Energy recovery method, device and equipment of hybrid electric vehicle and medium

Abstract

The embodiment of the invention provides an energy recovery method, device and equipment of a hybrid electric vehicle and a medium, and relates to the technical field of hybrid electric vehicle control. The method comprises the steps of obtaining a current slope angle of a vehicle, determining a first correction coefficient according to a slope activation threshold value under the condition that the current slope angle is greater than or equal to the slope activation threshold value, determining an accumulated altitude variation of the vehicle in a historical time window, determining a first reference SOC at least according to the first correction coefficient and the accumulated altitude variation, and controlling the vehicle to perform ramp energy recovery based on the magnitude relationship between the first reference SOC and the current SOC of the vehicle. Through the mode, a larger energy recovery space is reserved, the power potential energy of the vehicle can be more fully recovered through the motor in a long downhill scene, the dependence on mechanical braking is reduced, the safety is guaranteed, the service life of a mechanical braking system is prolonged, the driving flexibility and comfort are improved, and the use experience of a user is improved.

Description

Technical Field

[0001] The present application relates to the field of hybrid vehicle control technology, and in particular to an energy recovery method, device, equipment and medium for a hybrid vehicle. Background Art

[0002] Traditional fuel-powered vehicles can typically only use mechanical braking to decelerate on downhill slopes. Specifically, they can downshift, such as to a lower gear in a manual transmission car or to a low-speed gear (L) in an automatic transmission car, to use engine braking to slow the vehicle and reduce wear on the brake discs. However, electric and hybrid vehicles lack mechanical transmissions and cannot use downshifting mechanical braking to decelerate. Instead, they often use the rotation of the wheels to drive the motor to generate reverse power, converting the potential energy of the downhill slope into kinetic energy. The motor then generates reverse torque, slowing the vehicle and recovering energy. However, this method is often limited by fixed control logic, triggered by the SOC (State of Charge) reaching a threshold or the vehicle speed reaching a threshold when descending a slope. It cannot dynamically adjust torque distribution based on the slope of the vehicle. This makes it difficult to maximize energy recovery on long downhill slopes. Furthermore, frequent use of mechanical braking can cause the brake discs to heat up, leading to a decrease in braking force or even failure.

[0003] Therefore, an energy recovery method for hybrid vehicles in downhill scenarios needs to be proposed. Summary of the Invention

[0004] Based on the above technical problems, the embodiments of the present application provide a method, device, equipment and medium for energy recovery of a hybrid vehicle, aiming to recover energy of a hybrid vehicle in a downhill scenario.

[0005] A first aspect of an embodiment of the present application provides an energy recovery method for a hybrid vehicle, the method comprising:

[0006] Get the current slope angle of the vehicle;

[0007] determining a first correction coefficient according to the slope activation threshold when the current slope angle is greater than or equal to the slope activation threshold;

[0008] Determining a cumulative altitude change of the vehicle within a historical time window;

[0009] determining a first reference SOC based at least on the first correction coefficient and the accumulated altitude change;

[0010] Based on the magnitude relationship between the first reference SOC and the current SOC of the vehicle, the vehicle is controlled to perform hill-drift energy recovery.

[0011] Optionally, determining a first correction coefficient according to the slope activation threshold includes:

[0012] determining a slope response gain coefficient according to the slope activation threshold, wherein when the slope activation threshold is within a target slope threshold range, the slope response gain coefficient is proportional to the slope activation threshold;

[0013] A first correction coefficient is determined according to the slope response gain coefficient and the altitude change rate. There is a nonlinear relationship between the slope response gain coefficient and the first correction coefficient. The first correction coefficient increases as the slope response gain coefficient increases.

[0014] Optionally, determining the cumulative altitude change of the vehicle within a historical time window includes:

[0015] Obtaining a desired deceleration set by a user, where the desired deceleration is the deceleration that the user desires the vehicle to maintain when traveling downhill;

[0016] determining a target duration according to the expected deceleration, wherein the target duration increases as the expected deceleration increases;

[0017] Determining the historical time window according to the target duration and the current time;

[0018] The altitude change of the vehicle within the historical time window is accumulated to obtain the accumulated altitude change.

[0019] Optionally, the method further includes:

[0020] Obtaining a load factor of the vehicle, where the load factor is determined based on a current load of the vehicle;

[0021] Determining a first reference SOC based on at least the first correction coefficient and the accumulated altitude change includes:

[0022] Correcting the accumulated altitude change using the first correction coefficient to obtain a corrected accumulated altitude change;

[0023] Correcting the current altitude of the vehicle and the corrected cumulative altitude change using the load factor to obtain a corrected altitude;

[0024] A first reference SOC is obtained according to the corrected altitude.

[0025] Optionally, controlling the vehicle to perform hill-drivage energy recovery based on a magnitude relationship between the first reference SOC and a current SOC of the vehicle includes:

[0026] determining a target deceleration according to the current slope angle when the current SOC is less than a preset proportion of the first reference SOC;

[0027] The motor of the vehicle is controlled to operate at a reverse drag torque corresponding to the target deceleration to achieve hill-drift energy recovery.

[0028] Optionally, controlling the vehicle to perform hill-drivage energy recovery based on a magnitude relationship between the first reference SOC and a current SOC of the vehicle includes:

[0029] When the current SOC is greater than or equal to a preset ratio of the first reference SOC, determining a target deceleration based on the first reference SOC and a desired deceleration set by a user, the desired deceleration being a deceleration that the user desires the vehicle to maintain when traveling downhill;

[0030] controlling the motor of the vehicle to operate at a reverse drag torque corresponding to the target deceleration to achieve hill-drift energy recovery;

[0031] Also includes:

[0032] When the current SOC is greater than or equal to a preset ratio of the first reference SOC, an electronic braking system (EBS) of the vehicle is controlled to output a first mechanical braking force corresponding to a difference between the desired deceleration and the target deceleration.

[0033] Optionally, the method further includes:

[0034] When the current slope angle is less than the slope activation threshold, determining whether to start hill energy recovery based on a preset reference SOC;

[0035] The preset reference SOC is greater than the first reference SOC.

