Energy recovery control method and device and electronic equipment

Abstract

The invention provides an energy recovery control method and device and electronic equipment, and relates to the field of new energy automobile control. The method comprises the steps that vehicle working condition information is collected in real time, and whether the working condition information is effective or not is judged; if the working condition information is effective, a first target deceleration is set based on the graded working condition information, and in response to operation of the man-machine interaction module, a corresponding energy recovery mode is executed to obtain a second target deceleration; the slip rate of the whole vehicle is monitored in real time, the second target deceleration is adjusted, and third target deceleration is obtained, so that the slip rate is in a preset slip rate interval; and the PI controller is adopted to determine and adjust the recovery torque according to the third target deceleration and the actual deceleration. According to the scheme, the energy recovery efficiency is improved, and the reliability and safety of recovery control under complex and abnormal working conditions are improved.

Description

Technical Field

[0001] The present invention relates to the field of new energy vehicle control technology, and in particular to an energy recovery control method, device and electronic equipment. Background Art

[0002] In the field of new energy vehicles, energy recovery plays a vital role in improving energy efficiency, extending driving range, and reducing energy waste. Patent application publication number US20220097676 discloses a regenerative braking and damping system for hybrid heavy-duty trucks. This system uses a three-dimensional electronic map to predict road load changes, employs high-precision slope measurement to adapt to these changes, dynamically distributes power based on slope and load, achieves non-frictional damping through regenerative braking, adjusts motor output based on battery charge, and adjusts following distance based on vehicle status. However, because this technical solution is primarily optimized for the specific needs of long-distance transportation and energy management, its design lacks sufficient consideration for the diverse scenarios of ordinary passenger vehicles and urban driving. Consequently, it suffers from the following issues: reliance on electronic maps and RTK data can lead to failure in remote areas; high computational requirements for the control strategy lead to high costs and potential delayed response; unstable deceleration under varying slopes and loads; inadequately adjusted strategies for empty and fully loaded states; sensor failures; and a lack of comprehensive emergency response measures under extreme conditions. Summary of the Invention

[0003] The present invention aims to at least solve the technical problems existing in the prior art. To this end, the present invention provides an energy recovery control method in a first aspect, the method comprising:

[0004] Collect vehicle operating condition information in real time and determine whether the operating condition information is valid; the operating condition information includes vehicle speed, slope and load;

[0005] If the operating condition information is valid, the operating condition information is classified, a first target deceleration is set based on the classified operating condition information, and in response to an operation of the human-computer interaction module, a corresponding energy recovery mode is executed to correct the first target deceleration to obtain a second target deceleration; the first target deceleration is an adaptive kinetic energy recovery target deceleration; the energy recovery modes include an economy mode, a sport mode, and a custom mode;

[0006] monitoring the vehicle slip rate in real time, adjusting the second target deceleration, and obtaining a third target deceleration so that the slip rate is within a preset slip rate range;

[0007] A PI controller is used to determine and adjust the recovery torque according to the third target deceleration and the actual deceleration.

[0008] Optionally, before using a PI controller to determine the recovery torque according to the third target deceleration and the actual deceleration and performing the adjustment, the method further includes:

[0009] Determine whether the vehicle is in the coasting energy recovery stage;

[0010] If the vehicle is in the coasting energy recovery phase, the third target deceleration is corrected based on the driver behavior self-learning model and the driver's operation of the brake pedal and the accelerator pedal.

[0011] Optionally, executing the corresponding energy recovery mode to correct the first target deceleration to obtain the second target deceleration includes:

[0012] If the economy mode is executed, the first target deceleration is corrected by using a negative correction value to maximize energy recovery of the vehicle;

[0013] If the motion mode is executed, the first target deceleration is corrected using a positive correction value or the first target deceleration is kept unchanged;

[0014] If the custom mode is executed, the first target deceleration is corrected in response to the recovery intensity level in the human-computer interaction module; the recovery intensity level is customized by the user through the central control screen.

[0015] Optionally, it also includes:

[0016] If the vehicle slip rate is greater than a preset slip rate threshold, the energy recovery torque loading slope and the adaptive kinetic energy recovery torque protection upper limit are reduced.

[0017] Optionally, if the recovery torque is greater than the adaptive kinetic energy recovery torque protection upper limit, the torque protection upper limit is output.

[0018] Optionally, if the actual deceleration is less than the third target deceleration, the PI controller increases the recovery torque; if the actual deceleration is greater than the third target deceleration, the PI controller reduces the recovery torque.

