Energy recovery method, device and equipment, readable storage medium and vehicle

Abstract

The invention discloses an energy recovery method, device and equipment, a readable storage medium and a vehicle, and belongs to the technical field of vehicles. The method comprises the steps of determining target recovery intensity of a vehicle based on obtained recovery intensity reference information of the vehicle; wherein the recovery strength reference information comprises driving configuration information of the vehicle and the road surface adhesion capability of a road where the vehicle is located; and determining a target recovery torque of the vehicle according to the target recovery strength, and performing energy recovery through the target recovery torque. The driving configuration information can reflect personalized selection of the user, so that the road adhesion capability can reflect a real driving environment. Therefore, the method not only can meet the requirements of the user, but also can meet the requirements of the real driving environment, so that the determined target recovery intensity is more accurate. Therefore, the target recovery moment determined by the accurate target recovery strength is more accurate, and the effect of energy recovery through the accurate target recovery moment is better.

Description

Energy recovery method, device, equipment, readable storage medium and vehicle Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to energy recovery methods, devices, equipment, readable storage media and vehicles. Background Art

[0002] In the field of automotive technology, energy recuperation refers to the process in which the motor, while participating in vehicle braking, acts as a generator rather than a power source, converting some of the vehicle's kinetic energy into electrical energy and storing it in the battery. The intensity of energy recuperation is controlled by the motor's regenerative torque. Therefore, adaptively determining the regenerative torque is key to improving energy recuperation effectiveness.

[0003] Summary of the Invention

[0004] The present application provides an energy recovery method, device, equipment, readable storage medium and vehicle, which can determine a more accurate target recovery torque.

[0005] In a first aspect, the present application provides an energy recovery method. The method obtains vehicle recovery intensity reference information, which includes the vehicle's driving configuration information and the road adhesion of the vehicle; determines a target recovery intensity for the vehicle based on the recovery intensity reference information; determines a target recovery torque for the vehicle based on the target recovery intensity; and then recovers energy using the target recovery torque.

[0006] Because driving configuration information reflects the user's personalized preferences, and road adhesion reflects the actual driving environment, determining the vehicle's target regen intensity based on the vehicle's driving configuration and the road adhesion of the vehicle's roadway satisfies both user needs and the demands of the real driving environment, resulting in a more accurate target regen intensity. Furthermore, the target regen torque determined from an accurate target regen intensity is also more accurate, leading to better energy recovery performance.

[0007] In one possible implementation, a vehicle's configured recuperation intensity can be determined based on the driving profile information. The configured recuperation intensity is a fixed energy recovery intensity corresponding to the driving profile information. This configured recuperation intensity is then adjusted based on road adhesion to obtain the vehicle's target recuperation intensity. Thus, compared to simply determining a fixed energy recovery intensity based on the configuration information, this method dynamically determines the target recuperation intensity based on road adhesion, making the target recuperation intensity determination more flexible and accurate.

[0008] In one possible implementation, the configured recuperation intensity is adjusted based on road adhesion. When the road adhesion meets the instability boundary condition, a reference recuperation intensity is used as the vehicle's target recuperation intensity, with the reference recuperation intensity being less than a recuperation intensity threshold. When the road adhesion does not meet the instability boundary condition, the configured recuperation intensity is used as the vehicle's target recuperation intensity. This ensures that the determined target recuperation intensity is less than the recuperation intensity threshold when the road adhesion does not meet the instability boundary condition, effectively avoiding the risk of instability caused by an excessively high target recuperation intensity and thereby effectively reducing the number of interventions by the stability control function. Furthermore, since intervention by the stability control function during energy regeneration will result in the termination of energy regeneration, reducing the number of interventions by the stability control function avoids the termination of energy regeneration caused by the chassis stability control function, thereby preventing unintended vehicle movement caused by the termination of energy regeneration.

[0009] In one possible implementation, a corresponding relationship exists between driving profile information and energy recuperation intensity. Within this corresponding relationship, the configured recuperation intensity corresponding to the vehicle's driving profile information is obtained. The driving profile information includes at least one of a driving mode and a road mode. The configured recuperation intensity is obtained based on the corresponding relationship between the driving profile information and the energy recuperation intensity, ensuring that the configured recuperation intensity matches the recuperation intensity expected by the driving profile information.

[0010] In one possible implementation, determining the target regenerative torque of a vehicle based on the target regenerative intensity can include obtaining a base regenerative torque based on the target regenerative intensity and the vehicle's current speed; obtaining regenerative torque reference information corresponding to the vehicle, where the regenerative torque reference information is information that affects the vehicle's deceleration under the base regenerative torque; optimizing the base regenerative torque using the regenerative torque reference information, and obtaining the target regenerative torque of the vehicle based on the optimization results. Thus, based on the obtained base regenerative torque, the base regenerative torque is optimized using the regenerative torque reference information, resulting in a more accurate target regenerative torque obtained based on the optimization results.

[0011] In one possible implementation, when the vehicle's accelerator pedal controls acceleration and deceleration, in addition to obtaining a base regenerative torque based on the target regenerative intensity and the vehicle's current speed, the base regenerative torque can also be derived in conjunction with the vehicle's accelerator pedal opening. This allows the method to be applied to vehicles operating in single-pedal mode, improving the universal applicability of the energy regeneration method and enabling more accurate base regenerative torque determination in single-pedal mode.

[0012] In one possible embodiment, the recovery torque reference information may include at least one of the vehicle's historical energy recovery information, the number of passengers, and the slope information of the road on which the vehicle is located; the method of tuning the basic recovery torque through the recovery torque reference information may be to determine a tuning coefficient based on at least one of the historical energy recovery information, the number of passengers, and the slope information, and the tuning coefficient is used to indicate the degree of influence of the recovery torque reference information on the deceleration of the vehicle; and the basic recovery torque is tuned through the tuning coefficient.

[0013] Therefore, when the regenerative torque reference information includes the vehicle's historical energy regeneration information, the target regenerative torque obtained by using a tuning coefficient determined based on that historical energy regeneration information better meets user needs. When the regenerative torque reference information includes the number of passengers, the target regenerative torque obtained by using a tuning coefficient determined based on that number of passengers is more accurate, ensuring that even when different passenger numbers lead to different vehicle masses, the vehicle deceleration at the same target regenerative intensity and speed is essentially consistent, thereby ensuring a consistent driving and riding experience for different numbers of passengers. When the regenerative torque reference information includes slope information, the target regenerative torque obtained by using a tuning coefficient determined based on that slope information is more accurate, ensuring that even when different slopes lead to different vehicle masses, the vehicle deceleration at the same target regenerative intensity and speed is essentially consistent, thereby ensuring a consistent driving and riding experience for the vehicle when traveling uphill, on flat roads, and downhill.

[0014] In one possible implementation, after obtaining the tuning results, a tuned regenerative torque is obtained based on the tuning results. When the tuned regenerative torque exceeds the maximum allowable regenerative torque of the vehicle's motor, the maximum allowable regenerative torque is used as the vehicle's target regenerative torque. When the tuned regenerative torque is not greater than the maximum allowable regenerative torque, the tuned regenerative torque is used as the vehicle's target regenerative torque. This limits the tuned regenerative torque obtained after tuning, ensuring that the final target regenerative torque is no greater than the maximum allowable regenerative torque of the vehicle's motor. This protects the motor and battery, further improving the accuracy of the determined target regenerative torque.

[0015] In one possible implementation, the maximum allowable regenerative torque of the motor can be obtained based on at least one of the motor's regenerative capacity and rotational speed, as well as the chargeable power of the vehicle's battery. Accurately determining the maximum allowable regenerative torque of the motor allows for more accurate tuning of the regenerative torque based on the maximum allowable regenerative torque.

[0016] In one possible embodiment, a vehicle includes multiple motors. After determining a target regenerative torque for the vehicle based on a target regenerative intensity, a distribution ratio among the multiple motors may also be determined. The target regenerative torque is divided into multiple regenerative torques according to the distribution ratio, and the multiple regenerative torques correspond one-to-one to the multiple motors. In this case, energy recovery using the target regenerative torque includes controlling the multiple motors to perform energy recovery based on the corresponding regenerative torques. Thus, the target regenerative torque can be distributed to the multiple motors, and energy recovery for the vehicle can be achieved by the multiple motors.

[0017] In one possible implementation, the distribution ratio among the multiple motors may be determined as a fixed distribution ratio when the road adhesion capacity meets the instability boundary condition; and when the road adhesion capacity does not meet the instability boundary condition, the distribution ratio among the multiple motors may be determined based on driving configuration information.

[0018] Taking multiple motors including front and rear motors as an example, the method of determining the distribution ratio among the multiple motors according to the driving configuration information can be as follows: determine the driving mode of the vehicle according to the driving configuration information; when the driving mode is energy saving and the motor enable state is dual-motor enable, determine the total recovery efficiency of the front and rear motors at different distribution ratios according to the motor driving efficiency, and use the distribution ratio when the total recovery efficiency is the highest as the distribution ratio of the front and rear motors to recover as much energy as possible; when the driving mode is comfort or sport, obtain a first ratio between the front wheel speed and the rear wheel speed, and a second ratio between the front load of the vehicle body and the rear load of the vehicle body, and determine the distribution ratio between the front motor and the rear motor based on at least one of the first ratio and the second ratio to optimize the tire adhesion utilization and maximize the stability.