[0036] A second aspect of an embodiment of the present application provides an energy recovery device for a hybrid vehicle, the device comprising:

[0037] The current slope angle acquisition module is used to obtain the current slope angle of the vehicle;

[0038] a first correction coefficient determination module, configured to determine a first correction coefficient according to the slope activation threshold when the current slope angle is greater than or equal to the slope activation threshold;

[0039] a cumulative altitude change determination module, configured to determine a cumulative altitude change of the vehicle within a historical time window;

[0040] a first reference SOC determining module, configured to determine a first reference SOC based at least on the first correction coefficient and the accumulated altitude change;

[0041] An energy recovery control module is used to control the vehicle to perform hill-drivage energy recovery based on a magnitude relationship between the first reference SOC and the current SOC of the vehicle.

[0042] Optionally, the first correction coefficient determination module includes:

[0043] a slope response gain coefficient determination submodule, configured to determine a slope response gain coefficient according to the slope activation threshold, wherein when the slope activation threshold is within a target slope threshold range, the slope response gain coefficient is proportional to the slope activation threshold;

[0044] The first correction coefficient determination submodule is used to determine a first correction coefficient according to the slope response gain coefficient and the altitude change rate. There is a nonlinear relationship between the slope response gain coefficient and the first correction coefficient. The first correction coefficient increases as the slope response gain coefficient increases.

[0045] Optionally, the cumulative altitude change determination module includes:

[0046] An expected deceleration acquisition submodule is used to acquire an expected deceleration set by a user, where the expected deceleration is the deceleration that the user expects the vehicle to maintain when going downhill;

[0047] a target duration determination submodule, configured to determine a target duration according to the expected deceleration, wherein the target duration increases as the expected deceleration increases;

[0048] A historical time window determination submodule, configured to determine the historical time window according to the target duration and the current time;

[0049] The accumulated altitude change determination submodule is configured to accumulate the altitude change of the vehicle within the historical time window to obtain the accumulated altitude change.

[0050] Optionally, the energy recovery device of the hybrid vehicle further includes:

[0051] A load factor acquisition module, configured to acquire a load factor of the vehicle, wherein the load factor is determined according to a current load of the vehicle;

[0052] Determining a first reference SOC based on at least the first correction coefficient and the accumulated altitude change includes:

[0053] a corrected cumulative altitude change determination submodule, configured to correct the cumulative altitude change using the first correction coefficient to obtain a corrected cumulative altitude change;

[0054] a corrected altitude determination submodule, configured to correct the vehicle's current altitude and the corrected cumulative altitude change using the load factor to obtain a corrected altitude;

[0055] The first reference SOC determination submodule is configured to obtain a first reference SOC according to the corrected altitude.

[0056] Optionally, the energy recovery control module includes:

[0057] a target deceleration determination submodule, configured to determine a target deceleration according to the current slope angle when the current SOC is less than a preset proportion of the first reference SOC;

[0058] The motor control submodule is used to control the motor of the vehicle to operate at the reverse torque corresponding to the target deceleration to achieve hill energy recovery.

[0059] Optionally, the energy recovery control module includes:

[0060] a target deceleration determination submodule, configured to determine a target deceleration based on the first reference SOC and a desired deceleration set by a user when the current SOC is greater than or equal to a preset proportion of the first reference SOC, the desired deceleration being a deceleration that the user desires the vehicle to maintain when descending a slope;

[0061] a motor control submodule, configured to control the motor of the vehicle to operate at a reverse drag torque corresponding to the target deceleration to achieve hill-speed energy recovery;

[0062] Also includes:

[0063] an electronic braking system control submodule, configured to control the electronic braking system (EBS) of the vehicle to output a first mechanical braking force corresponding to a difference between the desired deceleration and the target deceleration when the current SOC is greater than or equal to a preset ratio of the first reference SOC.

[0064] Optionally, the energy recovery device of the hybrid vehicle further includes:

[0065] The energy recovery start determination module is used to determine whether to start hill energy recovery based on a preset reference SOC when the current slope angle is less than the slope activation threshold; the preset reference SOC is greater than the first reference SOC.

[0066] A third aspect of an embodiment of the present application provides an electronic device, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the computer program is executed by the processor, the energy recovery method for a hybrid vehicle according to the first aspect of the embodiment of the present application is implemented.

[0067] A fourth aspect of an embodiment of the present application provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the energy recovery method for a hybrid vehicle according to the first aspect of the embodiment of the present application is implemented.

[0068] A fifth aspect of the embodiments of the present application provides a computer program product, including a computer program, which, when executed by a processor, implements the energy recovery method for a hybrid vehicle of the first aspect of the embodiments of the present application.

[0069] The energy recovery method for a hybrid vehicle according to an embodiment of the present application first obtains the current slope angle of the vehicle. When the current slope angle is greater than or equal to a slope activation threshold, a first correction coefficient is determined based on the slope activation threshold. Then, a cumulative altitude change of the vehicle within a historical time window is determined. Then, a first reference SOC is determined based on at least the first correction coefficient and the cumulative altitude change. Finally, based on the relationship between the first reference SOC and the current SOC of the vehicle, the vehicle is controlled to perform hill energy recovery.

[0070] In the present application, unlike a fixed control logic, the energy recovery method for a hybrid vehicle proposed in the present application is adopted when the slope angle reaches an activation threshold. By setting a first reference SOC, a larger energy recovery space is reserved in the power battery of the hybrid vehicle. When facing a long downhill scenario, the vehicle's kinetic potential energy can be more fully recovered through the electric motor, and the reliance on mechanical braking can be reduced. At the same time, the frequency and intensity of use of the mechanical braking system can be significantly reduced, effectively controlling brake disc problems, ensuring safety while also extending the service life of the mechanical braking system. Moreover, based on the cumulative altitude change within a historical time window, a certain predictive capability can be obtained, allowing the system to perceive and respond to long downhill scenarios in advance. By dynamically adjusting the energy recovery strategy, the defect that the fixed recovery strategy cannot adapt to variable slope road conditions can be overcome. By customizing the slope activation threshold and the expected deceleration, driving flexibility and comfort can be improved, thereby enhancing the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0071] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments of the present application. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0072] Figure 1 This is a flow chart of an energy recovery method for a hybrid vehicle proposed in one embodiment of the present application;

[0073] Figure 2 This is a schematic diagram of an energy recovery process for a hybrid vehicle proposed in one embodiment of the present application;

[0074] Figure 3 This is a SOC closed-loop schematic diagram proposed in one embodiment of the present application;

[0075] Figure 4 This is a logic diagram of an energy recovery method for a hybrid vehicle proposed in one embodiment of the present application;

[0076] Figure 5 This is a schematic diagram of feedback suppression logic for an energy recovery method for a hybrid vehicle proposed in one embodiment of the present application;

[0077] Figure 6 This is a structural block diagram of an energy recovery device for a hybrid vehicle proposed in one embodiment of the present application;

[0078] Figure 7 This is a schematic diagram of an electronic device proposed in one embodiment of the present application. DETAILED DESCRIPTION

[0079] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0080] In the drawings, the sizes of components, layer thicknesses, or regions may be exaggerated for clarity. Therefore, any implementation of the present disclosure is not necessarily limited to the dimensions shown in the drawings, and the shapes and sizes of components in the drawings do not reflect true proportions. Furthermore, the drawings schematically illustrate idealized examples, and any implementation of the present disclosure is not limited to the shapes or values ​​shown in the drawings.