[0019] Optionally, it also includes:

[0020] If the coasting energy recovery phase is entered, the actual deceleration is processed by a first-order low-pass filter; the actual deceleration is calculated by a vehicle speed sensor.

[0021] Optionally, it also includes:

[0022] The ESC status and vehicle speed signal are monitored in real time. If an abnormal state is detected, a backup control strategy is adopted. The backup control strategy is to use a PI controller to determine the recovery torque based on a preset target deceleration and the actual deceleration, while maintaining the preset target deceleration unchanged.

[0023] A second aspect of the present invention provides an energy recovery control device, comprising:

[0024] An information collection unit is used to collect vehicle operating condition information in real time and determine whether the operating condition information is valid; the operating condition information includes vehicle speed, slope and load;

[0025] a first data processing unit, configured to, if the operating condition information is valid, classify the operating condition information, set a first target deceleration based on the classified operating condition information, and, in response to an operation of the human-computer interaction module, execute a corresponding energy recovery mode to correct the first target deceleration to obtain a second target deceleration; the first target deceleration is an adaptive kinetic energy recovery target deceleration; the energy recovery modes include an economy mode, a sport mode, and a custom mode;

[0026] a second data processing unit, configured to monitor the vehicle slip rate in real time, adjust the second target deceleration, and obtain a third target deceleration so that the slip rate is within a preset slip rate range;

[0027] A control unit is used to determine and adjust the recovery torque according to the third target deceleration and the actual deceleration using a PI controller

[0028] The third aspect of the present invention proposes an electronic device, which includes a processor and a memory, wherein the memory stores at least one instruction or at least one program, and the at least one instruction or at least one program is loaded and executed by the processor to implement the energy recovery control method proposed in the first aspect.

[0029] The beneficial effects of an energy recovery control method, device and electronic equipment are as follows: through a control strategy based on vehicle slip rate, before the risk of vehicle instability occurs, the braking and energy recovery strategies of the entire vehicle are actively adjusted to control the wheel slip rate within an optimal range, thereby maximizing tire adhesion and ensuring vehicle driving safety and stability; a driver behavior self-learning model is constructed to achieve personalized adaptation of the recovery strategy, thereby improving driving comfort; driver-defined control is integrated to partially return control rights to the driver, greatly enhancing the flexibility of the system and meeting the diverse needs of users in different driving scenarios; based on the target deceleration, deceleration closed-loop control is implemented, and operating condition information including vehicle speed, slope and load is taken into account during the control process, as well as abnormal state detection and the adoption of backup control strategies, thereby greatly improving the reliability and safety of recovery control in complex driving scenarios and abnormal operating conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 A flow chart of an energy recovery control method provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0031] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0032] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the embodiments of the present disclosure, unless otherwise specified, "multiple" means two or more. In addition, the use of "based on" or "according to" means openness and inclusiveness, because the process, steps, calculations or other actions "based on" or "according to" one or more of the conditions or values ​​may be based on additional conditions or values ​​beyond the stated in practice.

[0033] The embodiment of the present invention provides an energy recovery control method, such as Figure 1 As shown, the method may include the following steps:

[0034] Step 101: Collect vehicle operating condition information in real time and determine whether the operating condition information is valid; the operating condition information includes vehicle speed, slope, and load.

[0035] The control method in an embodiment of the present invention is used in the energy recovery system of a pure electric or hybrid commercial vehicle. Energy recovery includes coasting energy recovery and braking energy recovery. Specifically, valid operating condition information means that the signals collected by the sensors are normal, i.e., these signals are trustworthy. In this embodiment of the present invention, real-time grade can be estimated using the electronic stability control system or transmission control unit. The validity of the vehicle speed signal is determined by collecting speed signals from multiple sources, including the ABS, TCU, and GPS. The main vehicle speed signal is compared with the other signals in real time. The main vehicle speed signal here refers to the speed signal calculated from the transmission output shaft sensor. The vehicle speed is considered valid only if all speed signals from these multiple sources are normal. If any one source has an abnormality, the speed signal is considered invalid. Load information can be estimated using the ESC sensor in combination with the transmission's grade sensor. The vehicle control unit (VCU) receives the data collected by each sensor, executes the control algorithm, and outputs a regenerative torque command.

