be divided into an energy storage sub-circuit and a step-down sub-circuit. The energy storage sub-circuit is used to store the energy output by the motor; the step-down sub-circuit is used to reduce the stored energy and charge the high-voltage battery. Through the cooperation of the two sub-circuits, the output voltage of the motor can be reduced to the target voltage.

[0107] For example, Figure 2 As shown, when it is determined that the vehicle needs to recover energy, K1 and K2 are controlled to be in a closed state. When it is determined that K1 and K2 are in a closed state, the energy output by the motor 201 is first stored in the capacitor 205 through the energy storage sub-circuit. Specifically, the horizontal switch tube 202 can be controlled to be in a conducting state, and the vertical switch tube 204 can be controlled to be in a disconnected state, so that the current generated by the motor flows to the capacitor 205 through the horizontal switch tube 202. As the current continues to flow to the capacitor 205, the amount of charge stored in the capacitor 205 gradually increases, that is, the current of the capacitor 205 continues to increase.

[0108] That is, the flow direction of the current in the energy storage sub-circuit is: motor 201 (positive pole) → transverse switch tube 202 (on) → inductor 203 → capacitor 205 → motor 201 (negative pole).

[0109] Furthermore, the voltage of capacitor 205 is reduced through the step-down sub-circuit to charge the high-voltage battery. Specifically, when it is monitored that the current in capacitor 205 increases to the current threshold, it means that the electric energy stored in capacitor 205 has reached a certain level, and the state of longitudinal switch tube 204 can be changed to make longitudinal switch tube 204 in the on state. At this time, the direction of the current will change, and the current generated by motor 201 and the current stored in capacitor 205 will flow to inductor 203 together. Since the inductor has the characteristic of hindering the change of current, after the current flows to inductor 203, the current that originally flows directly from capacitor 205 to the high-voltage battery is reduced. In this process, capacitor 205 discharges to charge high-voltage battery 206. As the current flowing from capacitor 205 to the high-voltage battery decreases, the voltage of capacitor 205 charging the high-voltage battery gradually decreases until the voltage of capacitor 205 decreases to the target voltage.

[0110] When entering the "energy storage" stage again (the lateral switch tube is in the on state and the longitudinal switch tube is in the off state), the capacitor 205 charges the high-voltage battery 206 based on the target voltage.

[0111] That is, the direction of current flow in the step-down sub-circuit is: motor 201 (positive pole) → horizontal switch tube 202 (on) → inductor 203 → vertical switch tube 204 (on) → motor 201 (negative pole).

[0112] At the same time, capacitor 205 → high voltage battery 206.

[0113] In summary, by repeatedly switching the energy storage sub-circuit and the voltage reduction sub-circuit, the output voltage of the motor can be reduced, thereby charging the high-voltage battery.

[0114] The above method can accurately reduce the voltage of the first capacitor to the target voltage by controlling the on and off of the first horizontal switch tube and the first vertical switch tube, and charge the high-voltage battery based on the target voltage, which can effectively avoid overcharging and overvoltage of the high-voltage battery, improve the safety of the high-voltage battery during charging, and extend the service life of the high-voltage battery.

[0115] Similarly, if Figure 3 As shown, the boost circuit can also be connected to the motor 201 and can also be connected to the high-voltage battery 206. The boost circuit includes a transverse switch tube 202, an inductor 203, a longitudinal switch tube 204 and a capacitor 205.

[0116] It can be understood that, as mentioned above, the components included in the boost circuit are the same as the components included in the buck circuit. For the sake of distinction, the components in the boost circuit are referred to as "second horizontal switch tube", "second inductor", "second vertical switch tube" and "second capacitor".

[0117] In one possible implementation, the output voltage of the motor is increased to the target voltage through a boost circuit to charge the high-voltage battery of the vehicle, including: controlling the second horizontal switch tube and the second longitudinal switch tube to be in an on state so that the current generated by the motor flows to the second inductor, increasing the current in the second inductor; when it is determined that the current in the second inductor increases to a second current threshold, controlling the second longitudinal switch tube to be in an off state so that the current in the second inductor and the motor flows to the second capacitor, increasing the current in the second capacitor until the voltage of the second capacitor increases to the target voltage; controlling the second capacitor to output the target voltage to charge the high-voltage battery of the vehicle.

[0118] It is understandable that the boost circuit can be divided into a storage subcircuit and a boost subcircuit. The storage subcircuit is used to store the energy output by the motor; the boost subcircuit is used to boost the stored energy and charge the high-voltage battery. Through the cooperation of the two subcircuits, the output voltage of the motor can be increased to the target voltage.