[0019] Taking multiple motors including a front motor, a rear left motor and a rear right motor as an example; the method of determining the distribution ratio among the multiple motors according to the driving configuration information can be as follows: obtaining the front-to-rear ratio between the front motor and the rear left motor and the rear right motor according to the driving configuration information; determining the steering of the vehicle according to the steering wheel angle information, and determining the third ratio between the rear left motor and the rear right motor according to the steering; determining the fourth ratio between the rear left motor and the rear right motor according to the road adhesion status of the left and right wheels; determining the left-to-right ratio between the front motor and the rear motor based on at least one of the third ratio and the fourth ratio; determining the distribution ratio among the front motor, the rear left motor and the rear right motor based on the front-to-rear ratio and the left-to-right ratio, so as to improve the vehicle handling stability.

[0020] In one possible implementation, obtaining vehicle recuperation intensity reference information includes: obtaining the vehicle recuperation intensity reference information when the vehicle meets energy recuperation conditions. When the vehicle's accelerator pedal controls vehicle acceleration and deceleration, the energy recuperation conditions include the vehicle's accelerator pedal opening being less than a threshold opening, the gear being in a driving gear, and the stability control function being disabled. When the vehicle's accelerator pedal controls vehicle acceleration and the vehicle's brake pedal controls vehicle deceleration, the energy recuperation conditions include the vehicle's accelerator pedal not being depressed, the gear being in a driving gear, and the stability control function being disabled.

[0021] Thus, when regenerative braking conditions are met, regenerative braking is initiated when the vehicle is capable of regenerative braking, preventing regenerative braking errors. Furthermore, single-pedal mode and non-single-pedal mode each include corresponding regenerative braking conditions, making regenerative braking trigger conditions more precise and enabling the regenerative braking method to be applied to both single-pedal and non-single-pedal modes.

[0022] In a second aspect, the present application provides an energy recovery device, comprising:

[0023] an acquisition unit, configured to acquire recovery strength reference information of the vehicle, the recovery strength reference information including driving configuration information of the vehicle and road adhesion capability of the road on which the vehicle is located;

[0024] a determining unit, configured to determine a target recycling intensity of the vehicle based on the recycling intensity reference information;

[0025] The determination unit is further configured to determine a target recovery torque of the vehicle according to the target recovery intensity;

[0026] The recovery unit is used to recover energy through a target recovery torque.

[0027] In a possible implementation, the determination unit is configured to determine a configured recovery intensity of the vehicle based on the driving configuration information; and adjust the configured recovery intensity according to the road adhesion ability to obtain a target recovery intensity of the vehicle.

[0028] In one possible implementation, the determination unit is configured to use a reference recovery intensity as a target recovery intensity for the vehicle when the road adhesion capacity satisfies an instability boundary condition, and the reference recovery intensity is less than a recovery intensity threshold; and to use a configured recovery intensity as the target recovery intensity for the vehicle when the road adhesion capacity does not satisfy the instability boundary condition.

[0029] In a possible implementation, the determination unit is configured to obtain the configuration recovery intensity of the vehicle corresponding to the driving configuration information based on a correspondence between the driving configuration information and the energy recovery intensity, where the driving configuration information includes at least one of a driving mode and a road mode.

[0030] In one possible embodiment, a determination unit is configured to obtain a base regeneration torque based on a target regeneration intensity and a current vehicle speed; obtain regeneration torque reference information corresponding to the vehicle, where the regeneration torque reference information is information that affects the magnitude of the vehicle's deceleration under the base regeneration torque; and optimize the base regeneration torque using the regeneration torque reference information, and obtain the target regeneration torque of the vehicle based on the optimization result.

[0031] In a possible implementation, an accelerator pedal of the vehicle controls acceleration and deceleration of the vehicle; and the determination unit is configured to obtain a basic regeneration torque according to a target regeneration intensity, a current vehicle speed, and an accelerator pedal opening of the vehicle.

[0032] In one possible embodiment, the recovery torque reference information includes at least one of the vehicle's historical energy recovery information, the number of passengers, and the slope information of the road on which the vehicle is located; a determination unit is used to determine a tuning coefficient based on at least one of the historical energy recovery information, the number of passengers, and the slope information, where the tuning coefficient is used to indicate the degree of influence of the recovery torque reference information on the deceleration of the vehicle; and the basic recovery torque is tuned using the tuning coefficient.

[0033] In one possible implementation, a determination unit is configured to obtain a tuned recovery torque based on a tuning result; when the tuned recovery torque is greater than a maximum allowable recovery torque of the vehicle's motor, the maximum allowable recovery torque is used as a target recovery torque for the vehicle; and when the tuned recovery torque is not greater than the maximum allowable recovery torque, the tuned recovery torque is used as the target recovery torque for the vehicle.

[0034] In a possible implementation, the acquisition unit is further configured to acquire a maximum allowable regenerative torque of the motor based on at least one of the regenerative capability and the rotational speed of the motor and the chargeable power of the battery of the vehicle.

[0035] In one possible embodiment, the vehicle includes a plurality of motors; the device further includes:

[0036] a distribution unit, configured to determine a distribution ratio among the plurality of motors; divide the target regenerative torque into a plurality of regenerative torques according to the distribution ratio, wherein the plurality of regenerative torques correspond one to one with the plurality of motors;

[0037] The recovery unit is used to control multiple motors to recover energy based on corresponding recovery torques.

[0038] In one possible implementation, the allocation unit is configured to determine the allocation ratio among the multiple motors as a fixed allocation ratio when the road adhesion capacity meets the instability boundary condition; and to determine the allocation ratio among the multiple motors according to driving configuration information when the road adhesion capacity does not meet the instability boundary condition.

[0039] In a possible implementation, the acquiring unit is configured to acquire the vehicle's recovery intensity reference information when the vehicle meets the energy recovery condition.

[0040] In one possible implementation, when the vehicle's accelerator pedal controls the acceleration and deceleration of the vehicle, the energy recovery conditions include the vehicle's accelerator pedal opening being less than an opening threshold, the gear being a driving gear, and the stability control function being not activated; when the vehicle's accelerator pedal controls the vehicle's acceleration and the vehicle's brake pedal controls the vehicle's deceleration, the energy recovery conditions include the vehicle's accelerator pedal not being depressed, the gear being a driving gear, and the stability control function being not activated.

[0041] In a third aspect, the present application provides a vehicle comprising the energy recovery device shown in the second aspect above.

[0042] In a fourth aspect, the present application provides a computer device, comprising a processor and a memory; the memory is used to store software programs and modules, and the processor enables the computer device to implement the method in any possible implementation of the first aspect above by running or executing the software programs and / or modules stored in the memory.

[0043] Optionally, there are one or more processors and one or more memories.

[0044] Optionally, the memory may be integrated with the processor, or the memory may be provided separately from the processor.

[0045] In the specific implementation process, the memory can be a non-transitory memory, such as a read-only memory (ROM), which can be integrated with the processor on the same chip or can be set on different chips. The embodiments of the present application do not limit the type of memory and the setting method of the memory and the processor.

[0046] Optionally, the computer device may be deployed on a public cloud to provide energy recovery services.

[0047] In a fifth aspect, the present application provides a computer program (product), which includes: computer program code, which, when executed by a computer, enables the computer to execute a method in any possible implementation of the first aspect.

[0048] In a sixth aspect, the present application provides a computer-readable storage medium, which is used to store program codes executed by a processor, wherein the program codes include a method for implementing any possible implementation of the first aspect.

[0049] In a seventh aspect, a chip is provided, comprising a processor, the processor being configured to call and execute instructions stored in a memory from the memory, so that a communication device equipped with the chip executes a method in any possible implementation of the first aspect above.

[0050] In the eighth aspect, another chip is provided, comprising: an input interface, an output interface, a processor and a memory, wherein the input interface, the output interface, the processor and the memory are connected via an internal connection path, and the processor is used to execute the code in the memory. When the code is executed, the processor is used to execute the method in any possible implementation of the above-mentioned first aspect.

[0051] It should be understood that the beneficial effects achieved by the technical solutions of the second to eighth aspects of this application and the corresponding possible implementation methods can be referred to the technical effects of the first aspect and its corresponding possible implementation methods mentioned above, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] FIG1 is a schematic diagram of an implementation environment provided by an embodiment of the present application;

[0053] FIG2 is a schematic diagram of another implementation environment provided by an embodiment of the present application;

[0054] FIG3 is a flow chart of an energy recovery method provided in an embodiment of the present application;

[0055] FIG4 is a flow chart of determining a target recovery torque according to an embodiment of the present application;

[0056] FIG5 is a schematic diagram of an energy recovery device provided in an embodiment of the present application;

[0057] FIG6 is a schematic structural diagram of a computer device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0058] In order to make the objectives, technical solutions and advantages of this application clearer, the implementation methods of this application will be further described in detail below with reference to the accompanying drawings.

[0059] With the development of vehicle technology, vehicles with electric drive systems, namely electric vehicles, have been widely used. Electric vehicles can be pure electric vehicles or hybrid vehicles that are mixed with electric power (such as oil-electric hybrid). Electric vehicles are driven by electric motors, and the driving power of the motors comes from the on-board rechargeable energy storage system or other energy storage devices, such as batteries. When the vehicle is braking or the vehicle is coasting, if the motor is not working, the resistance to the vehicle is very small, but if a negative torque is applied to the motor, the motor can generate a magnetic field to use the principle of a generator to enter the power generation state, while generating resistance to the wheels, the kinetic energy of the vehicle is converted into electrical energy and stored back in the battery, which is the energy recovery process. Therefore, by having the motor participate in braking to recover energy, it is possible to improve energy utilization and extend the cruising range of electric vehicles.

[0060] In the related art, multiple gears of energy recovery intensity are usually set for users to personalize their choices. However, in gears with different energy recovery intensities, the energy recovery torque at different vehicle speeds is usually relatively fixed. Although this meets user expectations, other factors that affect energy recovery are not taken into account, resulting in poor energy recovery results. For example, in some special scenarios such as icy and snowy roads, the energy recovery intensity of a high gear selected by the user can easily lead to instability risks such as drifting or skidding. For vehicles with stability control functions, the intervention of the stability control function may also cause energy recovery to stop, resulting in unexpected vehicle movement.