[0036] Step 102: If the operating condition information is valid, classify the operating condition information, set a first target deceleration based on the classified operating condition information, and execute a corresponding energy recovery mode in response to the operation of the human-computer interaction module to correct the first target deceleration to obtain a second target deceleration; the first target deceleration is an adaptive kinetic energy recovery target deceleration; the energy recovery mode includes an economy mode, a sports mode, and a custom mode.

[0037] In a possible implementation, executing the corresponding energy recovery mode to correct the first target deceleration to obtain the second target deceleration includes:

[0038] If the economy mode is executed, the first target deceleration is corrected by using a negative correction value to maximize energy recovery of the vehicle;

[0039] If the motion mode is executed, the first target deceleration is corrected using a positive correction value or the first target deceleration is kept unchanged;

[0040] If the custom mode is executed, the first target deceleration is corrected in response to the recovery intensity level in the human-computer interaction module; the recovery intensity level is customized by the user through the central control screen.

[0041] The first target deceleration is determined based on vehicle speed, slope, and load. The operating condition information is classified, and the first target deceleration is set based on the classified operating condition information. In the embodiments of the present invention, the target deceleration is adaptive kinetic energy recovery target deceleration. Specifically, first target deceleration tables are established for the no-load, half-load, and full-load states. Different first target decelerations are set in each of these three tables based on different speed and slope ranges. For example, in the no-load state, the current vehicle speed and slope are determined based on the speed and slope ranges corresponding to the current speed and slope in the no-load state table. The first target deceleration can then be obtained by looking up the table.

[0042] The driver can select different energy recovery modes through the human-machine interaction module. The in-vehicle infotainment (IVI) system provides a user interface, allowing the driver to switch between multiple preset energy recovery modes. These modes represent the portion of the overall energy recovery scheme in the embodiments of the present invention that the driver can independently determine based on their needs. After the target deceleration is corrected based on the driver's selected mode, the driver must determine whether to automatically perform the correction based on actual conditions. This multi-mode switching provides the driver with the ability to proactively select the recovery strategy, meeting specific needs in different scenarios. The default mode is Economy mode, meaning that if the driver does not select a specific mode, Economy mode is used. The absolute value of the deceleration correction in Economy mode is greater than that in Sport mode. Economy mode maximizes energy recovery, while Sport mode corrections provide a more similar experience to the throttle-free coasting experience of traditional fuel vehicles. The driver can configure the parameters of the custom mode. In Custom mode, the driver can adjust the recovery intensity within a preset range (from minimum to maximum) using a slider on the vehicle's touchscreen, which is also the central control screen. For example, the driver can set the slider to 80%, at which point the recovery intensity is 80% of the maximum recovery intensity. Based on the mapping relationship, this setting is converted into a specific target acceleration correction value Δa_mode, for example, -0.2 m / s².

[0043] Step 103 : Monitor the vehicle slip rate in real time, adjust the second target deceleration, and obtain a third target deceleration so that the slip rate is within a preset slip rate range.

[0044] In a possible implementation, the method further includes:

[0045] If the vehicle slip rate is greater than a preset slip rate threshold, the energy recovery torque loading slope and the adaptive kinetic energy recovery torque protection upper limit are reduced.

[0046] During vehicle driving, especially in rainy or snowy conditions, when braking or regenerating on icy or slippery roads, excessive braking torque can cause the drive wheels to slip, resulting in a decrease in wheel speed below the vehicle's actual speed. If uncontrolled, this slip can lead to a sharp decrease in tire grip, causing vehicle instability and the risk of drifting or loss of control. Therefore, a vehicle traction control system is required to determine in real time whether the vehicle is at risk of slip or drifting. The core objective of the slip-rate-based target deceleration control strategy in the embodiments of the present invention is to control the wheel slip rate within an optimal range by proactively adjusting the vehicle's braking and regenerating strategies before the risk of vehicle instability occurs, thereby maximizing tire adhesion and ensuring vehicle safety and stability. Specifically, the speed of each wheel is monitored in real time, and the actual vehicle speed is estimated by integrating the wheel speed, the vehicle's lateral acceleration, and other information. The difference between the actual vehicle speed and the wheel speed is calculated, and the ratio of this difference to the vehicle speed is the corresponding wheel slip rate. In this embodiment, when the slip rate of a certain drive wheel is greater than the preset slip rate threshold, the system will determine that there is a risk of slip or drift, and will reduce the target deceleration, the energy recovery torque loading slope and the adaptive kinetic energy recovery torque protection upper limit.

[0047] Step 104 : Using a PI controller to determine and adjust the regenerative torque according to the third target deceleration and the actual deceleration.