[0081] In related technologies, when hybrid vehicles and electric vehicles are driving downhill, they generate electricity through reverse dragging of the motor, and recover energy while the vehicle is decelerating. However, the energy recovery strategy is usually triggered when the vehicle's SOC reaches a fixed threshold or the vehicle speed reaches a fixed threshold. When dealing with long downhill scenarios, this method often results in the vehicle's SOC reaching a very high value, but it is still in a downhill scenario. At this time, due to insufficient rechargeable capacity in the power battery, deceleration can only be achieved through mechanical braking, which not only wastes resources, but the frequent use of mechanical braking will cause the brake disc temperature to rise, causing the braking force to decline or even fail, affecting the user's braking safety.

[0082] Therefore, in order to at least partially solve one or more of the above-mentioned problems and other potential problems, the embodiments of the present application propose an energy recovery method for a hybrid vehicle, which can not only reserve energy recovery space in the power battery of the hybrid vehicle based on the user's active settings, but also significantly reduce the frequency and intensity of the use of the mechanical braking system.

[0083] Please refer to the Figure 1 , Figure 1 This is a flow chart of a method for energy recovery of a hybrid vehicle proposed in one embodiment of the present application. Figure 1 As shown, the method may include steps S101 to S105:

[0084] Step S101: obtaining the current slope angle of the vehicle;

[0085] Step S102: When the current slope angle is greater than or equal to a slope activation threshold, determining a first correction coefficient according to the slope activation threshold;

[0086] Step S103: determining the cumulative altitude change of the vehicle within the historical time window;

[0087] Step S104: determining a first reference SOC based at least on the first correction coefficient and the accumulated altitude change;

[0088] Step S105: Based on the relationship between the first reference SOC and the current SOC of the vehicle, controlling the vehicle to perform hill-drivage energy recovery.

[0089] In an embodiment of the present application, while the hybrid vehicle is traveling, the current slope angle of the road on which the vehicle is located is obtained. When the current slope angle is greater than or equal to a slope activation threshold set by the user, a first correction coefficient is determined based on the slope activation threshold. The first correction coefficient reflects the user's level of concern about terrain changes. At the same time, it is also necessary to determine the cumulative altitude change within the historical time window that the vehicle has traveled. The cumulative altitude change reflects the degree of terrain change of the road section on which the vehicle is traveling. By using a first correction coefficient to correct the vehicle's cumulative altitude change and determining the corrected cumulative altitude change, the first reference SOC is dynamically determined, taking into account the user's attention to terrain changes and the cumulative altitude change within a historical time window. The first reference SOC is a reference value for determining the charge level of the hybrid vehicle's power battery. Typically, a preset reference SOC is used for the charge level of the hybrid vehicle's power battery, but the preset reference SOC cannot be dynamically adjusted based on terrain changes. As a result, as described above, in downhill scenarios, charging the power battery too early based on the preset reference SOC can result in the power battery being already high or even saturated before the downhill slope is complete, leaving insufficient chargeable capacity and requiring mechanical braking for deceleration. Therefore, in this application, a lower first reference SOC is determined to replace the hybrid vehicle's original preset reference SOC. By comparing the hybrid vehicle's current SOC with the first reference SOC, the vehicle's hill energy recovery strategy is determined.

[0090] In this application, because the first reference SOC is calculated based on at least the first correction coefficient and the accumulated altitude change, it serves as a dynamically changing reference value that better reflects the current state of charge in the vehicle's power battery. When navigating long downhill slopes, a first reference SOC that is lower than the original preset reference SOC can create greater energy recovery capacity, allowing the hybrid vehicle's power battery to reserve more capacity for hillside energy recovery. This allows the vehicle's gravitational potential energy to be recovered more fully and for a longer period of time through motor reverse braking, reducing reliance on mechanical braking. Furthermore, by more fully utilizing the motor's braking force, the vehicle's reliance on the mechanical braking system can be reduced, reducing the frequency and intensity of use, thereby effectively controlling the temperature of the mechanical braking system and ensuring braking safety.

[0091] Step S101: Acquire the current slope angle of the vehicle.

[0092] In an embodiment of the present application, the current slope angle of the road section on which the hybrid vehicle is traveling is obtained to determine the road condition of the vehicle, that is, whether it is traveling on a slope. Specifically, to determine the current slope angle, the present application proposes a method for dynamically calculating the current slope angle by fusing a slope sensor with GPS (Global Positioning System) elevation data. Since the slope sensor indirectly infers the slope by detecting the vehicle's pitch angle, it may be affected by factors such as vehicle acceleration and sensor resolution. Therefore, by combining GPS elevation data, the slope of the vehicle is calculated based on the change in altitude and the vehicle's horizontal displacement, thereby avoiding interference from the vehicle's own movement. By combining the actual measured value of the slope sensor with the GPS elevation data, not only can the GPS elevation data be used to compensate for the error in the actual measured value of the sensor, but the high-frequency measurement signal of the sensor can also be used to compensate for the delay caused by the low-frequency signal of the GPS elevation data, thereby determining a more accurate current slope angle of the vehicle.

[0093] In an optional embodiment, the process of calculating the slope angle using GPS elevation data in the present application can be shown as follows:

[0094]

[0095] Where α(t) is the slope angle, h(t) is the current altitude, Δt is the data sampling interval, t-Δt is the previous moment whose time interval from the current moment is the data sampling interval, and v(t) is the vehicle longitudinal velocity.