[0061] Among them, energy recovery is mainly affected by environmental factors (such as road conditions) and other vehicle factors (such as vehicle mass). If the energy recovery intensity is adjusted by identifying the road conditions, and the adjustment scheme is that the lower the road adhesion coefficient, the higher the energy recovery intensity, then it is also easy to cause tailspin or slipping when the road adhesion coefficient is low, and the user's personalized choice is not taken into account. As for the method of adjusting the energy recovery torque by calculating the vehicle mass in real time, since the dynamic formula is used to calculate the vehicle mass, it is necessary to dynamically collect parameter values ​​such as vehicle speed and acceleration. The dynamic accuracy of the parameters is high and the calculation is difficult. The errors caused by parameter changes will directly affect the effect of energy recovery, and the impact of road conditions is not taken into account.

[0062] This embodiment of the present application provides an energy recuperation method that combines user-selected driving configuration information with the actual road surface adhesion to determine an accurate target recuperation intensity. This method then uses the target recuperation intensity to accurately determine a target recuperation torque for energy recuperation. This method not only meets the user's personalized needs but also avoids vehicle instability caused by energy recuperation, ensuring the effectiveness of energy recuperation.

[0063] FIG1 is a schematic diagram of an implementation environment provided by an embodiment of the present application. As shown in FIG1 , the implementation environment includes a vehicle controller, a motor, and wheels. Exemplarily, the vehicle controller obtains the vehicle's recovery strength reference information, which includes the vehicle's driving configuration information and the road adhesion of the vehicle's road; determines the vehicle's target recovery strength based on the recovery strength reference information; determines the vehicle's target recovery torque based on the target recovery strength, and after determining the accurate target recovery torque, controls the motor to output the target recovery torque. The motor outputs the target recovery torque to apply resistance to the rotating wheels and utilizes the generator principle to recover energy.

[0064] In the embodiment of the present application, the vehicle controller may be a vehicle control unit (VCU). Optionally, the embodiment of the present application does not limit the number of wheels and the number of motors. For example, the embodiment of the present application may be four wheels and two motors as shown in Figure 1. The embodiment of the present application also does not limit the type of motor. For example, the motor may be a three-in-one motor, which refers to a motor that integrates a motor, a reducer, and an inverter.

[0065] Exemplarily, another implementation environment provided by an embodiment of the present application is shown in FIG2 , where the vehicle controller is connected to the chassis controller, cockpit controller, body controller, front motor controller, and rear motor controller. Among them, the chassis controller, cockpit controller, and body controller are information source components for real-time feedback of information. The vehicle controller obtains the recovery intensity reference information and recovery torque reference information required for energy recovery through the information fed back by the chassis controller, cockpit controller, and body controller. For example, the vehicle controller obtains the driving configuration information of the vehicle through the cockpit controller and obtains the accelerator pedal opening of the vehicle through the body controller. The front motor controller and the rear motor controller act as actuators to execute the target recovery torque request of the vehicle controller.

[0066] Figure 3 is a flow chart of an energy recovery method provided by an embodiment of the present application. For example, the method can be executed by the vehicle controller shown in Figure 1. As shown in Figure 3, the method includes but is not limited to the following steps 301 to 303.

[0067] Step 301: Acquire vehicle recuperation strength reference information, where the recuperation strength reference information includes vehicle driving configuration information and road adhesion of the road where the vehicle is located.

[0068] In an embodiment of the present application, the recovery intensity reference information is information that affects the recovery intensity of the vehicle's energy recovery, and the recovery intensity is used to indicate the strength of the energy recovery. Generally, the recovery intensity is positively correlated with the recovery torque of the motor, the amount of recovered energy, and the deceleration of the vehicle. For example, the greater the recovery intensity, the greater the recovered energy and the greater the deceleration of the vehicle. Optionally, the recovery intensity typically includes multiple intensity levels, such as strong, medium, and weak; or, any number of levels can be set from strong to weak, and the intensity differences between adjacent levels can be the same or different.

[0069] Among them, the driving configuration information of the vehicle is the vehicle configuration information selected by the driver in a personalized manner, which is used to characterize the energy recovery intensity expected by the user. The embodiment of the present application does not limit the driving configuration information. Optionally, the driving configuration information may include at least one of a driving mode and a road mode. Exemplarily, the driving mode may include energy-saving, comfort, sports or ejection modes. The road mode may include a slippery road, a snowy road, an icy road or an escape mode, etc. Different driving modes and different road modes usually correspond to different energy recovery intensities. Optionally, if the vehicle is in automatic driving mode, the driving mode in the driving configuration information can be characterized by the configured following distance. The smaller the following distance, the more aggressive the vehicle's driving mode, and different following distances correspond to different energy recovery intensities.

[0070] In one possible implementation, the road mode in the driving configuration information can be modified by actively identifying the road surface conditions. Alternatively, if the driving configuration information does not include a road mode, the road mode can be obtained by actively identifying the road surface conditions. Optionally, active road mode identification can be performed by capturing images of the road surface on the vehicle's route using an image acquisition device installed on the vehicle, performing image recognition on the captured road surface images, and automatically determining the road mode based on the image recognition results. If the automatically identified road mode differs from the road mode in the driving configuration information, the driver can be prompted to change the road mode, or the road mode in the driving configuration information can be directly replaced with the road mode obtained based on the automatically identified road mode.

[0071] In the embodiments of this application, road adhesion is used to indicate the adhesion between the vehicle's tires and the road surface during driving. The stronger the road adhesion, the greater the adhesion between the tires and the road surface, and the less likely the vehicle will experience instability such as tire spin, side slip, and tailspin. Alternatively, road adhesion can be characterized by a precise value of the road adhesion coefficient or by a range of road adhesion coefficient values. The embodiments of this application do not limit the method for characterizing road adhesion. Regardless of the method used, the road adhesion coefficient can be positively correlated with road adhesion; a larger road adhesion coefficient indicates stronger road adhesion.

[0072] Among them, the road adhesion coefficient refers to the ratio of the maximum limit value (adhesion) of the ground's tangential reaction force on the tire to the normal reaction force of the driving wheel. The driving wheel refers to the wheel that converts energy into kinetic energy to enable the vehicle to move forward or backward. The vehicle needs good road adhesion to ensure driving, that is, the minimum adhesion coefficient required for the vehicle to fully exert its driving force cannot be greater than the road adhesion coefficient, otherwise the vehicle will become unstable. Optionally, the road adhesion coefficient mainly depends on the road surface conditions (such as dry, asphalt, concrete or icy and snowy roads, etc.) and the tire structure, tread pattern and driving speed. Generally speaking, the road adhesion coefficient of icy and snowy roads or slippery roads is low, and the probability of vehicle instability is higher.

[0073] The embodiments of the present application do not limit the method for obtaining the road adhesion coefficient, and can be any method for real-time detection of the adhesion coefficient between the tire and the road surface during vehicle driving. For example, by analyzing the mechanical properties of the tire, the relationship between the mechanical parameters and the adhesion coefficient is found, and then the mechanical parameters are detected using a measuring device to calculate the adhesion coefficient. Alternatively, by analyzing the relationship between the influencing factors of the friction process itself and the external factors that affect the friction process and the adhesion coefficient, the various influencing factors are measured using a measuring device to estimate the adhesion coefficient. Alternatively, the adhesion rate-slip rate variation curves under different road surfaces are obtained in advance, and the maximum adhesion rate in the adhesion rate-slip rate variation curve of any road surface is the road adhesion coefficient of that road surface. Alternatively, the road adhesion coefficient is determined by combining the vehicle's real-time positioning information, weather information, and road surface information identified by an image acquisition device installed on the vehicle.

[0074] Thus, the above method can obtain the vehicle's driving configuration information and the road adhesion of the vehicle's road. This embodiment of the application does not limit the recuperation intensity reference information; in addition to the above-mentioned vehicle driving configuration information and the road adhesion of the vehicle's road, other information that affects the recuperation intensity of the vehicle's energy recovery may also be included.

[0075] In one possible implementation, before obtaining the vehicle's recuperation intensity reference information, a determination is first made as to whether the vehicle meets energy recuperation conditions. When the energy recuperation conditions are met, energy recuperation is triggered, and the vehicle's recuperation intensity reference information is then obtained. In this embodiment of the present application, the energy recuperation conditions are not limited; they are related to the environmental factors required for the vehicle to perform energy recuperation. For example, the vehicle may need to perform energy recuperation in a braking or coasting state. Thus, when energy recuperation conditions are met, energy recuperation is initiated when the vehicle is capable of energy recuperation, preventing energy recuperation errors.

[0076] For example, when the vehicle's accelerator pedal controls both acceleration and deceleration (i.e., single-pedal mode), the accelerator pedal's opening angle determines the vehicle's driving state. For example, an accelerator pedal opening angle less than a threshold indicates a braking state, an accelerator pedal opening angle equal to the threshold indicates a coasting state, and an accelerator pedal opening angle greater than the threshold indicates a driving state. In other words, energy recovery conditions may include the accelerator pedal opening angle being less than the threshold, the gear being in driving mode, and the stability control function being disabled.

[0077] When the vehicle's accelerator pedal controls the acceleration of the vehicle, and the vehicle's brake pedal controls the deceleration of the vehicle, that is, it is not in single-pedal mode. In this case, the fact that the accelerator pedal is not depressed indicates that the vehicle is in a non-driving state. That is, the energy recovery conditions may include that the vehicle's accelerator pedal is not depressed, the gear is in the driving gear, and the stability control function is not activated. Therefore, the energy recovery method provided in the embodiment of the present application can be applicable to vehicles in single-pedal mode and vehicles in non-single-pedal mode. Moreover, the single-pedal mode and the non-single-pedal mode respectively include corresponding energy recovery conditions, so that the triggering conditions for energy recovery are more accurate.