[0048] In a possible implementation manner, before using a PI controller to determine and adjust the regenerative torque according to the third target deceleration and the actual deceleration, the method further includes:

[0049] Determine whether the vehicle is in the coasting energy recovery stage;

[0050] If the vehicle is in the coasting energy recovery phase, the third target deceleration is corrected based on the driver behavior self-learning model and the driver's operation of the brake pedal and the accelerator pedal.

[0051] A driver behavior self-learning model is deployed in the VCU. The model is established by analyzing the driver's long-term operating habits, that is, continuously recording and analyzing the driver's operating frequency, pedal opening and time series characteristics of the accelerator pedal and brake pedal, and the model is dynamically updated. The recovery strategy is personalized and fine-tuned through the driver behavior self-learning model to improve the driver's driving comfort and human-machine collaboration. Specifically, the model continuously monitors the driver's operation during the gliding phase. If, in multiple consecutive driving cycles, it is detected that the driver has stepped on the brake pedal multiple times at the end of the adaptive gliding recovery, and the frequency of stepping on the brake pedal at the end of the gliding recovery is greater than the first frequency threshold, and the pedal opening is less than the first opening threshold, then the driver behavior self-learning model determines that the current recovery intensity is too weak for the driver, and therefore generates a negative deceleration correction value Δa_driver to correct the third target deceleration. For example, the deceleration correction value can be set to -0.05m / s 2 , to increase the deceleration during coasting, thereby reducing the driver's reliance on the brake pedal. The moment coasting begins is t0, and t1 is a certain moment after coasting. A time threshold T is preset, and t1 is less than T. For a driver who is accustomed to stepping on the accelerator, if it is detected that the driver steps on the accelerator pedal n times between t0 and t1 after coasting to maintain vehicle speed, where n is greater than the preset number threshold N, the driver behavior self-learning model determines that the current recovery intensity is too strong for this driver, causing the vehicle speed to drop too quickly. Therefore, a positive deceleration correction value Δa_driver is generated to correct the third target deceleration. This deceleration correction value can be set to +0.05m / s 2 , to reduce the deceleration during coasting, make the speed transition smoother, improve the driver's comfort, and reduce unnecessary energy consumption.

[0052] In a possible implementation, the method further includes:

[0053] If the coasting energy recovery phase is entered, the actual deceleration is processed by a first-order low-pass filter; the actual deceleration is calculated by a vehicle speed sensor.

[0054] Specifically, the actual deceleration of the vehicle is calculated by a vehicle speed sensor and processed by a first-order low-pass filter, thereby improving the stability of the data.

[0055] In a possible implementation, if the recovery torque is greater than an adaptive kinetic energy recovery torque protection upper limit, the torque protection upper limit is output.

[0056] In a possible implementation, if the actual deceleration is less than the third target deceleration, the PI controller increases the regeneration torque; if the actual deceleration is greater than the third target deceleration, the PI controller reduces the regeneration torque.

[0057] The PI controller dynamically adjusts the motor recovery torque in real time according to the acceleration error. Specifically, the acceleration error is the difference between the third target deceleration and the actual deceleration. If the actual deceleration is less than the third target deceleration, for example, when the vehicle accelerates when going downhill, the acceleration error is positive, the integral term of the PI controller is accumulated, and the output recovery torque is P1; if the actual deceleration is greater than the third target deceleration, for example, when the vehicle decelerates too quickly when going uphill, the acceleration error is negative, the integral term of the PI controller is reduced, and the output recovery torque is P2, where P is the recovery torque before adjustment, P1 is greater than P, and P is greater than P2. It should be noted that the recovery torque output in the embodiment of the present invention is also subject to the peak power of the motor, the battery charging power, the temperature, and other multiple safety restrictions.

[0058] In a possible implementation, the method further includes:

[0059] The ESC status and vehicle speed signal are monitored in real time. If an abnormal state is detected, a backup control strategy is adopted. The backup control strategy is to use a PI controller to determine the recovery torque based on a preset target deceleration and the actual deceleration, while maintaining the preset target deceleration unchanged.

[0060] Specifically, when the ESC, slope, load, and vehicle speed signals are detected as abnormal, that is, the signals are unreliable, the adaptive control mode based on the deceleration closed loop is immediately exited and the backup control strategy is switched to ensure basic recovery function and driving safety. The backup control strategy is a set of preset open-loop torque control strategies based on the vehicle speed table. When the backup control strategy is used, a fixed target deceleration is directly used in the abnormal state. For example, the fixed target deceleration can be -0.3m / s. 2 .