[0096] Step S102: When the current slope angle is greater than or equal to the slope activation threshold, determine a first correction coefficient according to the slope activation threshold.

[0097] In the embodiments of the present application, unlike the related art method of determining whether to perform energy recuperation based on a fixed, preset reference SOC, a user-set slope activation threshold is used to selectively determine when to initiate hillside energy recuperation. Specifically, when the current slope angle is greater than or equal to the user-set slope activation threshold, the vehicle is determined to be driving on a slope and energy recuperation needs to be controlled using the method of the present application, thus avoiding unnecessary intervention on gentler slopes. Furthermore, the user-set slope activation threshold in the present application is associated with a first correction coefficient. The first correction coefficient is determined based on the slope activation threshold, allowing for user-defined adjustments when responding to slopes of varying degrees. This allows users to customize their driving experience based on their personal preferences and road conditions.

[0098] Step S103: Determine the cumulative altitude change of the vehicle within the historical time window.

[0099] In the embodiment of the present application, while determining the first correction coefficient, it is also necessary to determine the vehicle's cumulative altitude change within the historical event window. This cumulative altitude change is a core indicator for long slope prediction, reflecting the slope trend and historical cumulative altitude changes, thereby enabling predictions and judgments for subsequent driving scenarios. Furthermore, an advance correction strategy can be implemented based on the cumulative altitude change, allowing the vehicle to proactively perceive and respond to long, continuous downhill slopes, further improving energy recovery and vehicle safety. In an optional embodiment, the cumulative altitude change within the historical time window can be used for judgment. For example, if the vehicle's cumulative altitude change exceeds 80 meters within the past 45 seconds, this represents the average altitude drop for a continuous downhill section on a typical mountain highway in my country. At this point, an SOC advance correction strategy can be initiated to perform hillside energy recovery for the vehicle by determining a first reference SOC.

[0100] Step S104: determining a first reference SOC based at least on the first correction coefficient and the accumulated altitude change.

[0101] In an embodiment of the present application, after determining the first correction coefficient and the cumulative altitude change, the first reference SOC of the vehicle can be determined based on at least the values ​​of the two. The first reference SOC is a threshold value that is smaller than the preset reference SOC, so that when the vehicle is driving on a slope, more space can be reserved for energy recovery, thereby achieving the effect of improving the energy recovery efficiency on the slope.

[0102] Step S105: Based on the relationship between the first reference SOC and the current SOC of the vehicle, controlling the vehicle to perform hill-drivage energy recovery.

[0103] In an embodiment of the present application, after determining the first reference SOC, the vehicle can be controlled to perform slope energy recovery based on the size relationship between the first reference SOC and the current SOC of the vehicle. Specifically, when the current SOC of the vehicle is small, the remaining capacity of the SOC is relatively sufficient, and energy recovery can be performed to the maximum extent through motor reverse drag, minimizing the need for mechanical braking. When the current SOC of the vehicle is large, the remaining capacity of the SOC is small, and energy recovery can be limited, and the vehicle can be decelerated through mechanical braking.

[0104] In combination with the above embodiments, in one implementation, the present application further provides an energy recovery method for a hybrid vehicle, which determines a first correction coefficient according to the slope activation threshold, specifically including the following contents:

[0105] Firstly, a slope response gain coefficient is determined according to the slope activation threshold value, the slope response gain coefficient being proportional to the slope activation threshold value when the slope activation threshold value is within a target slope threshold value range.

[0106] In the embodiments of the present application, in the process of determining the first correction coefficient according to the slope activation threshold value, firstly, a slope response gain coefficient can be determined according to the slope activation threshold value. Since the slope activation threshold value is a value defined by the user according to requirements, it can be converted into an objective parameter corresponding to the degree of aggressiveness of the vehicle in responding to the change in terrain, i.e., the slope response gain coefficient, by judging the range in which it is located. In an optional embodiment, the slope response gain coefficient can be determined by the following formula:

[0107]

[0108] wherein α0 is the slope activation threshold value set by the user, and γ is the slope response gain coefficient. As can be seen from the formula, when the slope activation threshold value set by the user is not greater than 3%, the slope response gain coefficient is determined to be 0.2, when the slope activation threshold value is greater than 3% and not greater than 8%, the slope response gain coefficient is proportional to the slope activation threshold value, and when the slope activation threshold value is greater than 8%, the slope response gain coefficient is determined to be 0.7. By determining different slope response gain coefficients for different slope activation threshold values set by the user, the user can obtain a more personalized driving experience, and the corresponding relationship between the specific slope activation threshold value and the slope response gain coefficient can be adjusted according to the actual situation of the vehicle.

[0109] Then, a first correction coefficient is determined according to the slope response gain coefficient and an altitude change rate, the slope response gain coefficient and the first correction coefficient being in a non-linear relationship, and the first correction coefficient increasing with the increase of the slope response gain coefficient.

[0110] In the embodiments of the present application, after the slope response gain coefficient is determined according to the slope activation threshold value, the first correction coefficient can be determined according to the slope response gain coefficient and the altitude change rate, wherein the altitude change rate is the change amount of the altitude in a unit of time. The slope response gain coefficient and the first correction coefficient are in a non-linear relationship, but the first correction coefficient increases with the increase of the slope response gain coefficient, so that the greater the slope activation threshold value set by the user, the greater the slope response gain coefficient, and the more aggressive the response of the first correction coefficient, realizing the effect that the more the user pays attention to the change in terrain, the earlier the vehicle makes a coordinated control for energy recovery preparation. In an optional embodiment, the first correction coefficient can be determined by the following formula:

[0111] ξ(t)=1-e -γ·∣dh / dt∣ (γ=0.2~0.7)

[0112] wherein, ξ(t) is a first correction coefficient, γ is a slope response gain coefficient, dh / dt is an altitude change rate, and it can be seen from the formula that when the altitude change rate increases, the current slope angle will also increase accordingly, and then the slope activation threshold is reached, and the first correction coefficient will also increase exponentially due to the increase of the slope, thereby affecting the first reference SOC, so that the first reference SOC is rapidly reduced, thereby reserving more energy recovery space.

[0113] In combination with the above embodiments, in an implementation manner, the present application further provides an energy recovery method of a hybrid vehicle, determining a cumulative altitude change amount of the vehicle in a historical time window, specifically comprising the following contents:

[0114] Firstly, an expected deceleration set by a user is obtained, the expected deceleration being a deceleration that the user expects the vehicle to maintain when descending a slope.