[0078] In the embodiments of this application, the stability control function refers to a function that assists the vehicle in preventing instability. For example, the stability control function includes the anti-lock braking system (ABS), dynamic traction control (DTC) system, and automatic emergency braking (AEB) assistance. When the stability control function determines that the vehicle may become unstable, the stability control function automatically activates and intervenes to control the vehicle. Therefore, if the stability control function is in the activated state, it indicates that the vehicle is not suitable for energy recovery.

[0079] Among them, ABS is used to automatically control the amount of braking force when the vehicle brakes, so that the wheels are not locked and are in a state of rolling and sliding (slip rate of about 20%) to ensure that the adhesion between the wheels and the ground is at the maximum. The DTC system is used to control the traction of the tires by controlling the engine speed to prevent the tires from slipping. AEB is used to detect the distance and relative speed of the target in front, and take measures to assist the driver in avoiding or reducing collisions when the driver brakes too late, the braking force is too small, or there is no braking action at all. Then, the state of the stability control function is not started, including that any of the vehicle's ABS, DTC system or AEB assistance is not involved.

[0080] Step 302 : Determine a target reclamation intensity of the vehicle based on reclamation intensity reference information.

[0081] In this embodiment of the present application, after obtaining the recuperation strength reference information, the target recuperation strength of the vehicle can be determined based on the recuperation strength reference information. Optionally, the configured recuperation strength of the vehicle is determined based on the recuperation strength reference information; this configured recuperation strength is then adjusted based on the road adhesion to obtain the target recuperation strength of the vehicle. Compared to the directly obtained configured recuperation strength, the target recuperation strength adjusted based on road adhesion takes into account the instability risk caused by road adhesion, resulting in a more accurate target recuperation strength while meeting the user's personalized needs.

[0082] In one possible embodiment, determining the configured recuperation intensity of a vehicle based on recuperation intensity reference information includes: obtaining the configured recuperation intensity of the vehicle corresponding to the recuperation intensity reference information based on a correspondence between the recuperation intensity reference information and the energy recuperation intensity. Optionally, when the recuperation intensity reference information includes a driving mode, obtaining the configured recuperation intensity of the vehicle corresponding to the driving mode based on a correspondence between the driving mode and the energy recuperation intensity; when the recuperation intensity reference information includes a road mode, obtaining the configured recuperation intensity of the vehicle corresponding to the road mode based on a correspondence between the road mode and the energy recuperation intensity; and when the recuperation intensity reference information includes both a driving mode and a road mode, obtaining the configured recuperation intensity of the vehicle corresponding to the driving mode and the road mode based on a correspondence between the driving mode, the road mode, and the energy recuperation intensity.

[0083] For example, assuming that energy recovery intensity includes three levels: strong, medium, and weak, the corresponding relationship between driving mode, road mode, and energy recovery intensity can be shown in Table 1. Therefore, once the energy recovery intensity reference information is obtained, the corresponding configured energy recovery intensity can be determined in Table 1 based on the driving mode and road surface conditions in the energy recovery intensity reference information.

[0084] Table 1

[0085]

[0086] In an embodiment of the present application, because instability is prone to occur when the road adhesion is poor and the energy recovery intensity is high, the energy recovery intensity can be proactively lowered when the road adhesion falls below a certain condition. Optionally, when the road adhesion meets the instability boundary condition, the reference recovery intensity is used as the vehicle's target recovery intensity, and the reference recovery intensity is less than the recovery intensity threshold; when the road adhesion does not meet the instability boundary condition, the configured recovery intensity is used as the vehicle's target recovery intensity. Both the instability boundary condition and the recovery intensity threshold can be set based on experience or flexibly adjusted based on the application scenario. For example, the recovery intensity threshold can be medium, or the reference recovery intensity can be directly set to the minimum level among multiple energy recovery intensity levels.

[0087] Alternatively, the instability boundary condition refers to a condition where the vehicle is potentially unstable but has not yet experienced instability. This is because if instability occurs, the vehicle's stability control function will intervene. When the vehicle's stability control function intervenes, the vehicle will not perform energy recovery. For example, the instability boundary condition may be that the vehicle is on a low-adhesion road. If the road adhesion capability indicates that the vehicle is on a low-adhesion road, the road adhesion capability satisfies the instability boundary condition; if the road adhesion capability indicates that the vehicle is not on a low-adhesion road, the road adhesion capability does not satisfy the instability boundary condition. For example, a low-adhesion road may be one where the road adhesion coefficient is less than a threshold coefficient. The threshold coefficient can be set empirically or flexibly adjusted based on the application scenario. In this case, for example, if the road adhesion capability is the road adhesion coefficient, when the road adhesion coefficient is less than the threshold coefficient, the reference recuperation intensity is automatically set as the vehicle's target recuperation intensity, regardless of the configured recuperation intensity.

[0088] This ensures that the target regeneration intensity is below the threshold on low-adhesion roads like snowy or icy ones, effectively avoiding the risk of instability caused by excessively high target regeneration intensity and reducing the number of times stability control intervenes. Since stability control intervention during regeneration will cause regeneration to cease, reducing the number of times stability control intervenes prevents regeneration termination caused by chassis stability control intervention, thereby preventing unintended vehicle movement.

[0089] After setting the reference recuperation intensity as the vehicle's target recuperation intensity, a message stating "Recovery intensity reduced for safety" can be displayed on the vehicle's instrument panel to provide a safety reminder to the driver. In this case, although the driver's selected driving mode corresponds to a higher recuperation intensity, the target recuperation intensity remains lower when driving on roads with a lower road adhesion coefficient at the same vehicle speed.

[0090] Step 303 : determining a target recovery torque of the vehicle according to the target recovery intensity, and performing energy recovery using the target recovery torque.

[0091] Typically, different energy recovery intensities correspond to fixed energy recovery torques at different vehicle speeds. After determining the target recovery intensity, the corresponding fixed recovery torque can be determined based on the target recovery intensity and the current speed of the vehicle. This fixed recovery torque can be directly used as the target recovery torque for energy recovery. In an embodiment of the present application, other information that affects the energy recovery torque, i.e., recovery torque reference information, can be further considered to obtain a more accurate target recovery torque. After obtaining a more accurate target recovery torque, the vehicle's motor can be controlled to perform energy recovery according to the target recovery torque.

[0092] In one possible implementation, referring to FIG. 4 , FIG. 4 illustrates a method for determining a target regeneration torque for a vehicle based on a target regeneration intensity, as provided in an embodiment of the present application. As shown in FIG. 4 , the method for determining a target regeneration torque for a vehicle based on a target regeneration intensity includes, but is not limited to, steps 3031 through 3033.

[0093] Step 3031: Obtain a basic regeneration torque according to the target regeneration intensity and the current vehicle speed.

[0094] According to the foregoing, through the correspondence between the energy recovery intensity, the vehicle speed and the energy recovery torque, the corresponding basic recovery torque can be obtained when the target recovery intensity and the current speed of the vehicle are obtained.

[0095] In one possible implementation, in single-pedal mode, accelerator pedal position information may also be incorporated into the process of obtaining the base regenerative torque. Specifically, the base regenerative torque is obtained based on the target regenerative intensity and the vehicle's current speed. This includes obtaining the base regenerative torque based on the target regenerative intensity, the vehicle's current speed, and the vehicle's accelerator pedal position. Similarly, the base regenerative torque corresponding to the target regenerative intensity, the vehicle's current speed, and the vehicle's accelerator pedal position can be obtained by using the corresponding relationship between regenerative intensity, vehicle speed, accelerator pedal position, and regenerative torque.

[0096] In addition to obtaining the basic regenerative torque based on the aforementioned correspondence, it can also be obtained through the following real-time calculation method. For example, the vehicle's maximum acceleration a is obtained based on the target regenerative strength and the vehicle's current speed. The sliding resistance F is then calculated based on the following formula: F = m*g*cosφ*a, where m is the vehicle mass, g is the acceleration due to gravity, and φ is the slope of the road. The basic regenerative torque T then becomes (Ff)*r / i / η, where F is the sliding resistance, f is the rolling resistance, r is the tire radius, i is the motor reduction ratio, and η is the transmission efficiency of the electric drive assembly.

[0097] Step 3032: Acquire the regenerative torque reference information corresponding to the vehicle. The regenerative torque reference information is information that affects the deceleration of the vehicle under the basic regenerative torque.

[0098] The embodiment of the present application does not limit the recovery torque reference information. It is sufficient that different recovery torque reference information of the vehicle under the same basic recovery torque leads to different vehicle deceleration. For example, when the same vehicle recovers energy based on the same basic recovery torque, the greater the vehicle mass, the smaller the vehicle deceleration; the vehicle mass is related to the number of passengers in the vehicle. The way to obtain the number of passengers in the vehicle can be to use a sensor to detect whether the seat belt corresponding to each seat is fastened. If it is fastened, it is determined that there is 1 passenger on the seat; or, by using a pressure sensor installed under each seat to detect the weight on each seat, if the weight detected by the pressure sensor is greater than 15kg, it is determined that there is 1 passenger on the seat. In this way, the number of passengers can be obtained.