[0119] For example, Figure 3 As shown, when it is determined that the vehicle needs to recover energy, K1 and K2 are controlled to be in a closed state. When it is determined that K1 and K2 are in a closed state, the energy output by the motor 201 is first stored in the inductor 203 through the energy storage sub-circuit. Specifically, the horizontal switch tube 202 and the vertical switch tube 204 can be controlled to be in a conducting state so that the current generated by the motor flows into the inductor 203. As the current continues to flow to the inductor 203, the current in the inductor 203 begins to increase.

[0120] That is, the direction of current flow in the energy storage sub-circuit is: motor 201 (positive pole) → horizontal switch tube 202 (on) → inductor 203 → vertical switch tube 204 (on) → motor 201 (negative pole).

[0121] Furthermore, the current stored in the inductor 203 and the current output by the motor 201 are directed to the capacitor 205 through the boost sub-circuit, so that the current in the capacitor 205 increases, and the voltage also increases accordingly, so that the high-voltage battery is charged by the capacitor 205 after the voltage is boosted. Specifically, when it is monitored that the current in the inductor 203 increases to the current threshold, it means that the electric energy stored in the inductor 203 has reached a certain level, and the state of the longitudinal switch tube 204 can be changed to make the longitudinal switch tube 204 in the disconnected state. At this time, the direction of the current will change, and the current generated by the motor 201 and the current already stored in the inductor 203 will flow to the capacitor 205 together, so that the current in the capacitor 205 increases, and the voltage also increases accordingly, until the voltage in the capacitor 205 increases to the target voltage.

[0122] When entering the "energy storage" stage again (both the lateral switch tube and the longitudinal switch tube are in the on state), the capacitor 205 charges the high-voltage battery 206 based on the target voltage.

[0123] That is, the direction of current flow in the boost sub-loop is: motor 201 (positive pole) → transverse switch tube 202 (on) → inductor 203 → capacitor 205 → motor 201 (negative pole).

[0124] At the same time, capacitor 205 → high voltage battery 206.

[0125] In summary, by repeatedly switching the energy storage sub-circuit and the voltage boost sub-circuit, the output voltage of the motor can be increased, thereby charging the high-voltage battery.

[0126] The above method can increase the voltage of the second capacitor to a suitable target voltage by controlling the on and off of the second horizontal switch tube and the second vertical switch tube, thereby providing sufficient charging voltage for the high-voltage battery, ensuring that the high-voltage battery can reach a better power state as much as possible each time it is charged, avoiding adverse effects caused by undercharging, maintaining good performance of the high-voltage battery, and extending the service life of the high-voltage battery.

[0127] In some embodiments, in order to protect circuit safety, diodes may be further provided in the buck circuit and the boost circuit.

[0128] For example, Figure 2 or Figure 3 As shown, when the longitudinal switch tube 204 is in the off state, the current in the inductor 203 can continue to flow through the diode, preventing excessive electromotive force from being generated at both ends of the inductor, thereby protecting other components in the buck circuit.

[0129] When the capacitor 205 is charging the high-voltage battery 206 , the diode can prevent the current in the capacitor 205 from flowing in reverse, thereby ensuring the normal operation of the circuit.

[0130] In the above embodiment, when the output voltage of the motor is greater than the target voltage, the voltage is accurately reduced to the target voltage for charging through the step-down circuit, which can avoid damage to the battery caused by excessive voltage, thereby extending the service life of the battery. When the output voltage of the motor is less than the target voltage, the boost circuit increases the voltage to a suitable target voltage for charging. A suitable charging voltage can make the electrochemical reaction inside the battery more efficient. If the voltage is too low, the battery's charging acceptance will weaken and the charging time will be extended. The adaptability of the charging voltage is guaranteed by the boost circuit, which helps to improve the charging efficiency. Through the step-down circuit and the boost circuit, the electric energy generated by the motor under different working conditions can be effectively processed so that as much as possible can be recovered and stored in the high-voltage battery, thereby improving the efficiency of vehicle energy recovery.

[0131] Figure 4 It is a structural schematic diagram of an energy recovery device provided in an embodiment of the present application.

[0132] For example, Figure 4 As shown, the device 400 includes:

[0133] The acquisition module 401 is used to acquire current driving parameters that affect the energy recovery of the vehicle when it is determined that the vehicle needs to recover energy.

[0134] The determination module 402 is used to determine the target voltage for energy recovery of the vehicle according to the current driving parameters.

[0135] The adjustment module 403 is used to adjust the output voltage of the motor of the vehicle to the target voltage so as to charge the high-voltage battery of the vehicle.

[0136] In one possible implementation, the adjustment module is specifically used to: when the output voltage of the motor is greater than the target voltage, reduce the output voltage of the motor to the target voltage through a step-down circuit to charge the high-voltage battery of the vehicle; when the output voltage of the motor is less than the target voltage, increase the output voltage of the motor to the target voltage through a boost circuit to charge the high-voltage battery of the vehicle.