[0115] In the present application, when determining the cumulative altitude change amount of the vehicle in the historical time window, firstly, the expected deceleration set by the user can be obtained, the expected deceleration being a deceleration that the user expects the vehicle to maintain when descending a slope, and through the active setting of the user, the control of the energy recovery of the vehicle during the slope driving process can be further performed according to the driving habit of the user.

[0116] Then, a target time length is determined according to the expected deceleration, the target time length increasing with the increase of the expected deceleration.

[0117] In the present application, after the user sets the expected deceleration, the target time length can be determined according to the expected deceleration set by the user, the target time length being a time scale that converts the demand of the user for the deceleration into the memory of the vehicle for the terrain, and the target time length increases with the increase of the expected deceleration. In an optional embodiment, the target time length can be determined by the following formula:

[0118] T = 30 + 15 · (a0 / 0.3) 2

[0119] wherein, T is the target time length, and a0 is the expected deceleration.

[0120] Then, the historical time window is determined according to the target time length and the current time.

[0121] In the present application, as described above, the first reference SOC can be determined according to the cumulative altitude change amount of the vehicle in the historical time window, wherein the determination of the historical time window is to select a past time period as the historical time window with the current time as the starting point, and the time length of the past time period is the target time length determined according to the expected deceleration.

[0122] Finally, the altitude change of the vehicle within the historical time window is accumulated to obtain the accumulated altitude change.

[0123] In the embodiment of the present application, the altitude change of the vehicle in the historical time window is accumulated to obtain the cumulative altitude change, which reflects the severity of the altitude change in the historical time window. In an optional embodiment, the cumulative altitude change can be determined by the following formula:

[0124]

[0125] Where History_Weight is the cumulative altitude change, T is the target duration, dh / dt is the altitude change rate, t is the current time, and τ is the integral time variable, which is the integral variable in the time dimension and the independent variable of the integral operation.

[0126] In combination with the above embodiments, in one implementation, the present application further provides an energy recovery method for a hybrid vehicle, which specifically includes the following contents:

[0127] First, a load factor of the vehicle is obtained, where the load factor is determined according to the current load of the vehicle.

[0128] In the embodiment of the present application, another factor that can be considered in controlling vehicle energy recovery is the vehicle's weight. In this application, the vehicle's load condition is reflected by a load factor. The load factor is determined based on the vehicle's current load. The purpose is to reflect the relationship between the vehicle's current actual load and the vehicle's baseline load, and to quantify the impact of load changes on energy recovery requirements. In an optional embodiment, the load factor can be determined using the following formula:

[0129]

[0130] Among them, κ(t) is the vehicle load factor, mactual is the vehicle's real-time load, and mbase is the vehicle's base load.

[0131] Determining a first reference SOC based on at least the first correction coefficient and the accumulated altitude change includes:

[0132] The accumulated altitude change is corrected using the first correction coefficient to obtain a corrected accumulated altitude change.

[0133] In the embodiment of the present application, in the process of determining the first reference SOC using the first correction coefficient and the cumulative altitude change, the first correction coefficient can first be used to correct the cumulative altitude change to obtain a corrected cumulative altitude change. In this way, combined with the slope activation threshold and expected deceleration set by the user, the severity of the altitude change based on the user's perception of the terrain change can be reflected.

[0134] The current altitude of the vehicle and the corrected cumulative altitude change are corrected using the load factor to obtain a corrected altitude.

[0135] In an embodiment of the present application, after determining the corrected cumulative altitude change and the load factor, the current altitude of the vehicle and the corrected cumulative altitude change can be corrected by the load factor to obtain the corrected altitude. Therefore, when considering the first reference SOC, the load factor and the first correction coefficient can be used to jointly amplify the correction amount of the SOC, thereby determining a first reference SOC that is more in line with actual conditions and user needs.

[0136] Finally, a first reference SOC is obtained according to the corrected altitude.

[0137] In the embodiment of the present application, after determining the corrected altitude, the first reference SOC can be determined based on the corrected altitude and the vehicle's SOC capacity. The first reference SOC is an SOC reference value obtained by combining the first correction coefficient, the cumulative altitude change, and the load factor. It is a dynamically generated SOC reference target that is lower than the original preset reference SOC based on the real-time slope, load, slope change trend, and historical cumulative changes. It can better guide the vehicle's energy recovery based on the user's needs and the terrain scenario in which the vehicle is currently located, providing a larger energy recovery space for the motor while avoiding premature restriction of recovery due to excessive power in the power battery. In an optional embodiment, the first reference SOC can be determined by the following formula:

[0138] SOCref(t)=SOCbase-β·κ(t)·[h(t)+ξ(t)·History_Weight]

[0139] Among them, SOCref(t) is the first reference SOC, SOCbase is the benchmark SOC reference value, that is, the benchmark charging upper limit of the power battery, β is the SOC correction reference coefficient, which reflects the correction intensity coefficient of the SOC reference value per unit altitude change, κ(t) is the load factor, h(t) is the current altitude, ξ(t) is the first correction coefficient, and History_Weight is the cumulative altitude change.

[0140] In combination with the above embodiments, in one implementation, the present application further provides an energy recovery method for a hybrid vehicle, which controls the vehicle to perform hill energy recovery based on a magnitude relationship between the first reference SOC and the current SOC of the vehicle, and specifically includes the following:

[0141] First, when the current SOC is less than a preset proportion of the first reference SOC, a target deceleration is determined according to the current slope angle.

[0142] In an embodiment of the present application, after determining a first reference SOC, the energy recovery strategy can be determined based on the vehicle's current SOC. Specifically, by comparing the current SOC of the vehicle with a preset ratio of the first reference SOC, when the current SOC is low, deceleration is maximized through motor reverse power generation, achieving maximum energy recovery and minimizing the need for mechanical braking. When the current SOC is high, the degree of energy recovery is reduced, while mechanical braking assists deceleration. In the energy recovery method proposed in this application, when the vehicle's current SOC is less than a preset ratio of the first reference SOC, a target deceleration rate can be determined based on the current slope angle. The target deceleration rate is the deceleration rate used to determine the degree of motor reverse power generation. In this case, the target deceleration rate is set to the natural deceleration that the vehicle can achieve on a slope at the current slope angle, relying solely on rolling resistance and a preset compensation term. This target deceleration rate is close to the maximum safe capacity, maximizing the motor reverse power generation torque while ensuring safety, while minimizing the need for mechanical braking. Specifically, in an optional embodiment, when the current SOC is less than 80% of the first reference SOC, it can be determined that the current SOC is low, and energy recovery can be maximized by reverse power generation through the motor. The target deceleration can be determined by the following formula:

[0143] atarget=g·sinα-μgcosα-k·vSOCactual<0.8·SOCref(t)

[0144] Where atarget is the target deceleration, g is the acceleration due to gravity, α is the current slope angle, μ is the tire rolling resistance coefficient, k is the vehicle speed compensation factor, v is the current vehicle speed, SOCactual is the current SOC, and SOCref(t) is the first reference SOC.