[0061] It should be noted that to avoid frequent changes in control targets due to signal fluctuations near critical slope and speed points, slope and speed hysteresis thresholds are introduced. The target deceleration is corrected only when the signal change exceeds the hysteresis threshold, ensuring smooth regulation. Hysteresis control improves both smoothness and stability of regulation.

[0062] If the absolute value of the difference between the actual deceleration and the third target deceleration is greater than or equal to the safety threshold for a period exceeding the time threshold M, the closed-loop control is judged to have failed or encountered an extreme working condition, and the regenerative torque will be actively limited to a safe value. For example, the time threshold can be set to 2 seconds and the safety threshold can be set to 1m / s 2 .

[0063] When the driver activates the vehicle's rain and snow mode, the target deceleration of the final output will be automatically reduced and the dynamic change rate of the regenerative torque will be reduced to adapt to low-adhesion coefficient roads and prevent wheel locking and skidding risks.

[0064] In summary, this multi-dimensional collaborative control approach, based on closed-loop control based on target deceleration and integrating a slip rate detection system, driver behavior self-learning, and user customization, transcends the limitations of traditional single-vehicle passive control and establishes an intelligent kinetic energy recovery control system that integrates global optimization, personalized adaptation, active adjustment, and closed-loop feedback. This system decomposes the generation of control targets into a hierarchy of basic calibration and multi-level correction, enabling each system to work together in a modular manner within the core control loop, improving the system's logical clarity, scalability, and robustness. Regardless of slope, speed, or load, the vehicle's deceleration during coasting remains close to the third target deceleration, enhancing driving safety and comfort and adapting to various driving scenarios. By dynamically optimizing the regenerated torque, the system covers over 95% of practical operating conditions, such as mountainous and hilly conditions, significantly improving energy recovery efficiency. On low-adhesion surfaces or when unloaded, it prevents tire slip and ensures safe downhill driving, enhancing safety. By evolving the energy recovery system from an isolated executive unit into an intelligent subsystem capable of learning, thinking, and collaborating, it is a crucial component in achieving high-level autonomous driving and vehicle-infrastructure collaboration, enhancing the overall vehicle intelligence level. In addition, compared with the existing technology that uses multiple complex algorithms and requires new hardware to match, this solution uses a processing method with lower system complexity and is less dependent on the computing power of the processor.

[0065] In an embodiment of the present invention, before the risk of vehicle instability occurs, the wheel slip rate is controlled within an optimal range by actively adjusting the vehicle's braking and energy recovery strategies, thereby maximizing tire adhesion and ensuring vehicle driving safety and stability. A driver behavior self-learning model is constructed to enable the vehicle control strategy to adapt to the driving style of different drivers. Through fine-tuning of the driver-vehicle co-driving, personalized adaptation of the recovery strategy is achieved, thereby improving driving comfort and smoothness and solving the problems of "stiffness" and "unresponsiveness" of traditional recovery systems. Driver-defined control is integrated, partially returning control rights to the driver, greatly enhancing the flexibility of the system and meeting the diverse needs of users in different driving scenarios. Based on the target deceleration, deceleration closed-loop control is implemented. The control process takes into account operating condition information including vehicle speed, slope and load, and through abnormal state detection and the adoption of backup control strategies, the reliability, comfort and safety of recovery control in complex driving scenarios and abnormal operating conditions are greatly improved.

[0066] An embodiment of the present invention further provides an energy recovery control device, the device comprising:

[0067] An information collection unit is used to collect vehicle operating condition information in real time and determine whether the operating condition information is valid; the operating condition information includes vehicle speed, slope and load;

[0068] a first data processing unit, configured to, if the operating condition information is valid, classify the operating condition information, set a first target deceleration based on the classified operating condition information, and, in response to an operation of the human-computer interaction module, execute a corresponding energy recovery mode to correct the first target deceleration to obtain a second target deceleration; the first target deceleration is an adaptive kinetic energy recovery target deceleration; the energy recovery modes include an economy mode, a sport mode, and a custom mode;

[0069] a second data processing unit, configured to monitor the vehicle slip rate in real time, adjust the second target deceleration, and obtain a third target deceleration so that the slip rate is within a preset slip rate range;

[0070] The control unit is configured to determine and adjust the recovery torque according to the third target deceleration and the actual deceleration using a PI controller.