[0137] In one possible implementation, the step-down circuit includes a first transverse switch tube, a first inductor, a first longitudinal switch tube and a first capacitor. The step-down circuit is connected to the motor and the high-voltage battery. The adjustment module includes a step-down unit, which is specifically used to: control the first transverse switch tube to be in an on state, and control the first longitudinal switch tube to be in an off state, so that the current generated by the motor flows to the first capacitor through the first transverse switch tube, increasing the current in the first capacitor; when it is determined that the current in the first capacitor increases to a first current threshold, control the first longitudinal switch tube to be in an on state, so that the current in the motor and the first capacitor flows to the first inductor, reducing the current flowing from the first capacitor to the high-voltage battery until the voltage of the first capacitor drops to the target voltage; control the first capacitor to output the target voltage to charge the high-voltage battery of the vehicle.

[0138] In one possible implementation, the boost circuit includes a second horizontal switch tube, a second inductor, a second vertical switch tube and a second capacitor. The boost circuit is connected to the motor and the high-voltage battery. The adjustment module includes a boost unit, which is specifically used to: control the second horizontal switch tube and the second vertical switch tube to be in an on state so that the current generated by the motor flows to the second inductor, increasing the current in the second inductor; when it is determined that the current in the second inductor increases to a second current threshold, control the second vertical switch tube to be in an off state so that the current in the second inductor and the motor flows to the second capacitor, increasing the current in the second capacitor until the voltage of the second capacitor rises to the target voltage; control the second capacitor to output the target voltage to charge the high-voltage battery of the vehicle.

[0139] In one possible implementation, the determination module is specifically used to: determine the target voltage for energy recovery of the vehicle corresponding to the current driving parameters based on a preset corresponding relationship; wherein the preset corresponding relationship is the corresponding relationship between the driving parameters and the voltage for energy recovery of the vehicle.

[0140] Optionally, the device also includes a preset correspondence generation module, which is specifically used to: perform simulation tests on the vehicle with different driving parameters, adjust the voltage value of the vehicle for energy recovery, until an adaptive voltage value is obtained when the vehicle is traveling at each driving parameter; wherein the energy recovery efficiency when the vehicle is recovering energy at the adaptive voltage value is greater than or equal to a preset efficiency threshold; the difference between the adaptive voltage value and the charging voltage of the high-voltage battery is less than or equal to the voltage value of the preset difference; and combine each driving parameter with the adaptive voltage value when the vehicle is traveling at each driving parameter to obtain the preset correspondence.

[0141] In one possible implementation, the driving parameters include the vehicle speed and the road adhesion coefficient of the road on which the vehicle is traveling, and the preset correspondence generation module includes an adaptive voltage value generation unit, which is specifically used to: control the vehicle to travel at the same speed on roads with different road adhesion coefficients, and adjust the voltage value of the vehicle for energy recovery until an adaptive voltage value is obtained when the vehicle travels at the same speed on a road with each road adhesion coefficient; control the vehicle to travel at different speeds on a road with the same road adhesion coefficient, and adjust the voltage value of the vehicle for energy recovery until an adaptive voltage value is obtained when the vehicle travels at each speed on a road with the same road adhesion coefficient.

[0142] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0143] For example, Figure 5As shown, the vehicle 500 includes: a memory 501 and a processor 502, wherein the memory 501 stores an executable program code 5011, and the processor 502 is used to call and execute the executable program code 5011 to perform an energy recovery method.

[0144] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform an energy recovery method provided by an embodiment of the present application.

[0145] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0146] In the case of dividing each functional module according to each function, the device may also include an acquisition module, a determination module, an adjustment module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0147] It should be understood that the device provided in this embodiment is used to execute the above-mentioned energy recovery method, and thus can achieve the same effect as the above-mentioned implementation method.

[0148] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing relevant program codes and data.

[0149] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in conjunction with the disclosure of the present application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0150] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component or a module, and the chip may include a connected processor and a memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute an energy recovery method provided in the above embodiments.

[0151] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is executed on a computer, the computer executes the above-mentioned related method steps to implement an energy recovery method provided in the above embodiment.

[0152] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is enabled to execute the above-mentioned related steps to implement an energy recovery method provided by the above-mentioned embodiment.

[0153] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0154] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0155] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0156] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for energy recovery, characterized in that: The method comprises: When it is determined that energy recovery of the vehicle is required, obtaining current driving parameters that affect energy recovery of the vehicle; Determining a target voltage for energy recovery of the vehicle according to the current driving parameters; The output voltage of the motor of the vehicle is adjusted to the target voltage to charge the high-voltage battery of the vehicle.