[0145] Then, the motor of the vehicle is controlled to operate at a reverse drag torque corresponding to the target deceleration to achieve hill-drift energy recovery.

[0146] In the embodiment of the present application, after determining the target deceleration, the vehicle's motor can be controlled to reverse the deceleration according to the target deceleration, thereby achieving energy recovery. In an optional embodiment, the reverse torque can be determined by the following formula:

[0147]

[0148] Where Tmotor(t) is the motor's back-drag torque, λ is the torque smoothing filter coefficient, m is the vehicle mass, atarget is the target deceleration, r is the wheel rolling radius, i0 is the transmission system ratio, and η is the transmission efficiency.

[0149] In combination with the above embodiments, in one implementation, the present application further provides an energy recovery method for a hybrid vehicle, which controls the vehicle to perform hill energy recovery based on a magnitude relationship between the first reference SOC and the current SOC of the vehicle, and specifically includes the following:

[0150] First, when the current SOC is greater than or equal to a preset ratio of the first reference SOC, a target deceleration is determined based on the first reference SOC and an expected deceleration set by a user, where the expected deceleration is the deceleration that the user expects the vehicle to maintain when going downhill.

[0151] In an embodiment of the present application, when the current SOC is greater than or equal to a preset ratio of the first reference SOC, it is considered that the power battery has sufficient charge and the battery's regenerative capacity is limited. Therefore, to prevent battery overcharging, the intensity of energy recovery can be proportionally limited. By scaling the user-set desired deceleration based on the relationship between the first reference SOC and the total SOC, a smoother target deceleration is obtained for controlling motor reverse braking. Specifically, in an optional embodiment, when the current SOC is greater than or equal to 80% of the first reference SOC, the current SOC can be determined to be high, and deceleration can be combined with motor reverse braking and mechanical braking. The target deceleration used to determine the energy recovery intensity can be determined using the following formula:

[0152]

[0153] Where atarget is the target deceleration, a0 is the expected deceleration, SOCref(t) is the first reference SOC, SOCbase is the base SOC reference value, and SOCactual is the current SOC.

[0154] Then, the motor of the vehicle is controlled to operate at a reverse drag torque corresponding to the target deceleration to achieve hill-drift energy recovery.

[0155] In the embodiment of the present application, as described above, after the target deceleration is determined, the vehicle's motor can be controlled to reverse according to the target deceleration, thereby achieving energy recovery.

[0156] Among them, also include:

[0157] When the current SOC is greater than or equal to a preset ratio of the first reference SOC, an electronic braking system (EBS) of the vehicle is controlled to output a first mechanical braking force corresponding to a difference between the desired deceleration and the target deceleration.

[0158] In an embodiment of the present application, when the current SOC is large, the energy recovery degree of the vehicle is scaled proportionally. However, in order to meet the desired deceleration set by the driver, deceleration can be performed by mechanical braking. Specifically, the vehicle's braking system EBS (Electronic Brake Systems) is controlled to output a first mechanical braking force. Through mechanical braking, the difference between the desired deceleration and the target deceleration is compensated, thereby ensuring the safety of the vehicle on downhill sections.

[0159] In combination with the above embodiments, in one implementation, the present application further provides an energy recovery method for a hybrid vehicle, which specifically includes the following contents:

[0160] When the current slope angle is less than the slope activation threshold, whether to start hill energy recovery is determined based on a preset reference SOC; wherein the preset reference SOC is greater than the first reference SOC.

[0161] In addition to the various situations described above, in this embodiment of the present application, there is also a situation where the current slope angle is relatively small and does not reach the slope activation threshold set by the user. In this case, the vehicle is determined to be traveling on a road section with a relatively gentle slope. In this case, due to the relatively gentle slope, the energy that can be recovered is also reduced. Therefore, it is not necessary to control the vehicle's energy recovery according to the first reference SOC. The vehicle's original preset SOC can meet the requirements of normal driving and energy recovery. The preset reference SOC can be a fixed value that is greater than the first reference SOC and is not affected by the first correction coefficient and the accumulated altitude change.

[0162] In an optional embodiment, the specific implementation process of the hybrid vehicle energy recovery method proposed in this application can be referred to Figure 2 , Figure 2This is a schematic diagram of the energy recovery process of a hybrid vehicle proposed in one embodiment of the present application. As shown in the figure, the driver sets the slope activation threshold and the desired deceleration through the operation interface and sends them to the VCU (Vehicle Control Unit) decision layer. When it is determined that the slope angle of the road section on which the vehicle is traveling is greater than or equal to the slope activation threshold, a first reference SOC is determined to execute the SOC correction closed loop, and a target deceleration model is determined based on the first reference SOC and the current SOC. According to the determined target deceleration, the VCU execution layer is controlled to control and distribute the motor torque, and energy recovery is achieved through motor reverse drag. At the same time, a mechanical braking request is sent, and deceleration is assisted by the electronic braking system.

[0163] In an optional embodiment, the SOC correction closed loop process can refer to Figure 3 , Figure 3 This is a SOC closed-loop schematic diagram proposed in an embodiment of the present application. As shown in the figure, after the sensor layer determines the current slope angle and load conditions based on GPS, slope sensor, load sensor, etc., the original test data is sent to the SOC correction module to generate SOC_ref(t), that is, the first reference SOC, which is then sent to the VCU control module to calculate a_target and T_motor, that is, the target deceleration and motor torque, and then sent to the actuator layer. The vehicle is decelerated through the motor and mechanical brake. After deceleration is achieved through the motor's reverse torque, it is fed back to the SOC correction module again to realize real-time dynamic correction of the SOC.