[0099] For example, when the same vehicle is performing energy recovery based on the same basic regenerative torque, the greater the uphill slope, the smaller the vehicle's deceleration, and the greater the downhill slope, the greater the vehicle's deceleration. The slope information of the road on which the vehicle is located can be obtained by installing a gyroscope at the vehicle's center of mass, using the gyroscope to measure the angle between the vehicle body plane and a horizontal reference plane in real time; symmetrically installing laser displacement sensors on the left and right sides of the front and rear ends of the vehicle body, using four laser displacement sensors to measure the displacement of the vehicle body plane from the road surface at these four locations in real time; and using geometric techniques to determine the transverse and longitudinal slope angles of the road surface using the displacement values ​​measured by any three of the laser displacement sensors. Alternatively, the slope information of the road on which the vehicle is located can be obtained by using a vehicle-mounted acceleration sensor to obtain the vehicle's real-time acceleration and then estimating the slope using a filtering method based on dynamic formulas.

[0100] Furthermore, the vehicle's historical energy recovery information refers to the historical record of energy recovery corresponding to the vehicle's logged-in account. Optionally, each energy recovery record includes information such as the target recovery intensity, target recovery torque, and recovery duration. Therefore, based on this historical energy recovery information, it is possible to statistically determine the number of times the vehicle has historically used different levels of energy recovery torque. The classification of different levels of energy recovery torque is not limited in this embodiment of the present application and, for example, may include high, medium, and low levels of energy recovery torque.

[0101] When the historical energy recovery information indicates that the number of times the vehicle uses a high-level energy recovery torque is greater than the number threshold, or the historical energy recovery information indicates that the proportion of the time the vehicle uses a high-level energy recovery torque for energy recovery to the total historical energy recovery time is greater than the first proportion, it means that the user is accustomed to a larger deceleration when driving the vehicle, and the driving energy recovery intensity preference corresponding to the account is strong energy recovery; when the historical energy recovery information indicates that the number of times the vehicle uses a low-level energy recovery torque is greater than the number threshold, or the historical energy recovery information indicates that the proportion of the time the vehicle uses a low-level energy recovery torque for energy recovery to the total historical energy recovery time is greater than the second proportion, it means that the user is accustomed to a smaller deceleration when driving the vehicle, and the driving energy recovery intensity preference corresponding to the account is weak energy recovery. Among them, the number threshold, the first proportion and the second proportion can be set based on experience, or flexibly adjusted according to the application scenario.

[0102] Therefore, based on the above analysis, the recovery torque reference information provided in the embodiment of the present application may include at least one of the vehicle's historical energy recovery information, the number of passengers, and the slope information of the road on which the vehicle is located.

[0103] Step 3033: Optimize the basic regeneration torque using the regeneration torque reference information, and obtain the target regeneration torque of the vehicle based on the optimization result.

[0104] Since the regenerative torque reference information can affect the vehicle's deceleration, optimizing the base regenerative torque using the regenerative torque reference information can ensure that the vehicle's deceleration under different regenerative torque reference information is basically consistent, thereby improving the driver's driving experience.

[0105] In one possible implementation, the basic regeneration torque is tuned using the regeneration torque reference information, including: determining a tuning coefficient based on at least one of historical energy recovery information, the number of passengers, and slope information, the tuning coefficient being used to indicate the degree of influence of the regeneration torque reference information on the deceleration of the vehicle; and tuning the basic regeneration torque using the tuning coefficient.

[0106] Optionally, when the regenerative torque reference information includes the number of passengers, the base regenerative torque can be increased as the number of passengers increases. Therefore, the tuning coefficient can be determined based on the number of passengers by setting an initial tuning coefficient to a first reference value, and then increasing the tuning coefficient by a decimal step size for each increase in the number of passengers by the first number. The first reference value, first number, and decimal step size can all be flexibly adjusted. For example, the first reference value and first number can be 1, and the decimal step size can be any value less than 1, such as 0.1 or 0.2.

[0107] In one possible implementation, when historical energy recuperation information exists, the decimal step size can be determined based on this historical energy recuperation information. For example, if the historical energy recuperation information indicates that the vehicle frequently used a high level of energy recuperation torque, a larger decimal step size is determined; if the historical energy recuperation information indicates that the vehicle frequently used a low level of energy recuperation torque, a smaller decimal step size is determined. Thus, for the same vehicle, after determining the same target recuperation intensity, different passenger numbers can result in different target recuperation torques at the same vehicle speed.

[0108] The target regeneration torque obtained by tuning the coefficients based on passenger count is more accurate. This ensures that, even with varying vehicle masses due to varying passenger counts, vehicle deceleration remains essentially consistent at the same target regeneration intensity and speed. This ensures a consistent driving and riding experience for varying passenger counts. Furthermore, tuning directly based on passenger count eliminates the need to calculate the precise vehicle mass, resulting in minimal error in the passenger count and ensuring the stability of the tuning results.

[0109] When the regenerative torque reference information includes slope information, the base regenerative torque may be increased as the uphill slope increases, and decreased as the downhill slope increases. Therefore, a method for determining the tuning coefficient based on the slope information may be to set the initial tuning coefficient to a second reference value, increase the tuning coefficient by a first decimal step for each increase in the uphill slope by a first reference degree as indicated by the slope information, and decrease the tuning coefficient by a second decimal step for each increase in the downhill slope by a second reference degree as indicated by the slope information.

[0110] Optionally, the second reference value can be flexibly adjusted, for example, to 1. The first and second reference degrees can each be any angle value, for example, 5 degrees. The first and second decimal steps can each be any value less than 1. Similarly, the first and second decimal steps can also be determined based on historical energy recovery information, using a similar principle to that described above. Thus, for the same vehicle, after determining the same target recovery intensity, the target recovery torque on uphill, downhill, and flat roads at the same speed will be different.

[0111] The target regeneration torque, derived through a tuning factor based on slope information, is more accurately calculated. This ensures consistent deceleration for the same target regeneration intensity and speed on roads of varying slopes, ensuring a consistent driving and riding experience on uphill, flat, and downhill terrain. Furthermore, increasing the tuning factor during downhill driving increases the base regeneration intensity, allowing more energy to be recovered and charged to the battery, effectively improving range. Furthermore, the increased base regeneration intensity results in greater deceleration on downhill slopes, reducing braking frequency and brake pad wear.

[0112] Optionally, when the recovery torque reference information includes the number of passengers and slope information, a first tuning coefficient is determined based on the number of passengers, a second tuning coefficient is determined based on the slope information, and a tuning coefficient corresponding to the number of passengers and the slope information is obtained based on the first tuning coefficient and the second tuning coefficient. For example, the first tuning coefficient is X1, and the second tuning coefficient is X2. The method for tuning the basic recovery torque using the tuning coefficients can be basic recovery torque * X1 * X2. The above process achieves the tuning of the basic recovery torque using the recovery torque reference information, and the tuning result can include the tuned basic recovery torque, for example, basic recovery torque * X1 * X2.

[0113] When the regenerative torque reference information includes historical regenerative information, the tuning coefficient can be determined based on the number of times the vehicle used different levels of regenerative torque, as indicated by the historical regenerative information. In this embodiment of the present application, the basic principle for tuning the basic regenerative torque using historical regenerative information is to calculate the driving regenerative intensity preference corresponding to the account logged into the vehicle based on the historical regenerative information corresponding to the account logged into the vehicle. Alternatively, the driver can directly input the driving regenerative intensity preference. Regenerative torque is divided into multiple gears, from large to small or from small to large, with larger regenerative torque corresponding to higher gears. If the driving regenerative intensity preference corresponding to the account logged into the vehicle is strong, the basic regenerative torque is tended to be increased when tuning the basic regenerative torque, but the increased basic regenerative torque is not greater than the regenerative torque of the next higher gear. If the driving regenerative intensity preference corresponding to the account logged into the vehicle is weak, the basic regenerative torque is tended to be reduced when tuning the basic regenerative torque, but the reduced basic regenerative torque is not less than the regenerative torque of the current gear.

[0114] For example, the initial tuning coefficient is the third reference value, and the ratio of the number of times the vehicle uses a high-level energy recovery torque to the total number of historical energy recovery times is used as the high recovery ratio, or the ratio of the duration that the vehicle uses a high-level energy recovery torque for energy recovery to the total number of historical energy recovery times is used as the high recovery ratio. When the historical energy recovery information indicates that the high recovery ratio is greater than the first ratio, the tuning coefficient is increased by a third decimal step. When the historical energy recovery information indicates that the high recovery ratio is greater than the second ratio, the tuning coefficient is increased by a fourth decimal step. For another example, the ratio of the number of times the vehicle uses a low-level energy recovery torque to the total number of historical energy recovery times is used as the low recovery ratio, or the ratio of the duration that the vehicle uses a low-level energy recovery torque for energy recovery to the total number of historical energy recovery times is used as the low recovery ratio. When the historical energy recovery information indicates that the low recovery ratio is greater than the third ratio, the tuning coefficient is reduced by a fifth decimal step. When the historical energy recovery information indicates that the low recovery ratio is greater than the fourth ratio, the tuning coefficient is reduced by a sixth decimal step.

[0115] Optionally, the third reference value can be flexibly adjusted, for example, the third reference value is 1; the first ratio, the second ratio, the third ratio and the fourth ratio can all be flexibly adjusted, for example, the first ratio, the second ratio, the third ratio and the fourth ratio are all 80%, or the first ratio and the third ratio are 80%, and the second ratio and the fourth ratio are 50%; the third decimal step, the fourth decimal step, the fifth decimal step and the sixth decimal step can all be any value less than 1. When the energy recovery torque is divided into multiple gears, usually, the third decimal step, the fourth decimal step, the fifth decimal step and the sixth decimal step are less than the remainder value, and the remainder value is the remainder of the quotient of the energy recovery torque of the higher gear and the energy recovery torque of the current gear, or the remainder value is the remainder of the quotient of the energy recovery torque of the current gear and the energy recovery torque of the lower gear.