2. The method according to claim 1, characterized in that: The step of adjusting the output voltage of the motor of the vehicle to the target voltage so as to charge the high-voltage battery of the vehicle comprises: When the output voltage of the motor is greater than the target voltage, the output voltage of the motor is reduced to the target voltage through a step-down circuit to charge the high-voltage battery of the vehicle; When the output voltage of the motor is lower than the target voltage, the output voltage of the motor is increased to the target voltage through a boost circuit to charge the high-voltage battery of the vehicle.

3. The method according to claim 2, characterized in that The step-down circuit includes a first lateral switch tube, a first inductor, a first longitudinal switch tube and a first capacitor. The step-down circuit is connected to the motor. The step-down circuit is connected to the high-voltage battery. The step-down circuit reduces the output voltage of the motor to the target voltage to charge the high-voltage battery of the vehicle, including: Controlling the first lateral switch tube to be in an on state, and controlling the first longitudinal switch tube to be in an off state, so that the current generated by the motor flows to the first capacitor through the first lateral switch tube, thereby increasing the current in the first capacitor; When it is determined that the current in the first capacitor increases to a first current threshold, the first longitudinal switch tube is controlled to be in an on state, so that the current in the motor and the first capacitor flows to the first inductor, and the current flowing from the first capacitor to the high-voltage battery is reduced until the voltage of the first capacitor decreases to the target voltage; The first capacitor is controlled to output the target voltage to charge the high-voltage battery of the vehicle.

4. The method according to claim 2, characterized in that: The boost circuit includes a second lateral switch tube, a second inductor, a second longitudinal switch tube and a second capacitor. The boost circuit is connected to the motor. The boost circuit is connected to the high-voltage battery. The output voltage of the motor is increased to the target voltage through the boost circuit to charge the high-voltage battery of the vehicle, including: Controlling the second lateral switch tube and the second longitudinal switch tube to be in a conducting state, so that the current generated by the motor flows to the second inductor, thereby increasing the current in the second inductor; When it is determined that the current in the second inductor increases to a second current threshold, the second longitudinal switch tube is controlled to be in an off state, so that the current in the second inductor and the motor flows to the second capacitor, and the current in the second capacitor is increased until the voltage of the second capacitor increases to the target voltage; The second capacitor is controlled to output the target voltage to charge the high-voltage battery of the vehicle.

5. The method according to claim 1, characterized in that The step of determining a target voltage for energy recovery of the vehicle according to the current driving parameter includes: Based on a preset corresponding relationship, a target voltage for energy recovery of the vehicle corresponding to the current driving parameter is determined; wherein the preset corresponding relationship is a corresponding relationship between the driving parameter and the voltage for energy recovery of the vehicle.

6. The method according to claim 5, characterized in that The preset corresponding relationship is generated in the following way: The vehicle is simulated and tested with different driving parameters, and the voltage value of the vehicle for energy recovery is adjusted until an adapted voltage value is obtained when the vehicle is driven with each driving parameter; wherein the energy recovery efficiency when the vehicle is energy recovered with the adapted voltage value is greater than or equal to a preset efficiency threshold; and the difference between the adapted voltage value and the charging voltage of the high-voltage battery is less than or equal to a preset difference voltage value; Each of the driving parameters is combined with an adaptation voltage value when the vehicle is traveling with the driving parameter to obtain the preset corresponding relationship.

7. The method according to claim 6, characterized in that The driving parameters include the speed of the vehicle and the road adhesion coefficient of the road on which the vehicle is traveling. The simulation test of the vehicle with different driving parameters is performed to adjust the voltage value of the vehicle for energy recovery until an adaptive voltage value when the vehicle is traveling with each driving parameter is obtained, including: Controlling the vehicle to travel on roads with different road adhesion coefficients at the same vehicle speed, and adjusting a voltage value for energy recovery of the vehicle until an adapted voltage value is obtained when the vehicle travels on roads with each road adhesion coefficient at the same vehicle speed; The vehicle is controlled to travel at different speeds on a road with the same road adhesion coefficient, and a voltage value for energy recovery of the vehicle is adjusted until an adapted voltage value is obtained when the vehicle travels at each speed on a road with the same road adhesion coefficient.

8. An energy recovery device, characterized in that: The device comprises: An acquisition module, used for acquiring current driving parameters affecting energy recovery of the vehicle when it is determined that energy recovery of the vehicle is required; A determination module, used to determine a target voltage for energy recovery of the vehicle according to the current driving parameters; The adjustment module is used to adjust the output voltage of the motor of the vehicle to the target voltage so as to charge the high-voltage battery of the vehicle.

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

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

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