[0164] In an optional embodiment, the logic of the energy recovery method of the hybrid vehicle proposed in this application can refer to Figure 4 , Figure 4 This is a logical diagram of an energy recovery method for a hybrid vehicle proposed in an embodiment of the present application. As shown in the figure, when the slope sensor detects a sharp increase in the slope angle, exceeding the slope activation threshold, it means that the vehicle is entering a steep slope, so the first correction coefficient is increased. At the same time, the acceleration degree is accumulated by accumulating the altitude change. The first reference SOC determined by the first correction coefficient and the accumulated altitude change is correspondingly reduced, reserving battery space in advance to prepare for the upcoming energy recovery and reduce the risk of battery overcharging.

[0165] In an optional embodiment, according to the energy recovery method of the hybrid vehicle proposed in this application, the control logic after the vehicle leaves the steep slope can refer to Figure 5 , Figure 5This is a schematic diagram of the feedback inhibition logic of the energy recovery method for a hybrid vehicle proposed in one embodiment of the present application. As shown in the figure, after the actual SOC value of the vehicle gradually increases after energy recovery, the demand for the target deceleration also gradually decreases, thereby reducing the demand for motor torque, reducing the energy recovery intensity, and gradually reducing the motor recovery torque, so that the actual SOC naturally returns to near the preset reference SOC, the energy recovery strategy in this application is released, and the vehicle is controlled according to the control method for normal road driving.

[0166] Based on the same design concept, an embodiment of the present application provides an energy recovery device for a hybrid vehicle. Figure 6 , Figure 6 This is a structural block diagram of an energy recovery device for a hybrid vehicle proposed in one embodiment of the present application. Figure 6 As shown, the device includes:

[0167] The current slope angle acquisition module is used to obtain the current slope angle of the vehicle;

[0168] a first correction coefficient determination module, configured to determine a first correction coefficient according to the slope activation threshold when the current slope angle is greater than or equal to the slope activation threshold;

[0169] a cumulative altitude change determination module, configured to determine a cumulative altitude change of the vehicle within a historical time window;

[0170] a first reference SOC determining module, configured to determine a first reference SOC based at least on the first correction coefficient and the accumulated altitude change;

[0171] An energy recovery control module is used to control the vehicle to perform hill-drivage energy recovery based on a magnitude relationship between the first reference SOC and the current SOC of the vehicle.

[0172] Optionally, the first correction coefficient determination module includes:

[0173] a slope response gain coefficient determination submodule, configured to determine a slope response gain coefficient according to the slope activation threshold, wherein when the slope activation threshold is within a target slope threshold range, the slope response gain coefficient is proportional to the slope activation threshold;

[0174] The first correction coefficient determination submodule is used to determine a first correction coefficient according to the slope response gain coefficient and the altitude change rate. There is a nonlinear relationship between the slope response gain coefficient and the first correction coefficient. The first correction coefficient increases as the slope response gain coefficient increases.

[0175] Optionally, the cumulative altitude change determination module includes:

[0176] An expected deceleration acquisition submodule is used to acquire an expected deceleration set by a user, where the expected deceleration is the deceleration that the user expects the vehicle to maintain when going downhill;

[0177] a target duration determination submodule, configured to determine a target duration according to the expected deceleration, wherein the target duration increases as the expected deceleration increases;

[0178] A historical time window determination submodule, configured to determine the historical time window according to the target duration and the current time;

[0179] The accumulated altitude change determination submodule is configured to accumulate the altitude change of the vehicle within the historical time window to obtain the accumulated altitude change.

[0180] Optionally, the energy recovery device of the hybrid vehicle further includes:

[0181] A load factor acquisition module, configured to acquire a load factor of the vehicle, wherein the load factor is determined according to a current load of the vehicle;

[0182] Determining a first reference SOC based on at least the first correction coefficient and the accumulated altitude change includes:

[0183] a corrected cumulative altitude change determination submodule, configured to correct the cumulative altitude change using the first correction coefficient to obtain a corrected cumulative altitude change;

[0184] a corrected altitude determination submodule, configured to correct the vehicle's current altitude and the corrected cumulative altitude change using the load factor to obtain a corrected altitude;

[0185] The first reference SOC determination submodule is configured to obtain a first reference SOC according to the corrected altitude.

[0186] Optionally, the energy recovery control module includes:

[0187] a target deceleration determination submodule, configured to determine a target deceleration according to the current slope angle when the current SOC is less than a preset proportion of the first reference SOC;

[0188] The motor control submodule is used to control the motor of the vehicle to operate at the reverse torque corresponding to the target deceleration to achieve hill energy recovery.

[0189] Optionally, the energy recovery control module includes:

[0190] a target deceleration determination submodule, configured to determine a target deceleration based on the first reference SOC and a desired deceleration set by a user when the current SOC is greater than or equal to a preset proportion of the first reference SOC, the desired deceleration being a deceleration that the user desires the vehicle to maintain when descending a slope;

[0191] a motor control submodule, configured to control the motor of the vehicle to operate at a reverse drag torque corresponding to the target deceleration to achieve hill-speed energy recovery;

[0192] Also includes:

[0193] an electronic braking system control submodule, configured to control the electronic braking system (EBS) of the vehicle to output a first mechanical braking force corresponding to a difference between the desired deceleration and the target deceleration when the current SOC is greater than or equal to a preset ratio of the first reference SOC.

[0194] Optionally, the energy recovery device of the hybrid vehicle further includes:

[0195] The energy recovery start determination module is used to determine whether to start hill energy recovery based on a preset reference SOC when the current slope angle is less than the slope activation threshold; the preset reference SOC is greater than the first reference SOC.

[0196] Based on the same design concept, another embodiment of the present application provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, it implements the steps of the energy recovery method of a hybrid vehicle as described in any of the above embodiments of the present application.

[0197] Based on the same design concept, another embodiment of the present application provides a computer program product, including a computer program / instruction, which, when executed by a processor, implements the steps in the energy recovery method for a hybrid vehicle as described in any of the above embodiments of the present application.

[0198] Based on the same design concept, another embodiment of the present application provides an electronic device, such as Figure 7 shown. Figure 7 This is a schematic diagram of an electronic device according to one embodiment of the present application. The electronic device includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When executed by the processor, the computer program implements the steps of the hybrid vehicle energy recovery method described in any of the above embodiments of the present application.