[0071] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the device described above can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0072] In another embodiment provided by the present invention, an electronic device is also provided, which includes a processor and a memory, wherein the memory stores at least one instruction or at least one program, and the at least one instruction or at least one program is loaded and executed by the processor to implement the energy recovery control method proposed in the embodiment of the present invention.

[0073] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions within the technical scope disclosed by the present invention shall be covered by the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be subject to the scope of protection of the claims.

Claims

1. An energy recovery control method, characterized in that: include: Collect vehicle operating condition information in real time and determine whether the operating condition information is valid; the operating condition information includes vehicle speed, slope and load; If the operating condition information is valid, the operating condition information is classified, a first target deceleration is set based on the classified operating condition information, and in response to an operation of the human-computer interaction module, a corresponding energy recovery mode is executed to correct the first target deceleration to obtain a second target deceleration; the first target deceleration is an adaptive kinetic energy recovery target deceleration; the energy recovery modes include an economy mode, a sport mode, and a custom mode; monitoring the vehicle slip rate in real time, adjusting the second target deceleration, and obtaining a third target deceleration so that the slip rate is within a preset slip rate range; A PI controller is used to determine and adjust the recovery torque according to the third target deceleration and the actual deceleration.

2. The energy recovery control method according to claim 1, characterized in that: Before using the PI controller to determine the recovery torque according to the third target deceleration and the actual deceleration and performing the adjustment, the method further includes: Determine whether the vehicle is in the coasting energy recovery stage; If the vehicle is in the coasting energy recovery phase, the third target deceleration is corrected based on the driver behavior self-learning model and the driver's operation of the brake pedal and the accelerator pedal.

3. The energy recovery control method according to claim 1, characterized in that: The executing the corresponding energy recovery mode to correct the first target deceleration to obtain the second target deceleration includes: If the economy mode is executed, the first target deceleration is corrected by using a negative correction value to maximize energy recovery of the vehicle; If the motion mode is executed, the first target deceleration is corrected using a positive correction value or the first target deceleration is kept unchanged; If the custom mode is executed, the first target deceleration is corrected in response to the recovery intensity level in the human-computer interaction module; the recovery intensity level is customized by the user through the central control screen.

4. The energy recovery control method according to claim 1, characterized in that: Also includes: If the vehicle slip rate is greater than a preset slip rate threshold, the energy recovery torque loading slope and the adaptive kinetic energy recovery torque protection upper limit are reduced.

5. The energy recovery control method according to claim 1, characterized in that: If the recovery torque is greater than the adaptive kinetic energy recovery torque protection upper limit, the torque protection upper limit is output.

6. The energy recovery control method according to claim 1, characterized in that: If the actual deceleration is less than the third target deceleration, the PI controller increases the regeneration torque; if the actual deceleration is greater than the third target deceleration, the PI controller decreases the regeneration torque.

7. The energy recovery control method according to claim 1, characterized in that: Also includes: If the coasting energy recovery phase is entered, the actual deceleration is processed by a first-order low-pass filter; The actual deceleration is calculated by a vehicle speed sensor.

8. The energy recovery control method according to claim 1, characterized in that: Also includes: Monitor ESC status and vehicle speed signals in real time, and adopt backup control strategies if abnormal conditions are detected; The backup control strategy is to use a PI controller to determine the recovery torque according to a preset target deceleration and an actual deceleration, and to keep the preset target deceleration unchanged.

9. An energy recovery control device, characterized in that: The device comprises: An information collection unit is used to collect vehicle operating condition information in real time and determine whether the operating condition information is valid; the operating condition information includes vehicle speed, slope and load; a first data processing unit, configured to, if the operating condition information is valid, classify the operating condition information, set a first target deceleration based on the classified operating condition information, and, in response to an operation of the human-computer interaction module, execute a corresponding energy recovery mode to correct the first target deceleration to obtain a second target deceleration; the first target deceleration is an adaptive kinetic energy recovery target deceleration; the energy recovery modes include an economy mode, a sport mode, and a custom mode; a second data processing unit, configured to monitor the vehicle slip rate in real time, adjust the second target deceleration, and obtain a third target deceleration so that the slip rate is within a preset slip rate range; The control unit is configured to determine and adjust the recovery torque according to the third target deceleration and the actual deceleration using a PI controller.

10. An electronic device, characterized in that: The electronic device includes a processor and a memory, wherein the memory stores at least one instruction or at least one program, and the at least one instruction or at least one program is loaded and executed by the processor to implement the energy recovery control method according to any one of claims 1-8.

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