[0116] In an embodiment of the present application, after determining the tuning coefficient, the basic recovery torque can be tuned using the tuning coefficient. For example, the product value of the tuning coefficient and the basic recovery torque is obtained, and the product value is the tuning result; or the product value of the tuning coefficient, the basic recovery torque and a fixed parameter is obtained, and the product value is the tuning result.

[0117] In one possible implementation, obtaining the target regenerative torque of the vehicle based on the tuning results includes: obtaining the tuned regenerative torque based on the tuning results; when the tuned regenerative torque is greater than the maximum allowable regenerative torque of the vehicle's motor, using the maximum allowable regenerative torque as the target regenerative torque of the vehicle; and when the tuned regenerative torque is not greater than the maximum allowable regenerative torque, using the tuned regenerative torque as the target regenerative torque of the vehicle. Optionally, obtaining the tuned regenerative torque based on the tuning results includes: using the tuned base regenerative torque as the tuned regenerative torque.

[0118] Thus, the tuned recovery torque obtained after tuning can be limited to ensure that the target recovery torque of the vehicle finally determined is not greater than the maximum allowable recovery torque of the vehicle's motor, which protects the motor and battery and further improves the accuracy of the determined target recovery torque. In one possible embodiment, the maximum allowable recovery torque of the motor can be obtained based on at least one of the motor's recovery capacity and speed and the rechargeable power of the vehicle's battery. The acquisition method is not limited in the embodiment of this application. The rechargeable power of the battery is determined by the battery's state of charge (SOC). The greater the battery's SOC, the greater the rechargeable power.

[0119] In the case where the vehicle includes one motor, after determining the target recovery torque of the vehicle according to the target recovery intensity, the target recovery torque is directly allocated to the motor, and the motor performs energy recovery based on the target recovery torque.

[0120] For vehicles with multiple motors, after determining the target regenerative torque based on the target regenerative intensity, the method further includes: determining a distribution ratio among the multiple motors based on the road adhesion coefficient; and dividing the target regenerative torque into multiple regenerative torques based on the distribution ratio, with the multiple regenerative torques corresponding to the multiple motors. In this case, regenerating energy using the target regenerative torque includes controlling the multiple motors to regenerate energy based on the corresponding regenerative torques.

[0121] The allocation ratio among the multiple motors is determined based on the road adhesion coefficient, including but not limited to: when the road adhesion coefficient is less than a coefficient threshold, determining the allocation ratio among the multiple motors to be a fixed ratio; when the road adhesion coefficient is not less than the coefficient threshold, determining the allocation ratio among the multiple motors based on driving configuration information. Different target energy recovery intensities result in different target regenerative torques allocated to different motors at the same vehicle speed. At the same energy recovery intensity, different target regenerative torques are allocated to different motors when driving on low-adhesion roads and when driving on normal roads.

[0122] For example, a vehicle includes two motors, for example, one for front-wheel drive and one for rear-wheel drive. The method for determining the distribution ratio between the multiple motors based on the driving configuration information may be to determine the distribution ratio between the two motors based on the driving mode, motor enable status, motor drive efficiency, front and rear vehicle speeds, front and rear dynamic loads, and vehicle speed, etc. Front and rear vehicle speeds refer to the speeds of the front and rear wheels of the vehicle, and front and rear dynamic loads refer to the loads at the front and rear of the vehicle.

[0123] Optionally, when the driving mode is energy saving, if the motor enabling state is single motor enabled, the target recovery torque is directly distributed to the enabled motor; if the motor enabling state is dual motor enabled, the distribution ratio is determined based on the principle of maximum total recovery efficiency to recover as much energy as possible; when the driving mode is comfort or sport, the distribution ratio is determined based on at least one of the front and rear vehicle speeds and front and rear dynamic loads to optimize tire adhesion utilization and maximize stability.

[0124] Taking multiple motors including front and rear motors as an example, the method of determining the distribution ratio among the multiple motors according to the driving configuration information can be as follows: determine the driving mode of the vehicle according to the driving configuration information; when the driving mode is energy saving and the motor enable state is dual motor enable, determine the total recovery efficiency of the front and rear motors at different distribution ratios according to the motor driving efficiency, and use the distribution ratio when the total recovery efficiency is the highest as the distribution ratio of the front and rear motors; when the driving mode is comfort or sport, obtain a first ratio between the front wheel speed and the rear wheel speed, and a second ratio between the front load of the vehicle body and the rear load of the vehicle body, and determine the distribution ratio between the front motor and the rear motor based on at least one of the first ratio and the second ratio.

[0125] Exemplarily, the first ratio is directly used as the distribution ratio between the first motor and the second motor, or the second ratio is directly used as the distribution ratio between the first motor and the second motor, or the average sum of the first ratio and the second ratio is used as the distribution ratio between the first motor and the second motor.

[0126] For example, a vehicle with three motors—one for front-wheel drive and two for rear-wheel drive—could utilize a dual-motor allocation scheme to improve vehicle handling stability by taking into account steering wheel angle and the road adhesion of both wheels. Alternatively, after determining the allocation ratio between the front motor and the two rear motors based on the dual-motor allocation scheme, the allocation ratio for the two rear motors could be further distributed to the left and right motors.

[0127] Taking multiple motors including a front motor, a rear left motor and a rear right motor as an example; the method of determining the distribution ratio between the multiple motors according to the driving configuration information can be as follows: obtaining the front-to-back ratio between the front motor and the rear left motor and the rear right motor according to the driving configuration information; determining the steering of the vehicle according to the steering wheel angle information, and determining the third ratio between the rear left motor and the rear right motor according to the steering; determining the fourth ratio between the rear left motor and the rear right motor according to the road adhesion status of the left and right wheels; determining the left-right ratio between the front motor and the rear motor based on at least one of the third ratio and the fourth ratio; and determining the distribution ratio between the front motor, the rear left motor and the rear right motor based on the front-to-back ratio and the left-to-right ratio.

[0128] For example, the principle for determining the third ratio between the rear left motor and the rear right motor according to the steering is that the ratio of the motor turning inward is greater than the ratio of the motor turning outward; the principle for determining the fourth ratio between the rear left motor and the rear right motor according to the road adhesion status of the left and right wheels is that when the road adhesion status of the wheels on both sides indicates that the road adhesion rates of the wheels on both sides are different, the ratio of the motor on the side with a lower road adhesion rate is greater than the ratio of the motor on the side with a higher road adhesion rate.

[0129] The energy recovery method provided in the embodiments of the present application determines the target recuperation intensity of a vehicle based on its driving configuration information and the road adhesion of the road on which the vehicle is traveling. Because the driving configuration information can reflect the user's personalized preferences, and the road adhesion can reflect the actual driving environment, this method can meet both user needs and the demands of the actual driving environment, resulting in a more accurate target recuperation intensity. Furthermore, the target recuperation torque determined from an accurate target recuperation intensity is also more accurate, resulting in a more effective energy recuperation system using an accurate target recuperation torque.

[0130] Figure 5 is a schematic diagram of an energy recovery device provided in an embodiment of the present application. The energy recovery device can be implemented as all or part of a vehicle controller, motor control module, or motor controller through software, hardware, or a combination of both. The energy recovery device may include an acquisition unit 501, a determination unit 502, and a recovery unit 503.

[0131] An acquisition unit 501 is configured to acquire vehicle recuperation strength reference information, the recuperation strength reference information including vehicle driving configuration information and road adhesion of the road on which the vehicle is located;

[0132] A determining unit 502 is configured to determine a target recycling intensity of the vehicle based on recycling intensity reference information;

[0133] The determining unit 502 is further configured to determine a target regeneration torque of the vehicle according to the target regeneration intensity;

[0134] The recovery unit 503 is configured to recover energy through a target recovery torque.

[0135] In a possible implementation, the determining unit 502 is configured to determine a configured recuperation intensity of the vehicle based on the driving configuration information; and adjust the configured recuperation intensity according to the road adhesion capability to obtain a target recuperation intensity of the vehicle.

[0136] In one possible implementation, determination unit 502 is configured to use a reference recovery intensity as a target recovery intensity for the vehicle when the road adhesion meets an instability boundary condition, and the reference recovery intensity is less than a recovery intensity threshold; and to use a configured recovery intensity as the target recovery intensity for the vehicle when the road adhesion does not meet the instability boundary condition.

[0137] In a possible implementation, the determination unit 502 is configured to obtain the configuration recovery intensity of the vehicle corresponding to the driving configuration information based on the correspondence between the driving configuration information and the energy recovery intensity, where the driving configuration information includes at least one of a driving mode and a road mode.

[0138] In one possible implementation, determination unit 502 is configured to obtain a base regeneration torque based on a target regeneration intensity and a current vehicle speed; obtain regeneration torque reference information corresponding to the vehicle, where the regeneration torque reference information is information that affects the deceleration of the vehicle under the base regeneration torque; and optimize the base regeneration torque using the regeneration torque reference information, and obtain the target regeneration torque of the vehicle based on the optimization result.

[0139] In one possible implementation, the accelerator pedal of the vehicle controls acceleration and deceleration of the vehicle; the determination unit 502 is configured to obtain a basic regeneration torque according to a target regeneration intensity, a current vehicle speed, and an accelerator pedal opening of the vehicle.

[0140] In one possible embodiment, the recovery torque reference information includes at least one of the vehicle's historical energy recovery information, the number of passengers, and the slope information of the road on which the vehicle is located; a determination unit 502 is used to determine a tuning coefficient based on at least one of the historical energy recovery information, the number of passengers, and the slope information, where the tuning coefficient is used to indicate the degree of influence of the recovery torque reference information on the deceleration of the vehicle; and the basic recovery torque is tuned using the tuning coefficient.