[0199] As for the device embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0200] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0201] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, devices, or computer program products. Therefore, the embodiments of the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the embodiments of the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0202] The embodiments of the present application are described with reference to the flowcharts and / or block diagrams of the methods, terminal devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing terminal device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing terminal device generate instructions for implementing the steps in the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0203] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing terminal device to operate in a specific manner, so that the instructions stored in the computer readable memory produce a manufactured product including an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0204] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal device so that a series of operating steps are executed on the computer or other programmable terminal device to produce a computer-implemented process, thereby providing instructions for executing on the computer or other programmable terminal device to implement the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0205] Although the preferred embodiments of the application have been described in detail, those skilled in the art will appreciate that various modifications and alterations can be made hereto without departing from the scope and spirit of the application. Accordingly, it is intended that all possible modifications and alterations be included within the scope of the application. The application is intended to cover any and all modifications of the application within the scope of the claims.

[0206] Finally, it should be noted that, in the specification, relational terms such as first and second, and the like, can be used solely to distinguish one entity or action from another entity or action without necessarily implying any actual relationship or order between such entities or actions. Also, the terms "comprises", "comprising", or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can include other elements not expressly listed or inherent to such process, method, article, or apparatus. An element proceeded by "comprises a... " does not, without more constraints, exclude the existence of additional identical elements in the process, method, article, or apparatus that comprises the element.

[0207] The above describes in detail the energy recovery method, device, equipment and medium of a hybrid vehicle provided by the application. The principles and implementation manners of the application are described by using specific examples. The above description of the embodiments is only used to help understand the method of the application and its core idea. Meanwhile, for those skilled in the art, according to the idea of the application, the specific implementation manners and application scope can be changed. In summary, the content of the specification should not be understood as a limitation of the application.

Claims

1. A method for energy recovery of a hybrid vehicle, characterized in that: include: Get the current slope angle of the vehicle; determining a first correction coefficient according to the slope activation threshold when the current slope angle is greater than or equal to the slope activation threshold; Determining a cumulative altitude change of the vehicle within a historical time window; determining a first reference SOC based at least on the first correction coefficient and the accumulated altitude change; Based on the magnitude relationship between the first reference SOC and the current SOC of the vehicle, the vehicle is controlled to perform hill-drift energy recovery.

2. The energy recovery method for a hybrid vehicle according to claim 1, characterized in that: Determining a first correction coefficient according to the slope activation threshold includes: determining a slope response gain coefficient according to the slope activation threshold, wherein when the slope activation threshold is within a target slope threshold range, the slope response gain coefficient is proportional to the slope activation threshold; A first correction coefficient is determined according to the slope response gain coefficient and the altitude change rate. There is a nonlinear relationship between the slope response gain coefficient and the first correction coefficient. The first correction coefficient increases as the slope response gain coefficient increases.

3. The energy recovery method for a hybrid vehicle according to claim 1, characterized in that: Determining a cumulative altitude change of the vehicle within a historical time window, including: Obtaining a desired deceleration set by a user, where the desired deceleration is the deceleration that the user desires the vehicle to maintain when traveling downhill; determining a target duration according to the expected deceleration, wherein the target duration increases as the expected deceleration increases; Determining the historical time window according to the target duration and the current time; The altitude change of the vehicle within the historical time window is accumulated to obtain the accumulated altitude change.

4. The energy recovery method for a hybrid vehicle according to claim 1, characterized in that: Also includes: Obtaining a load factor of the vehicle, where the load factor is determined based on a current load of the vehicle; Determining a first reference SOC based on at least the first correction coefficient and the accumulated altitude change includes: Correcting the accumulated altitude change using the first correction coefficient to obtain a corrected accumulated altitude change; Correcting the current altitude of the vehicle and the corrected cumulative altitude change using the load factor to obtain a corrected altitude; A first reference SOC is obtained according to the corrected altitude.

5. The energy recovery method for a hybrid vehicle according to any one of claims 1 to 4, characterized in that: Controlling the vehicle to perform hill-diving energy recovery based on a magnitude relationship between the first reference SOC and a current SOC of the vehicle includes: determining a target deceleration according to the current slope angle when the current SOC is less than a preset proportion of the first reference SOC; The motor of the vehicle is controlled to operate at a reverse drag torque corresponding to the target deceleration to achieve hill-drift energy recovery.

6. The energy recovery method for a hybrid vehicle according to any one of claims 1 to 4, characterized in that: Controlling the vehicle to perform hill-diving energy recovery based on a magnitude relationship between the first reference SOC and a current SOC of the vehicle includes: When the current SOC is greater than or equal to a preset ratio of the first reference SOC, determining a target deceleration according to the first reference SOC and a desired deceleration set by a user, the desired deceleration being a deceleration that the user desires the vehicle to maintain when traveling downhill; controlling the motor of the vehicle to operate at a reverse drag torque corresponding to the target deceleration to achieve hill-drift energy recovery; Also includes: When the current SOC is greater than or equal to a preset ratio of the first reference SOC, the electronic braking system (EBS) of the vehicle is controlled to output a first mechanical braking force corresponding to a difference between the desired deceleration and the target deceleration.

7. The energy recovery method for a hybrid vehicle according to any one of claims 1 to 4, characterized in that: Also includes: When the current slope angle is less than the slope activation threshold, determining whether to start hill energy recovery based on a preset reference SOC; The preset reference SOC is greater than the first reference SOC.

8. An energy recovery device for a hybrid vehicle, characterized in that: The device comprises: The current slope angle acquisition module is used to obtain the current slope angle of the vehicle; a first correction coefficient determination module, configured to determine a first correction coefficient according to the slope activation threshold when the current slope angle is greater than or equal to the slope activation threshold; a cumulative altitude change determination module, configured to determine a cumulative altitude change of the vehicle within a historical time window; a first reference SOC determining module, configured to determine a first reference SOC based at least on the first correction coefficient and the accumulated altitude change; An energy recovery control module is used to control the vehicle to perform hill-drivage energy recovery based on a magnitude relationship between the first reference SOC and the current SOC of the vehicle.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the computer program is executed by the processor, the energy recovery method for a hybrid vehicle according to any one of claims 1 to 7 is implemented.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the energy recovery method for a hybrid vehicle as claimed in any one of claims 1 to 7 is implemented.

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