[0141] In one possible implementation, the determination unit 502 is configured to obtain a tuned regeneration torque based on the tuning result; when the tuned regeneration torque is greater than the maximum allowable regeneration torque of the vehicle's motor, the maximum allowable regeneration torque is used as the target regeneration torque of the vehicle; and when the tuned regeneration torque is not greater than the maximum allowable regeneration torque, the tuned regeneration torque is used as the target regeneration torque of the vehicle.

[0142] In a possible implementation, the acquisition unit 501 is further configured to acquire the maximum allowable regenerative torque of the motor based on at least one of the regenerative capability and the rotational speed of the motor and the rechargeable power of the battery of the vehicle.

[0143] In one possible embodiment, the vehicle includes a plurality of motors; the device further includes:

[0144] a distribution unit, configured to determine a distribution ratio among the plurality of motors; divide the target regenerative torque into a plurality of regenerative torques according to the distribution ratio, wherein the plurality of regenerative torques correspond one to one with the plurality of motors;

[0145] The recovery unit 503 is used to control the multiple motors to perform energy recovery based on corresponding recovery torques.

[0146] In one possible implementation, the allocation unit is configured to determine the allocation ratio among the multiple motors as a fixed allocation ratio when the road adhesion capacity meets the instability boundary condition; and to determine the allocation ratio among the multiple motors according to driving configuration information when the road adhesion capacity does not meet the instability boundary condition.

[0147] In a possible implementation, the acquisition unit 501 is configured to acquire the vehicle's recovery intensity reference information when the vehicle meets the energy recovery condition.

[0148] In one possible implementation, when the vehicle's accelerator pedal controls the acceleration and deceleration of the vehicle, the energy recovery conditions include the vehicle's accelerator pedal opening being less than an opening threshold, the gear being a driving gear, and the stability control function being not activated; when the vehicle's accelerator pedal controls the vehicle's acceleration and the vehicle's brake pedal controls the vehicle's deceleration, the energy recovery conditions include the vehicle's accelerator pedal not being depressed, the gear being a driving gear, and the stability control function being not activated.

[0149] The energy recovery device provided in the embodiments of the present application determines the vehicle's target recovery intensity based on the vehicle's driving configuration information and the road adhesion of the road the vehicle is traveling on. Because the driving configuration information can reflect the user's personalized preferences, and the road adhesion can reflect the actual driving environment, the device can therefore meet both user needs and the demands of the actual driving environment, making the determined target recovery intensity more accurate. Furthermore, the target recovery torque determined by an accurate target recovery intensity is also more accurate, resulting in better energy recovery effectiveness using an accurate target recovery torque.

[0150] It should be noted that: when the energy recovery device provided in the above embodiment is working, it is only illustrated by the division of the above functional units. In actual applications, the above functions can be assigned to different functional units as needed, that is, the internal structure of the device can be divided into different functional units to complete all or part of the functions described above. In addition, the method embodiments of the energy recovery device provided in the above embodiment belong to the same concept. The specific implementation process is detailed in the method embodiment and will not be repeated here. The descriptions of the processes corresponding to the above figures have different emphases. For the parts that are not described in detail in a certain process, please refer to the relevant descriptions of other processes.

[0151] The embodiment of the present application further provides a vehicle, which includes the energy recovery device shown in FIG5 .

[0152] FIG6 illustrates a schematic diagram of the structure of a computer device 900 provided in accordance with an exemplary embodiment of the present application. The computer device 900 illustrated in FIG6 is configured to execute the operations associated with the energy recovery method illustrated in FIG3 . The computer device 900 may include the aforementioned vehicle controller, motor control module, or motor controller. The computer device 900 may be implemented using a general bus architecture.

[0153] As shown in FIG. 6 , a computer device 900 includes at least one processor 901 , a memory 903 , and at least one communication interface 904 .

[0154] The processor 901 is, for example, a general-purpose central processing unit (CPU), a digital signal processor (DSP), a network processor (NP), a graphics processing unit (GPU), a neural-network processing unit (NPU), a data processing unit (DPU), a microprocessor, or one or more integrated circuits for implementing the solution of the present application. For example, the processor 901 includes an application-specific integrated circuit (ASIC), a programmable logic device (PLD) or other programmable logic devices, a transistor logic device, a hardware component, or any combination thereof. The PLD is, for example, a complex programmable logic device (CPLD), a field-programmable gate array (FPGA), a generic array logic (GAL), or any combination thereof. It can implement or execute the various logic blocks, modules, and circuits described in conjunction with the disclosure of the embodiments of the present invention. The processor can also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, and the like.

[0155] Optionally, computer device 900 also includes a bus. The bus is used to transmit information between the various components of computer device 900. The bus may be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, for example. Buses can be categorized as address buses, data buses, control buses, and the like. For ease of illustration, FIG6 shows only one thick line, but this does not imply that there is only one bus or only one type of bus.

[0156] The memory 903 is, for example, a read-only memory (ROM) or other type of static storage device that can store static information and instructions, or a random access memory (RAM) or other type of dynamic storage device that can store information and instructions, or an electrically erasable programmable read-only memory (EEPROM), a compact disc read-only memory (CD-ROM) or other optical disc storage, optical disc storage (including compact disc, laser disc, optical disc, digital versatile disc, Blu-ray disc, etc.), a magnetic disk storage medium or other magnetic storage device, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and can be accessed by a computer, but is not limited thereto. The memory 903 is, for example, independent and connected to the processor 901 via a bus. The memory 903 can also be integrated with the processor 901.

[0157] The communication interface 904 uses any transceiver-like device for communicating with other devices or a communication network. The communication network may be an Ethernet network, a radio access network (RAN), or a Bluetooth network. The communication interface 904 may include a wired communication interface or a wireless communication interface. In the embodiment of the present application, the communication interface 904 may be used for the computer device 900 to communicate with other devices.

[0158] In a specific implementation, as an embodiment, the processor 901 may include one or more CPUs, such as CPU0 and CPU1 shown in FIG6 . Each of these processors may be a single-core (single-CPU) processor or a multi-core (multi-CPU) processor. The processor herein may refer to one or more devices, circuits, and / or processing cores for processing data (e.g., computer program instructions).

[0159] In a specific implementation, as an embodiment, the computer device 900 may include multiple processors, such as processor 901 and processor 905 shown in FIG6 . Each of these processors may be a single-core processor (single-CPU) or a multi-core processor (multi-CPU). The processor herein may refer to one or more devices, circuits, and / or processing cores for processing data (such as computer program instructions).

[0160] In a specific implementation, as an embodiment, the computer device 900 may further include an output device and an input device. The output device communicates with the processor 901 and can display information in a variety of ways. For example, the output device can be a liquid crystal display (LCD), a light emitting diode (LED) display device, a cathode ray tube (CRT) display device, or a projector. The input device communicates with the processor 901 and can receive user input in a variety of ways. For example, the input device can be a touch screen device or a sensor device.

[0161] In some embodiments, the memory 903 is used to store program code 910 for executing the solution of the present application, and the processor 901 can execute the program code 910 stored in the memory 903. That is, the computer device 900 can implement the energy recovery method provided by the method embodiment through the processor 901 and the program code 910 in the memory 903. The program code 910 may include one or more software modules. Optionally, the processor 901 itself may also store program code or instructions for executing the solution of the present application.

[0162] In a specific embodiment, the acquisition computer device 900 of the embodiment of the present application may correspond to the motor control module or motor controller in the above-mentioned method embodiments. The processor 901 in the computer device 900 reads the instructions in the memory 903, so that the computer device 900 shown in Figure 6 can execute all or part of the operations performed by the motor control module or motor controller.

[0163] Specifically, processor 901 is used to obtain vehicle recovery strength reference information, which includes the vehicle's driving configuration information and the road adhesion capability of the vehicle's road; determine the vehicle's target recovery strength based on the recovery strength reference information; determine the vehicle's target recovery torque based on the target recovery strength, and recover energy through the target recovery torque.

[0164] For the sake of brevity, other optional implementations are not described here in detail.

[0165] The computer device 900 may also correspond to the energy recovery device shown in FIG5 , and each functional module in the energy recovery device is implemented using software of the computer device 900. In other words, the functional modules included in the energy recovery device are generated by the processor 901 of the computer device 900 after reading the program code 910 stored in the memory 903.

[0166] Among them, each step of the energy recovery method shown in Figure 3 is completed by the hardware integrated logic circuit or software instructions in the processor of the computer device 900. The steps of the method disclosed in conjunction with the embodiment of the present application can be directly embodied as being executed by a hardware processor, or can be executed by a combination of hardware and software modules in the processor. The software module can be located in a mature storage medium in the art such as random access memory, flash memory, read-only memory, programmable read-only memory or electrically erasable programmable memory, registers, etc. The storage medium is located in the memory, and the processor reads the information in the memory and completes the steps of the above method in combination with its hardware. To avoid repetition, it will not be described in detail here.

[0167] An embodiment of the present application also provides a chip, including: an input interface, an output interface, a processor and a memory, wherein the input interface, the output interface, the processor and the memory are connected through an internal connection path, and the processor is used to execute the code in the memory. When the code is executed, the processor is used to execute any of the above-mentioned energy recovery methods.

[0168] It should be understood that the processor may be a CPU, or other general-purpose processor, DSP, ASIC, FPGA or other programmable logic device, discrete gate or transistor logic device, discrete hardware component, etc. The general-purpose processor may be a microprocessor or any conventional processor, etc. It is worth noting that the processor may be a processor supporting the ARM architecture.

[0169] Furthermore, in an optional embodiment, there are one or more processors and one or more memories. Alternatively, the memories may be integrated with the processors, or provided separately from the processors. The memories may include read-only memory and random access memory, and provide instructions and data to the processors. The memories may also include non-volatile random access memory. For example, the memories may also store reference blocks and target blocks.

[0170] The memory may be volatile memory or non-volatile memory, or may include both volatile and non-volatile memory. The non-volatile memory may be ROM, PROM, EPROM, EEPROM, or flash memory. The volatile memory may be RAM, which serves as an external cache. By way of example and not limitation, many forms of RAM are available, including, for example, SRAM, DRAM, SDRAM, DDR SDRAM, ESDRAM, SLDRAM, and DR RAM.

[0171] In an embodiment of the present application, a computer-readable storage medium is also provided, which stores computer instructions. When the computer instructions stored in the computer-readable storage medium are executed by a computer device, the computer device executes the energy recovery method provided above.

[0172] In an embodiment of the present application, a computer program product including instructions is also provided, which, when executed on a computer device, enables the computer device to execute the energy recovery method provided above.

[0173] In the above embodiments, all or part of the embodiments may be implemented by software, hardware, firmware, or any combination thereof. When implemented using software, all or part of the embodiments may be implemented in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described herein are generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via a wired (e.g., coaxial cable, optical fiber, digital subscriber line) or wireless (e.g., infrared, wireless, microwave, etc.) method. The computer-readable storage medium may be any available medium that a computer can access or a data storage device such as a server or data center that includes one or more available media integrated therein. The available medium may be a magnetic medium (e.g., a floppy disk, a hard disk, a magnetic tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state drive).

[0174] Those skilled in the art will understand that all or part of the steps to implement the above embodiments may be accomplished by hardware, or by a program to instruct the relevant hardware, and the program may be stored in a computer-readable storage medium, which may be a read-only memory, a disk, or an optical disk, etc.

[0175] The above are merely optional embodiments of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. An energy recovery method, characterized in that: The method comprises: Acquiring vehicle recuperation strength reference information, the recuperation strength reference information including driving configuration information of the vehicle and road adhesion of a road on which the vehicle is located; determining a target recycling intensity of the vehicle based on the recycling intensity reference information; A target recovery torque of the vehicle is determined according to the target recovery intensity, and energy recovery is performed using the target recovery torque.

2. The method according to claim 1, characterized in that The determining the target recycling intensity of the vehicle based on the recycling intensity reference information includes: determining a configuration recovery intensity of the vehicle based on the driving configuration information; The configured recovery intensity is adjusted according to the road adhesion capability to obtain a target recovery intensity of the vehicle.

3. The method according to claim 2, characterized in that The adjusting the configured recovery intensity according to the road adhesion capability to obtain a target recovery intensity of the vehicle includes: When the road adhesion ability satisfies an instability boundary condition, a reference recovery strength is used as a target recovery strength of the vehicle, and the reference recovery strength is less than a recovery strength threshold; When the road adhesion ability does not meet the instability boundary condition, the configured recovery intensity is used as the target recovery intensity of the vehicle.

4. The method according to claim 2 or 3, characterized in that The determining of the configuration recovery intensity of the vehicle based on the driving configuration information includes: According to the correspondence between driving configuration information and energy recovery intensity, the configuration recovery intensity of the vehicle corresponding to the driving configuration information is obtained, and the driving configuration information includes at least one of a driving mode and a road mode.

5. The method according to any one of claims 1 to 4, characterized in that: Determining the target recovery torque of the vehicle according to the target recovery intensity includes: Obtaining a basic regeneration torque according to the target regeneration intensity and the current speed of the vehicle; Acquiring regenerative torque reference information corresponding to the vehicle, the regenerative torque reference information being information affecting a deceleration of the vehicle under the basic regenerative torque; The basic regeneration torque is tuned using the regeneration torque reference information, and a target regeneration torque of the vehicle is obtained according to a tuning result.

6. The method according to claim 5, characterized in that The accelerator pedal of the vehicle controls acceleration and deceleration of the vehicle; and obtaining a basic recovery torque according to the target recovery intensity and the current speed of the vehicle includes: A basic regeneration torque is obtained according to the target regeneration intensity, the current vehicle speed, and the accelerator pedal opening of the vehicle.

7. The method according to claim 5 or 6, characterized in that The regeneration torque reference information includes at least one of historical energy regeneration information of an account logged into the vehicle, the number of passengers, and slope information of a road on which the vehicle is located; The optimizing the basic regeneration torque by using the regeneration torque reference information includes: determining a tuning coefficient based on at least one of the historical energy recovery information, the number of passengers, and the slope information, the tuning coefficient being used to indicate a degree of influence of the regenerative torque reference information on a magnitude of deceleration of the vehicle; The basic recovery torque is tuned using the tuning coefficient.

8. The method according to any one of claims 5 to 7, characterized in that: The obtaining of the target recovery torque of the vehicle according to the tuning result includes: Obtaining a tuned recovery torque according to the tuning result; When the tuned regenerative torque is greater than a maximum allowable regenerative torque of the motor of the vehicle, using the maximum allowable regenerative torque as a target regenerative torque of the vehicle; When the optimized regeneration torque is not greater than the maximum allowable regeneration torque, the optimized regeneration torque is used as the target regeneration torque of the vehicle.

9. The method according to claim 8, characterized in that The method further comprises: A maximum allowable regenerative torque of the motor is obtained based on at least one of a regenerative capability and a rotational speed of the motor and a chargeable power of a battery of the vehicle.

10. The method according to any one of claims 1 to 9, characterized in that: The vehicle includes a plurality of motors; after determining the target recovery torque of the vehicle according to the target recovery intensity, the method further includes: determining a distribution ratio among the plurality of motors; dividing the target recovery torque into a plurality of recovery torques according to the distribution ratio, wherein the plurality of recovery torques correspond one to one to the plurality of motors; The energy recovery by using the target recovery torque includes: The plurality of motors are controlled to perform energy recovery based on corresponding recovery torques.

11. The method according to claim 10, characterized in that Determining the allocation ratio among the plurality of motors includes: When the road adhesion ability satisfies an instability boundary condition, determining the distribution ratio among the plurality of motors to be a fixed distribution ratio; When the road adhesion ability does not meet the instability boundary condition, the allocation ratio among the multiple motors is determined according to the driving configuration information.

12. The method according to claim 11, characterized in that The plurality of motors include a front motor and a rear motor; and determining a distribution ratio among the plurality of motors according to the driving configuration information includes: determining a driving mode of the vehicle according to the driving configuration information; When the driving mode is energy saving and the motor enabling state is dual motor enabled, determining the total recovery efficiency of the front motor and the rear motor at different allocation ratios according to the motor driving efficiency, and using the allocation ratio with the highest total recovery efficiency as the allocation ratio of the front motor and the rear motor; When the driving mode is comfort or sport, a first ratio between the front wheel speed and the rear wheel speed and a second ratio between the front load and the rear load of the vehicle body are obtained, and a distribution ratio between the front motor and the rear motor is determined based on at least one of the first ratio and the second ratio.

13. The method according to claim 11, characterized in that The plurality of motors include a front motor, a rear left motor, and a rear right motor; and determining a distribution ratio among the plurality of motors according to the driving configuration information includes: Obtaining a front-to-rear ratio between the front motor and the rear left motor and the rear right motor according to the driving configuration information; determining a steering direction of the vehicle according to steering wheel angle information, and determining a third ratio between the rear left motor and the rear right motor according to the steering direction; determining a fourth ratio between the rear left motor and the rear right motor according to the road adhesion status of the left and right wheels; determining a left-right ratio between the front motor and the rear motor based on at least one of the third ratio and the fourth ratio; A distribution ratio among the front motor, the rear left motor, and the rear right motor is determined based on the front-to-rear ratio and the left-to-right ratio.

14. The method according to any one of claims 1 to 13, characterized in that: The accelerator pedal of the vehicle controls acceleration and deceleration of the vehicle; and obtaining the vehicle's recovery intensity reference information includes: When a vehicle meets energy recovery conditions, recovery intensity reference information of the vehicle is obtained. The energy recovery conditions include that the accelerator pedal opening of the vehicle is less than an opening threshold, the gear is a driving gear, and the stability control function is not activated.

15. The method according to any one of claims 1 to 13, characterized in that: The accelerator pedal of the vehicle controls the acceleration of the vehicle, and the brake pedal of the vehicle controls the deceleration of the vehicle; and obtaining the vehicle recovery intensity reference information includes: When a vehicle meets an energy recovery condition, recovery intensity reference information of the vehicle is obtained, where the energy recovery condition includes that an accelerator pedal of the vehicle is not depressed, a gear is in a driving gear, and a stability control function is not activated.

16. An energy recovery device, characterized in that: The device comprises: an acquiring unit, configured to acquire recuperation strength reference information of a vehicle, the recuperation strength reference information including driving configuration information of the vehicle and road adhesion of a road on which the vehicle is located; a determining unit, configured to determine a target recycling intensity of the vehicle based on the recycling intensity reference information; The determining unit is further configured to determine a target recovery torque of the vehicle according to the target recovery intensity; The recovery unit is used to recover energy through the target recovery torque.

17. A vehicle, characterized in that: The vehicle includes the energy recovery device according to claim 16 .

18. A computer device, characterized in that: The computer device includes a processor and a memory, wherein the memory stores at least one computer program or instruction, and the at least one computer program or instruction is loaded and executed by the processor so that the computer device implements the method according to any one of claims 1 to 15.

19. A computer-readable storage medium, characterized in that The computer-readable storage medium is used to store program codes executed by a processor, wherein the program codes include instructions for implementing the method according to any one of claims 1 to 15.

20. A computer program product, characterized in that The computer program product comprises: a computer program code, wherein the computer program code is loaded and executed by a computer to enable the computer to implement the method according to any one of claims 1 to 15.

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